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19 Mar 2013, 03:41 (Ref:3220987) | #2801 | ||
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19 Mar 2013, 04:59 (Ref:3221004) | #2802 | |||
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But none the less, LMP2s are restricted to about 430bhp, while an LMP1/GT500 engine makes about 530-550bhp, so the Super GT cars still have a 100bhp edge on the current LMP2s, and more power is still more power if you have a long enough straightaway. That's why LMP1s had problems passing the Corvettes and Astons when they ran in GT1, because the 7.0 V8 and the 6.0 V12 made as much power as the LMP1 spec engines, and the GT1s had virtually identical top speed to most LMP1's. I don't think that Super GTs have better aero as far as downforce, but they probably have less drag because of the closed bodywork and lacking a lot of the "kit" of an LMP2 (diveplanes and barge boards), more power, and, as suggested, softer tires that are very different to what LMP2s run, both in construction, compound, and also dimension (GT500s run wider wheels, though most teams run like 13x17 rims instead of the 12.5x18/13x18 LMP2 rims) |
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19 Mar 2013, 05:52 (Ref:3221009) | #2803 | ||
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19 Mar 2013, 08:11 (Ref:3221034) | #2804 | |
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This discussion is useless, because the restrictor size can easily be found in the technical regulations of the respective series.
These are the restrictor sizes for a 3.4 liter NA engine in the different classes:
We must not forget that LMP2 engines are production based, whereas LMP1 and GT500 engines are bespoke race engines. So the LMP2 engines probably produce below 500 hp. The official power number for the Judd HK is 475 hp. |
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19 Mar 2013, 08:17 (Ref:3221036) | #2805 | |
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Don't forget that those restrictor sizes are now a higher value for the '2012 post' GT500 cars, and that they were only expanded last year. These cars were still faster than LMP2 cars before the power increase. So even when making the same amount of power and being 200kg heavier they are on the same pace at least. That's quite an achievement.
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19 Mar 2013, 17:50 (Ref:3221308) | #2806 | ||
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19 Mar 2013, 17:52 (Ref:3221311) | #2807 | ||
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19 Mar 2013, 18:30 (Ref:3221334) | #2808 | |||
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19 Mar 2013, 18:57 (Ref:3221347) | #2809 | ||
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20 Mar 2013, 00:01 (Ref:3221477) | #2810 | |
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I don't think they will be much slower, if at all. DTM's have good downforce, and I'm sure the GT500's will have equal if not more. On top of it they're running the turbo 4 engine from Super Formula. If they follow DTM, they may drop vehicle weight to 1000kg as well. That will definitely help keep speeds up.
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20 Mar 2013, 13:33 (Ref:3221719) | #2811 | ||
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20 Mar 2013, 21:47 (Ref:3221954) | #2812 | |
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I don't know where you get the quoted power figure from, but a turbo 4 can be just as powerful as the 3.4 V8s they're currently running. And a turbo 4 engine will fit nicely into future LMP regs. You never know how this will play out. But if Super Formula, Super GT and DTM will use the same engine, they may make that engine available for LMP teams to use.
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21 Mar 2013, 01:25 (Ref:3222038) | #2813 | ||
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21 Mar 2013, 01:28 (Ref:3222040) | #2814 | ||
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The Toyota 88C Group C used a 2.1 inline four and was above 600 bhp, this was 20 years ago.
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21 Mar 2013, 05:37 (Ref:3222087) | #2815 | |
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That's the Japanese makes using these engines for their 2 most popular series. They still use the 3.4 V8s but those engines may be obsolete. And who says they will or wont? Plus there are other makers of engines for LMP's. So they may keep these engines, switch to other makers or they may ask them to make an engine based on those turbo 4s?
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21 Mar 2013, 15:51 (Ref:3222341) | #2816 | ||
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21 Mar 2013, 21:16 (Ref:3222476) | #2817 | |
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8MJ gets a 1.4MJ per lap increase, while the others get 1.3MJ increase. Perhaps they realize that it will be a heavier car with the more hybrid equipment.
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21 Mar 2013, 21:27 (Ref:3222482) | #2818 | |
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I think that you are looking at the wrong numbers:
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21 Mar 2013, 21:55 (Ref:3222495) | #2819 | |
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Going by your calculations. But that means there's not a 95% efficiency rate and you're quoting 100% efficiency. That was your numbers throwing me off, should have seen you weren't saying 95% again
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10 Apr 2013, 19:35 (Ref:3232159) | #2820 | ||
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A lot of talk in F1 about FRIC - hydraulic systems that link front & rear suspension but are not active suspension according to the regs. Reminds me about the system Racing for Holland used on the Dome
http://archive.dailysportscar.com/su...suspension.htm Is something similar used on LMP's right now? |
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10 Apr 2013, 20:28 (Ref:3232184) | #2821 | |
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I thought about this same thing when hearing about this on mercedes car earlier this year. Would be interesting but perhaps expensive. If its allowed? I haven't gone through the ruling on suspension systems for 2014s cars.
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29 May 2013, 08:59 (Ref:3254896) | #2822 | ||
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We haven't heard much about the status of the 2014-regulations recently, have we ? I suspect we may get some news at some point in June.
It is interesting to note that the recent adjustments regarding the fuel tank capacity in LMP1 are totally inconsistent with what is being contemplated in draft 5 of the 2014 regulations. Annex B of the draft indicates a fuel tank capacity of 65.6 litres for petrol engines and 54.3 litres for diesel engines (irrespective of the hybrid option). A similar ratio, considering a fuel tank capacity of 58 litres for diesel engines, would lead to a fuel tank capacity of 70 litres for petrol engines. Under the current rules, the petrol-hybrids can now carry 76 litres of fuel and the petrol-non-hybrids 83 litres. Where is the coherence ? |
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29 May 2013, 09:05 (Ref:3254900) | #2823 | ||
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29 May 2013, 09:11 (Ref:3254902) | #2824 | ||
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29 May 2013, 09:21 (Ref:3254907) | #2825 | |
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You asked wheres the coherence on new regs that aren't finalised compared to current bop. What would be the coherence if they aren't even set?
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