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5 Feb 2018, 23:17 (Ref:3798854) | #1701 | |
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Or they establish the tank and displacement devices must match the spec they tested. The problem arouse from Land using their displacement blocks to maximize fuel flow. Thus their time to fuel was faster than the rest of the Audis.
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6 Feb 2018, 02:53 (Ref:3798871) | #1702 | |
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Finding a much more complicated and expensive means of accomplishing the same thing does sound like the IMSA way.
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6 Feb 2018, 15:23 (Ref:3798996) | #1703 | ||
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Yet their system and car passed tech pre and post race. Just like the argument when Porsche were doing the same thing basically in the WEC. Exactly fair? Not really. Illegal? Not per letter of the rule as written at the time.
Either change the rule for the next race or let everyone do the same. BTW, I'm not in favor of a minimum pit stop time, but it seems simpler than trying to BOP pit stops. |
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6 Feb 2018, 20:07 (Ref:3799081) | #1704 | ||
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Yes, as broadrun stated, all you need to do is close the loophole. Similar situation with the P2 car at LM last year that drilled the hole in the bodywork to beat on the starter.
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6 Feb 2018, 20:43 (Ref:3799087) | #1705 | |
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No, actually making everyone use the same system to set the volume in their fuel tank would be easy and dirt cheap. The flow analysis that Land performed couldn't be cheaper than doing NOTHING.
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7 Feb 2018, 02:45 (Ref:3799180) | #1706 | |
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Not as cheap as a stopwatch. I actually can't imagine a simple or fast process for regulating the way the fuel tank is filled inside, especially given the fuel tank size getting fiddled around with throughout the season. The refueling restrictor testing and approval process is already an impressive piece of bureaucracy itself.
Drilling holes in LMP2 bodywork was never a loophole, it was clearly and explicitly illegal. |
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7 Feb 2018, 12:43 (Ref:3799312) | #1707 | ||
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Quote:
As for the hole in the bodywork, the fact that the ACO said nothing during the race means they obviously did not care until the end of the event. To me, that is an outright and overt acceptance of the actions during the race and then fake outrage after. Especially as they are not allowed to run without the homolgated bodywork but were allowed back out on track how many times after they punched a hole in the bodywork?? IMSA addressed their problem in race and explained why much better than the ACO and their usual BS it's our race and our rules, until we need them to change. |
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7 Feb 2018, 14:25 (Ref:3799329) | #1708 | |||
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7 Feb 2018, 16:50 (Ref:3799352) | #1709 | ||
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We could probably solve a lot of the confusion by implementing a mandated pit stop time and a mandated lap time. That way if you go faster, it is obvious you are cheating.
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8 Feb 2018, 00:01 (Ref:3799419) | #1710 | ||||
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It's not a loophole. If you took two cars from any manufacturer in the field they'd all refill at a slightly different rate from each other. Even in true spec series where everyone has to use the same fuel cell there's significant variance in the actual capacity of each and thus different amounts of packing material required to meet the regulated amount.
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http://sportscar365.com/sro/blancpai...pit-stop-time/ Quote:
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8 Feb 2018, 02:07 (Ref:3799427) | #1711 | |
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At first I concluded a minimum pit stop time is the easy way out. But implementing this eliminates any strategy calls based on short filling. In series there is a bit of a cutoff time limit. Stops shorter than, are not timed, but stops longer than, are timed. Or "joker" pit stops. But look at how the 66 and the 67 Ford's swapped places in the pits late into the 24 at Daytona (which turned out to be a race winning call). The trailing car short filled. Still a long stop. But just a bit less than the team car, and they came out with the lead, and never let it go.
How can that type of strategy take place in a "minimum pit time" environment? Actually in that type of environment, you eliminate fueling strategy or pit crew performance from the equation. Is that good or bad? The answer is both... It's helping to reduce cost, but not much other benefit. Just guarantees that cars exit the pits in the same position that they enter. No more "race on pitlane" I can understand why IMSA wants to get the fuel flow rates corrected, instead of enforcing minimum fuel time. Keep the race on pitlane alive. Another odd way to consider this: Make tire changes longer than the refueling time. The GT3 cars don't double stint (or make sure they don't). Whether that means 1 crew member does all 4 tires, or "pumped" as opposed to gravity fed fuel refilling. Last edited by Articus; 8 Feb 2018 at 02:13. |
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8 Feb 2018, 04:50 (Ref:3799460) | #1712 | |||
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Minimum pit stop time doesn't reduce costs, it just keeps costs form increasing... which isn't the problem rite now. (it's already increasing way more than any effect this would have) Not all the cars use tires in the same way as others, so you're penalizing some more than others. The current rules are pretty good, they just need to stop being idiots and close the (few) loopholes that hungry teams find. -mike |
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8 Feb 2018, 05:25 (Ref:3799465) | #1713 | |
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My feeling is that pit road battles are a bit out of place in a GT3 Pro-Am category anyways. Amateur driving but professional pit stops.
