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2 May 2011, 00:20 (Ref:2872665) | #1426 | ||
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2 May 2011, 03:13 (Ref:2872698) | #1427 | |
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"on the rear wing" is that the top side or bottom side. sounds like the top time. under the rear wing sounds different. could you stall a gurney flap?
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2 May 2011, 10:48 (Ref:2872834) | #1428 | |||
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Probably a wise move, prototype drivers should be busy driving around GTE cars, not covering holes with their knees. |
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2 May 2011, 13:08 (Ref:2872902) | #1429 | |
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There's nothing in the wording that makes me think you can do this at all and certainly nothing that differentiates between top or bottom. "On the rear wing" to me means just that, you can't create any system that modifies flow to the rear wing. Period.
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2 May 2011, 15:53 (Ref:2872966) | #1430 | |
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This may be stating the obvious or covering something we had already sussed out, but based on the livery drawings here:
http://www.fourtitude.com/gallery/ga...&dispsize=1024 It would seem that the removable panels on the outer sides of the rear fenders can be replaced with a louvered section for cooling. |
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2 May 2011, 15:59 (Ref:2872967) | #1431 | ||
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2 May 2011, 16:52 (Ref:2872997) | #1432 | ||
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Those have been there since the March Sebring test. No purpose has ever been established for them. The vents above the engine on the fin mount are presumably for either the turbocharger, particle filter, or both.
It's also interesting to see that Audi have really paid attention to airflow through the car. It's sort of like the channel concept of the early R15, but in reverse. Instead of cluttering up the sidepod of the car with all kinds of crap to produce downforce and obstruct cooling flow, Audi with the R18 instead is trying to leave the sidepods uncluttered to improve airflow to the radiators, oil coolers and intercoolers. That allows for shorter sidepods (and less drag), a shorter rear deck (less drag) and more efficent flow through, with improves cooling and also reduces drag because the air is vented more effiecently. Last edited by chernaudi; 2 May 2011 at 17:19. |
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2 May 2011, 18:05 (Ref:2873046) | #1433 | |||
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2 May 2011, 18:55 (Ref:2873083) | #1434 | ||
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Probably not until a factory team (which Mike's site has proven that the Acura ARX-02 program was a half-hearted project) with a turbo gasoline engine shows up.
As Henk4 has said, a team like Henri's that barely able to scrape by and break even can't expect to compete with the might of Audi or Peugeot on a consistant basis, and the bigger the stage, the bigger the gap. |
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3 May 2011, 05:16 (Ref:2873289) | #1435 | |||
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3 May 2011, 05:31 (Ref:2873293) | #1436 | ||
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If audi and puegeot built petrols theyd still have the 100hp advantage. that judd is an old engine Rebellion havent shown their hand yet. their trying to earn all the regulation breaks they can first. Aston doesnt count. |
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3 May 2011, 05:49 (Ref:2873298) | #1437 | ||
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3 May 2011, 07:19 (Ref:2873315) | #1438 | ||
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As the advertisement of a tyre manufacturer says, "power is nothing without control", in this instance reminding that if you don't have a good chassis extra horsepower does not always help too much! The ACO have the data logging boxes on the cars so can see what the true picture is and they know much more about it than we do. But I don't think a private team with customer engines, whoever they are, will ever be able to compete with factories in this era, and in era, I mean last 20 years. Don't get me wrong I want to see more teams at the front but until HPD or the like turn up with something at Le Mans we cannot make any rules comparison imo. |
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3 May 2011, 07:25 (Ref:2873318) | #1439 | ||||
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Just to remind you. In 2008 the Porsche MR6 engine produced 478 bhp with manifold fuel injection and 503 bhp with direct fuel injection. With the slighty bigger restrictor of LMP1 2011 (43.3 vs 42.9 mm), the Porsche would officially produce 512 bhp. In comparison HPD claims 500+ bhp, Toyota 500+ bhp and Judd 540 bhp for their current LMP1 engine. Manufacturers have the tendence to underqoute their numbers, but those numbers are nowhere near the 640+ bhp that the diesel engines supposedly produce. Quote:
