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24 Jan 2007, 23:26 (Ref:1825272) | #251 | |||
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Unless in 2010 they enlarge all the restrictor limits then a 2010 Coupe will be slower than an LMP1. |
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25 Jan 2007, 07:14 (Ref:1825404) | #252 | ||
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No but the rules allow engineers to explore diffrent areas of car to gain an advantage.
NOW as you say we might be coming to the high of current tyre development, BUT as someone said dont underestimate the engineers, if there is an advantage to be made then engineers will maxiumise it best they can. Advancedments in technology across the Motorsport spectrum WILL bring laptimes down to around the 3.30 mark at Le Mans. to add I have to say Life changes, things evolve and the weak die out. Motorsport is no diffrent. |
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25 Jan 2007, 07:42 (Ref:1825410) | #253 | |||
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I didnt say anything about alternative fuels in P2. |
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25 Jan 2007, 17:52 (Ref:1825844) | #254 | |||
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Firstly if Coupe rules are equal to a Spyder as they are now, then almost everyone builds a Spyder because they are cheaper to build and maintain. Also, Coupes look a little more like the cars most people buy and if correctly regulated can contain more "Manufactorer signatures" which in turn attracts more Car companies to the sport which brings more money etc. So to prevent a situation where a cheaply built privateer LMP1 Spyder can consistently beat a Manufactorer LMP1 Coupe but not create a extra "sub-class", the ACO will make LMP1's Coupe and LMP2's Spyder. Other reasons are that Coupes simply look a whole lot better, and it makes viewing easier for fans and more importantly potential "New" fans that the LMP1 and LMP2 classes will actually look different to each other. |
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25 Jan 2007, 18:30 (Ref:1825866) | #255 | ||
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I know sod all about engineering and LMPs, and this is a stupid and/or nooby question, but here goes.
Is it possible to modify a current LMP to be a closed top? There were closed and open versions of the Audi R8 when it was launched (the R8R and R8C). Maybe this would resolve the situation (to be fair, it wouldn't be too competitive until they tweak it but I guess it could work as a temporary measure). |
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25 Jan 2007, 19:13 (Ref:1825891) | #256 | ||
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The R10 would see similar gains BUT it is already close to the 3.30 race pace limit (this may be achieved in 2007), so will be subject to further restriction upto 2010 to keep it's race pace at 3.30 or above. So theorectically a 2010 R10 could have smaller restrictors and more weight than an all new 2010 coupe, so the coupes would gain in these areas, leading to similar lap times. You only need to look at the Sebing test to see how the RS Spyders have gained 1 second plus a lap in 12 months, despite a 5% smaller restrictor (I doubt it has 5% less power due to development). |
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25 Jan 2007, 19:46 (Ref:1825911) | #257 | ||
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IMHO they should stick to the width of windshield = width of rear wing formula, they talked about when they first mentioned the coupes.
So no windshield= no wing. |
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25 Jan 2007, 22:31 (Ref:1826044) | #258 | |||
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Quote:
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25 Jan 2007, 23:15 (Ref:1826083) | #259 | ||
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Ummm... DPs have full-car-width rear wings
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26 Jan 2007, 02:23 (Ref:1826148) | #260 | |||
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If the rule is that the rear wing matches the windscreen, then teams will be tempted to max-out their cockpit size in order to get a larger rear wing. Large cockpits = Grand Am = |
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26 Jan 2007, 03:09 (Ref:1826153) | #261 | ||
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26 Jan 2007, 04:31 (Ref:1826168) | #262 | ||
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And, thought not impossible, it's highly unprobable that such a vehicle would exhist. In order to make the change over, you'd need at least a partial re-tub. And the cost of that is about the same as converting an LMP 900 car to a true LMP1-basically an econominc improbabiliy, and you'd probably be better off buying a new car at that rate.
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26 Jan 2007, 10:52 (Ref:1826303) | #263 | |||
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27 Jan 2007, 12:41 (Ref:1827105) | #264 | |||
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Quote:
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27 Jan 2007, 13:47 (Ref:1827139) | #265 | |
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Looking at the Pug solution, the tub sides may actually be a bit higher than an open car and the bodywork (if they need to) and 'door' just pull away for the the driver to get out. Appears to be an interesting solution. It would be good to see it in the 'flesh'.
On the other hand, whatever happened in 1982 bears little resemblance to today. The 936 was essentially a space frame (and a frighteningly unprotective one) with none of the 'crash' testing requirements that makes today's cars so safe. Take one look a the front suspension of the 908/3 (the predecessor to the 936) and it would make you shudder. Not only could you touch the front wheels from your seat, a 5 mph shunt could cripple you for life. |
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27 Jan 2007, 15:03 (Ref:1827170) | #266 | ||
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Quote:
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27 Jan 2007, 21:15 (Ref:1827407) | #267 | ||
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I actually prefare the wide cockpits of traditinal Group C cars and GT1's such as the R390, CLK-GTR/LM/CLR and 911 GT1's. |
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27 Jan 2007, 21:46 (Ref:1827425) | #268 | |||
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personally i think the ACO have set out the rules, now all they need to do is leave them, dont tinker with them and go all pedantic, LEAVE THEM THE WAY THEY WILL BE WHEN THE RULES CHANGE IN 2010!!! |
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29 Jan 2007, 18:57 (Ref:1828819) | #269 | ||
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The ideal solution to the future of prototypes is to give the LMP2's bigger holes in their air restrictors and merge them with the LMP1's (now LMP(I) and LMP(II). )
This would cut costs and make some interesting battles between the "big boys" and the smaller 2 litre turbo LMP2's. |
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29 Jan 2007, 19:16 (Ref:1828832) | #270 | |
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The best option would be to get Porsche and Acura out of P2 as soon as possible.
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29 Jan 2007, 19:38 (Ref:1828847) | #271 | |||
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L.P. |
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29 Jan 2007, 23:10 (Ref:1829075) | #272 | ||
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Which will only happen when the R10/908 Oil burners get their wings clipped.
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30 Jan 2007, 02:20 (Ref:1829154) | #273 | ||
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We will see how the Swiss Spirit Audi Lola (Audi R8 gasoline engine) will do compared to the other competition (diesel/especially Peugeot) |
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31 Jan 2007, 16:02 (Ref:1830325) | #274 | ||
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Per Peter Elleray in this post
http://tentenths.com/forum/showpost....&postcount=103 they are no longer considering mandating coupes. |
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31 Jan 2007, 16:22 (Ref:1830357) | #275 | |||
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L.P. |
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