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20 Jun 2009, 12:05 (Ref:2486909) | #126 | |
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20 Jun 2009, 12:20 (Ref:2486916) | #127 | |
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As much as I LOVE the Panoz LMP-1, and GTR-1, I fear this would only go to hurt it's legacy.
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20 Jun 2009, 14:41 (Ref:2486986) | #128 | |
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Can Panoz, or anyone, not just build a front engined LMP1, test it back to back with the competition, then go to the ACO and discuss performance balancing.
Afterall different engine types are performance balanced, and in GT2 I beleive there are a few regulation breaks to help cars which due to their road car routes, cannot be competitive if built to the letter of the regs. Whats more, does Panoz know something everyone else doesn't about production engines being elligable in P1 beyond 2010? |
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20 Jun 2009, 14:56 (Ref:2486994) | #129 | |
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could they be reworking the lmp07?!
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20 Jun 2009, 15:36 (Ref:2487009) | #130 | |||
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That said, I am not sure if this is really going to happen at all, and if it happens noone knows for how long. Spending money to be a field filler for one season? Ok, but for two? |
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20 Jun 2009, 16:30 (Ref:2487030) | #131 | |
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20 Jun 2009, 18:59 (Ref:2487102) | #132 | ||
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21 Jun 2009, 02:58 (Ref:2487265) | #133 | ||
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closed prototype? I agree!
I Think this new Panoz LMP1 will be a Closed prototype because the ACO 2010/2011 new rules!
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__________________
Luciano Barcelos: a brazilian sportscar fan!!! |
21 Jun 2009, 09:10 (Ref:2487369) | #134 | |
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22 Jun 2009, 18:47 (Ref:2488509) | #135 | ||
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23 Jun 2009, 01:34 (Ref:2488697) | #136 | |
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I loved the Panoz cars. They were awesome. The front engine design worked too. They managed to beat the bmw, audis and cadillacs. I think a coupe would be the best design though. As for back as the roll hoops would be, a roof would probably give better flow to the rear wing...just my opinion. I could be partial because I think the coupes look sexy.
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23 Jun 2009, 04:07 (Ref:2488743) | #137 | ||
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23 Jun 2009, 12:51 (Ref:2489040) | #138 | |
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very good call mike. I didn't think of that fact. so i was wrong..a spyder would be a much better idea
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24 Jun 2009, 13:13 (Ref:2489778) | #139 | ||
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If they are using just the tub could they not alter the shape dramatically with a narrow cockpit and revised front end? With the R15, 908 and new Acura there at least appears to be lots of alternative aero approaches to P1 these days, even if it's nothing as radical as a front engined car. These days there also appears to be the option of going to the ACO to ask for rules breaks if an inherent problem cannot be overcome within the current reglations. |
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24 Jun 2009, 23:26 (Ref:2490131) | #140 | ||
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We had the Panoz LMP run for a week in our tunnel and it caused an unusual problem for us. The underbody worked very well, so well infact that it was sucking the rolling road belt up off the platen and striking the model which could have led to a major smash if the model had broken up. I am not certain what the work around was but I guess they skipped the low ride height maps to alleviate the problem.
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25 Jun 2009, 00:30 (Ref:2490156) | #141 | ||
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People laughed at the Porsche WSC , come Jaguar and Mazda Group car and the 962 GT .
Are they still talking about the LS7 too ? |
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25 Jun 2009, 06:23 (Ref:2490231) | #142 | |||
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25 Jun 2009, 07:49 (Ref:2490261) | #143 | ||
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25 Jun 2009, 10:47 (Ref:2490354) | #144 | |
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25 Jun 2009, 10:54 (Ref:2490357) | #145 | ||
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Just to get some thing clear in my mind. Is it possible to make an competitive front engined Lmp, for the 2011 regulations!?.
If so, what would it be its advantages and weak points on the track!? (fx. High speed, high cornering speed, good weight balance, good fuel economic?) |
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Hvil i Fred Allan. (Rest in Peace Allan) |
25 Jun 2009, 22:13 (Ref:2490721) | #146 | ||
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The problem with a front-engined LMP, assuming you can get around the rear wing airflow problem with much less overhang than Panoz ever had to play with, is the amount of stuff you have to package up front. Whereas a rear-engined LMP can smoothly transition from a sleek nose to a wide passenger compartment, the front-engined one will have a nosebox similar to the rear-engined car and then an engine that's much bigger (especially if you stick to a big American unit) than the tiny footbox the regs mandate and that's normally the only thing there in a standard prototype. And it gets worst when you compare what's around the front engine (exhaust, Z-frames) because it's in the way of the purely-aerodynamic ducts meant to make the diffuser work on your average LMP. (and I forgot: you can't raise the engine and have air flowing under it like you can under a simple raised footbox)
I'd be very happy to see it tried, but if they had wanted to move closer to the optimum solution for a front-engined car, they'd have stuck with the LMP07 (and redesigned a lot of it) instead of racing their GTR1 to retirement. |
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25 Jun 2009, 23:09 (Ref:2490749) | #147 | ||
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The front end packaging on the GTR 1 car was actualy quite impressive at least to my eyes. When I first layed eyes upon it I was struggling to find the engine tucked deep away at the front. I was expecting a huge lump of an engine but in reality it was really quite compact and took up much less room than the BMW unit in the McLaren. Finding a good exit route for the airflow from a front diffuser should present no problem as the widest point in the structure, the crew compartment is now further back from the front diffuser. The problem of packaging is probably more acute at the rear of the car. The old LMP 900 regulations with the simple diffuser aft of the rear wheel centreline could have been written with the Panoz in mind. The current regulations with tunnels ahead of the rear wheels will pose a much greater problem I feel. The Drivers backside is going to be right where the tunnels want to live.
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26 Jun 2009, 00:10 (Ref:2490769) | #148 | |||
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26 Jun 2009, 01:14 (Ref:2490790) | #149 | ||
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With a reasonable seatback angle you should be able to scoot the driver's butt forward enough of the rear wheel CL that you will miss the tunnels. Figure the tunnels start 750 mm ahead of RWCL. Naturally it's all dependant on your wheelbase and your driver position, but if that's a design consideration from the beginning it's easy-peasy. One of the big problems with a front engined car is driver visibility. Figure you have the driver way back and as low as you can get. But then you have this large engine up ahead in his field of view. Can a competitive front engined LMP be made to 2011 regs? Don't know, don't have any regs in print at the moment so really unsure of what they'll entail. One thing we do know is, large capacity V8s won't be legal if the ACO goes through with their plans. No reason to think other wise at the moment. |
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26 Jun 2009, 03:10 (Ref:2490810) | #150 | ||
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