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3 May 2011, 17:16 (Ref:2873604) | #1440 | |
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"Maybe one day they decide to recognize this evidence." - Henri Pescarolo
That day will be when a big manufacturer using a gasoline car takes Lemans as seriously as Audi or Peugeot. I dont think Aston Martin helped the gasoline cause with its recent blunders. Even the recent Lola Aston efforts fell way short of Audi 's and Peugeot's in terms of budget, driver quality, car count etc.... not enough to be able to really cry foul with the current regulation equivalents We need Porsche or Toyota etc to mount a realistic assault on the overall victory at Lemans in a gasoline car and Im sure we'll see the regulations become much more equivalent |
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3 May 2011, 17:36 (Ref:2873612) | #1441 | |||
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Highcroft and HPD appears to be a slight hope and I hope the rumour spreading around the Muscle Milk paddock at Sebring is true, but what you said in your final line pretty much sums it up. |
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3 May 2011, 19:50 (Ref:2873676) | #1442 | ||
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They do already. That's why they are not entering LMP1. Nobody in the right mind would, unless they just want to take part and hope things will change someday, while settling to be the best of the rest. It's a vicious circle.
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3 May 2011, 20:31 (Ref:2873703) | #1443 | |
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Which manufacturers are not entering because of the petrol regulations?
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3 May 2011, 20:33 (Ref:2873706) | #1444 | ||
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The ones that aren't there
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Brum brum |
3 May 2011, 20:38 (Ref:2873710) | #1445 | |
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Alll teams are out for the best equivalence they can haggle prior to Le Mans, Highcroft showed what new P1's are capable of at Sebring, but then they are racers first, play politics second, and needed to show the cars full potential to attract sponsorship.
If the diesels are over 640bhp, did Highcroft finish second with 100bhp less............. Last edited by JAG; 3 May 2011 at 20:49. |
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3 May 2011, 20:38 (Ref:2873711) | #1446 | ||
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3 May 2011, 21:35 (Ref:2873731) | #1447 | |
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however, i see no reason for those "other manufacturers" to stay out of the diesel lmps. i mean, audi and peugeot are not the only manufacturers that sell loads of diesel cars. mercedes could be there as well, bmw, ford, even toyota. and also, i suppose if someone say like jaguar or ferrari or porsche would announce they want to enter lmp1 with petrol cars, the rules would suddenly be changed in favour of the petrol cars to the extent of really giving them equal chances for the win. i can't really see why exactly all the other great manufacturers choose to stay out of sportscar racing, maybe except for already very busy - and sucessful - sport programmes in other areas. if they're used to a certain championship, they don't feel like starting from scratch in sporcar racing against the might of audi and peugeot, who already have lots of experience here.
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3 May 2011, 23:54 (Ref:2873798) | #1448 | ||
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Aston Martin did come. Rules didn't change. No, wait... the rules actually did change. But we'll see after Spa if they are applied or not. If not, that would be a major detraction from ACO racing.
Why not enter with a diesel car? - barely anyone has experience with racing diesel technology of this level - hence it would be way more expensive and take more time to catch up - some say the years of diesel cars as an economical alternative are numbered (due to possible change in the emission standards) |
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4 May 2011, 04:31 (Ref:2873834) | #1449 | ||
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If I look at sector times at Le Mans pre test it in no way says that Rebellion or Pescarolo lost more time in sector 2 (the 3 parts of Mulsanne straight) than it did in other sectors. The BEST petrol car looses 1 second alone in Porsche corners, not much power needed there! This tells me that the petrol car chassis is maybe not as good as the Audi or Peugeot either! |
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4 May 2011, 05:31 (Ref:2873837) | #1450 | ||
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Isn't trying to read any meaning (for outsiders) into sector times from Le Mans pretest a bit like confusing a cook book and the Holy Bible?
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