The turbo, exhaust and wastegate is this small and compact unit.  The turbo is a production Garrett TR30R.
The turbo, exhaust and wastegate are all being bolted on.  Everything is held together with quick release V-band clamps.  The tubular 321 stainless exhaust manifold is covered with this Inconel and ceramic shield.  You can't be setting that expensive carbon bodywork on fire!
The turbo, exhaust system and wastegate all bolted in place.  You can also see that the bottom of the engine support trellis is in place as well at this point.
Professional motorsports teams can buy the TR30R turbo from Garrett and it is probably the ultimate medium frame turbo.  The compressor and turbine wheel aero are customized to the specific customer needs to be as optimum as possible for the expected operating conditions.  The compressor housing is made from magnesium, the center housing titanium and without water-cooling to minimize weight, and the exhaust housing is investment cast, thin-walled stainless.  This makes the turbo light, very light.  A TR30R can weigh as little as 7 lbs!  The ball bearing center section has the highest specification materials to maximize durability under race conditions.  Lastly, the wire hanging out of the center housing is a speed sensor.  The speed sensor is critical when using a restrictor to prevent turbo over-speed.  The TR30R was developed for WRC rally use but Garrett works with race teams to develop the turbo to their needs. 
The TR30R breathes through an ALMS mandated 42mm restrictor.  Even with the restrictor this little engine makes over 500 hp and 442 lb/ft of torque.  The external wastegate is water cooled and has a very efficient tangential mounting.  It also dumps right into the exhaust at a good angle.  Since a lot of the total exhaust flow is through the wastegate, having a good flowing wastegate is something that is ignored by a lot of people, wasting free power that is sitting on the table.
The engine's heat exchangers for coolant, charge air and oil are in aerodynamic ducts on both sides of the chassis.  The engine heats the oil very little, probably a by product of the ethanol fuel thus only about 20% of the car's oil cooling is being used.  The designers did not anticipate this and thus a lot of the oil coolers space ends up being blocked off most of the time!  This will have aero design repercussions in future iterations of the car.
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Tuesday, May 07, 2013 1:04 AM
Excellent in-depth article Mike! Thanks for sharing.
I thought the expensive wood used on the splitter and other carbon parts is Balsa, but I could be wrong.
Dan DeRosia
Dan DeRosialink
Tuesday, May 07, 2013 3:27 AM
Nice piece to be sure. I'm sure you know this, but it's worth noting for some of the folks out there that the carbon structure are that thick because they're sandwiching aluminum honeycomb. Mulsanne's corner (mulsannescorner.com) has a lot of technical info on the Lolas and other recent vintage prototypes too, for those interested / who didn't know.

Really like the detail on the alternator/starter too, cute little detail.

Problem is with the ALMS/Grand Am "merger" for next year, P1 is going away entirely; they're too much faster than DP cars (well, many things are) which means no Audi or Toyota since they're playing for the top step at LeMans. Rumblings in the paddock and whatnot suggest that the performance difference between P2 and DP will be solved by slowing the P2s (apparently in meetings between the DP owners they decided they're not willing to spend anything to make the DP cars go faster) so I'm not sure where that leaves the ALMS spec GT cars that were also already faster than the DP cars, and close enough in speed to P2 where things were sometimes dangerous in terms of passing. Whole thing is looking grim.
Mike Kojima
Mike Kojimalink
Tuesday, May 07, 2013 7:02 AM
I am nearly 100% sure that the area of the tub near the suspension pick up points is solid carbon, this is not a good place for honeycomb. I would expect to find honeycomb for the base of the keel and in large strips in the sides of the tub. Honeycomb is used in the structural parts of the body panels and splitter. It is not to easy to see in pictures but you can see it in person.
Dan DeRosia
Dan DeRosialink
Tuesday, May 07, 2013 7:10 AM
Old book I saw on Lola's ill fated mid-90s F1 attempt used tuffnol inserts where loads got fed in - I made an overgeneralization before, my fault.
Tuesday, May 07, 2013 7:52 AM
Nice article Mike. This is what I'm talking about!
Mike Kojima
Mike Kojimalink
Tuesday, May 07, 2013 8:41 AM
If you are interested, Khiem added some details about the TR30R turbo. I edited some confusion on the rear accessory drives and tanks.
Mike Kojima
Mike Kojimalink
Tuesday, May 07, 2013 8:55 AM
Another note, we wrote about honeycomb being used in the body panels. It is also likely that the carbon around the root of the body mounts is most likely full thickness as this area is highly stressed, it must support the force generated by the diffusers and the rear wing. These forces are cantilevered with a moment arm several feet long and probably equate to several thousand pounds.
Dan DeRosia
Dan DeRosialink
Tuesday, May 07, 2013 9:01 AM
It's funny looking back at the evolution of prototypes in the ALMS era; LMP675/P2 started off with folded aluminum faced honeycomb panel tubs and now we're here.
Tuesday, May 07, 2013 3:44 PM
Awesome article, thanks! Some of my best friends work on the team (lol you caught one of them on cam, he's the one putting the clutch on)

Here's a pic of the rear suspension when it's back together : http://i.imgur.com/VwDNCBJ.jpg

and the 20 car they ran last year : http://i.imgur.com/2NCsdev.jpg
Thursday, May 09, 2013 3:41 PM
I gotta ask does this car use an antilag system? Particularly a system which feeds fresh air directly to the exhaust plumbing?
Thursday, June 30, 2016 10:58 PM
Mike making fat jokes. lol. Great article Mike! I'm pretty sure Seibon did make that...
Friday, July 01, 2016 1:34 PM
can you give a "for idiots" explanation of Penske's inerter driven shock with the mass damper? what advantage do they have over more conventional shock? do they cost 250k cause that legitimately how much they cost to make (taking into account an understandable profit margin) or is it cause its high end race stuff and race teams will pay for the performance they deliver?
Mike Kojima
Mike Kojimalink
Friday, July 01, 2016 1:59 PM
The biggest advantage of an inerter is zero valve lag, if the shock moves you have damping right now. Penske's inerter uses a screw shaft drive to move a flywheel.
Friday, July 01, 2016 3:08 PM
so the the advantage of shocks would mostly be lost on a street car with rubber or even poly bushings and all...
Mike Kojima
Mike Kojimalink
Friday, July 01, 2016 3:31 PM
and flexy chassis
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