Anyways the fuel rigs do have the hardware to at least measure delivery time against the amount of fuel so having a minimum pit time per unit volume without changing anything about the actual way the car is filled is technically feasible if not necessarily logistically simple. IMSA specifically denied Land just pretending to fuel the car for a couple more seconds and made them fiddle with the cut off valve though. |
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8 Feb 2018, 14:23 (Ref:3799569) | #1714 | |
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Two things going into Sebring I hope we see:
1. Continued long green flag runs. And maybe we can avoid the debree cautions for which 2 of the 4 at Daytona ended up being. 2. GTLM to be much closer this time. Porsche, BMW, and Ferrari all need to up their game. Corvette is right there if Ford gets a BoP hit which they might take. I feel Ford is aware that they will get BoP hits from time to time. The key for them is to have it be favorable for the right races which for them is Le Mans and Daytona. They'll be willing to sacrifice the rest for those 2 events. |
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9 Feb 2018, 14:44 (Ref:3799915) | #1715 | ||
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Already posted in the WEC 2018/19 thread, but the ACO have confirmed that Fuji will move back to its original date and will clash with Petit Le Mans unless IMSA moves their date.
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9 Feb 2018, 15:16 (Ref:3799934) | #1716 | |
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Weird that the WEC 'super season' only has 5 races in 2018 but yet there are 2 race weekend clashes with IMSA... (Mid-O and now Fuji again)
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9 Feb 2018, 18:53 (Ref:3800029) | #1717 | |
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WEC thinks that their lord and savior Fernando is bigger than sportscar racing as whole and any of the great drivers in it.
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9 Feb 2018, 18:54 (Ref:3800030) | #1718 | |
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I think it would be cool of R.L.L changed their BMW car numbers to #81 and #82 starting at Sebring now that we know the WEC BMW car numbers. Having continuity is neat. Looks like the paint job will be the same. Just like how Porsche and Ford do it across the board as well.
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10 Feb 2018, 02:25 (Ref:3800136) | #1719 | |||
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And IMSA says “no” to moving Petit Le Mans — IMSA’s response to Racer:
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__________________
“Sometimes there’s no poison like a dream.” — Tanya Donelly |
10 Feb 2018, 04:58 (Ref:3800158) | #1720 | |
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I can't tell you how many times I have read this today. People keep repeating it like it's true when it's not. Alonso brings a huge fan base and viewership. That alone is a boost to any series he participates in. Fuji was already going to clash with PLM before the first date change. Before he was even in the hunt for a seat with Toyota for anything but a test and possible LM drive. It's not ideal but there's no doubt that imsa would do the same thing. Any series would.
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10 Feb 2018, 05:26 (Ref:3800160) | #1721 | |
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There really is no excuse for a series with like 8 events spread out over more than a year to conflict with the regional series it shares occasional entrants and drivers and teams with. The wec has consistently seemed to comoete against the American series, but now with their current states, maybe they should rethink that strategy.
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10 Feb 2018, 06:20 (Ref:3800170) | #1722 | |||
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10 Feb 2018, 11:11 (Ref:3800223) | #1723 | |
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I don't believe that at all. Say if Nascar superstar would do a full season in a DPi on top of Nascar with a 5 round schedule in IMSA, there is no doubt that they would try to avoid any conflicts with the Cup series. It's not all about Alonso, but it is about the eyes he brings. Jeff Gordon brought a following when he was in the Cadillac and lots of Nascar media. Alonso is doing the same thing for the wec. It's sad that there's a conflict, but I don't know why anyone thinks it'd be different in another series with such a limited schedule. That's how I view it at least.
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10 Feb 2018, 12:57 (Ref:3800265) | #1724 | ||
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Yes there is... And it's the same reason IMSA cannot change their date to accommodate it: Tracks don't just sit silent all the time. They have other commitments including driving schools, club events, etc. Not all of these events can just be moved around at will.
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10 Feb 2018, 14:21 (Ref:3800284) | #1725 | ||
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