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18 Oct 2018, 20:40 (Ref:3857634) | #6001 | ||
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Even now, there is not THAT much wrong with the current P1 ruleset when the likes of Rebellion and SMP are getting to within a second a lap of the Toyo's? |
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18 Oct 2018, 22:12 (Ref:3857643) | #6002 | |||
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19 Oct 2018, 07:07 (Ref:3857682) | #6003 | |
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I'm hopeful some of the stringent things mentioned will be relaxed. Performance windows is one thing, but having every car at the exact same power, weight, aero figures etc. is not what a top class should be in a world championship or at Le Mans. I want to see a car with a higher top speed or a car with slightly better fuel efficiency or a car with higher cornering speeds. Cars should have their own characteristics but still be close on pace without all having the same exact type of performance. At least we should get unique engines, hopefully. 700hp is a good target, but I think they should be opened up a little so that that number is flexible. 980kg is pretty dumb too imo. 880kg is a much better number and is definitely doable. That'd help with efficiency/fuel economy which is what they want to portray anyway.
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19 Oct 2018, 22:58 (Ref:3857826) | #6004 | ||
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I really hope I'm mistaken, but with fixed power output and L/D ratio they've got a prototype version of modern DTM. It looks like racing but it is not far away from motorised wrestling. And this makes Advertising departments happy today. I'd like to be wrong, but all that variability of engines and looks are only for advertising purposes. The only engineering sense I see - it's just reliability and fuel efficiency of different engine types. I don't think they will be allowed to bring wide range of chassis or engine "characters".
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__________________
ACO-Ratel-Lotti group of "entertainpreneurs" soon will make you think that Reverse-Gear-Racing is the most professional series in the world. "Faccio il pane con la farina che ho". |
20 Oct 2018, 04:28 (Ref:3857865) | #6005 | ||
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As soon as series CEOs start listening to marketing departments more than concentrating on their own thing, this kind of thing happens. Of course it's not helped by the fact that we've slowly been neutered to the state where these kind of thing is the "norm" in racing rather than exception. For example modern BoP only debuted 15 years ago, mandated pro-am in just half of that, but now they're taken granted because that's what expected. You could say the same for heavy testing limits, tech freeze, cost cap, "trophies for all", spec tires and mandated component specness as whole, certainly outside club and single make series and say Grand-Am wrestling they weren't there really ever a thing even by late last decade. Masqueraded badge engineering and gimmick-technology obviously has existed longer, but in the past never quite in this volume... And not mandated. |
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22 Oct 2018, 16:27 (Ref:3858451) | #6006 | ||
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"McLaren ‘highly unlikely’ to enter WEC's new top class in 2020"
https://www.crash.net/sportscars/new...enter-wec-2020 Quote:
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22 Oct 2018, 17:56 (Ref:3858472) | #6007 | ||
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22 Oct 2018, 18:42 (Ref:3858487) | #6008 | ||
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It sounded like timing was the issue. They are still involved in the process and interested in the class, but getting a program together for 2020 seems like the kicker.
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22 Oct 2018, 21:32 (Ref:3858505) | #6009 | |
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That's how I took it as well, might take an extra year or two before they enter a car. I think we'll see that before a DPi or even a GTD McLaren sadly for us with IMSA events
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23 Oct 2018, 04:06 (Ref:3858546) | #6010 | |
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Well, it's better than saying "we're not interested".
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23 Oct 2018, 04:37 (Ref:3858548) | #6011 | |
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Or "our lobbying attempts weren't successful enough"
In any case it's surprising as they've been the biggest vocal activists of "road car looking Le Mans headliner class" for like the last 7 or 8 years or so, in fact other General Motors (DP-rebrand/DPi-rebrand/ill-fated-Corvette-EVO)I don't think there's been other OEM so adamant of wanting branding styling cues in prototypes. To others it's hasn't really mattered at all as bargaining ship, I mean they take it if offered but it's not what drives them It'll be a pity if the new top category becomes your standard BoP class even partially because of the road car shape factor, you know if it's not even the priority of manufacturers initially committing to it Last edited by Deleted; 23 Oct 2018 at 04:44. |
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23 Oct 2018, 06:01 (Ref:3858552) | #6012 | |
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I have some faith that it will be even in competition without the need for bop. If they are going to be doing a performance window for the amount of downforce and power that sounds like a better idea than bop'ing the cars every race. The things getting to me are the extremely high weight compared to now and the forced use of hybrids. Not really a fan of the wide cockpit either, especially if they keep the 1900mm width.
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23 Oct 2018, 07:40 (Ref:3858558) | #6013 | |
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My faith would be higher, had they not messed up relatively simple technical regulations in recent past already... and in any case tech freeze is possibly even worse
Anyway, if the hydrogen / zero emission becomes reality and is not too far away from (the projected pace of) LMGTP or whatever this thing's gonna be called, then there will eventually be actual alternative for hybrids and not just for marketing reasons...? Assuming that the ZE isn't killing of GTP altogether (wouldn't mind that from what we've seen so far) Of course, the privateers will be out of luck in that regard, and if/when LMP2 / it's follow-up stays sterile quasi spec cartel class and the current LMP1 nonhybrids are phased out to non-existence, your only option will be the costly hybrid if you wish to stay near top So how are the prototype classes looking up then... Le Mans 2019 LMP1 LMP2 Le Mans 2020 LMP1 LMP2 Le Mans 2021 LMGTP (LMP1-NH phase out?) LMP2 Le Mans 2022 LMGTP (LMP2?) (G56 Hydrogen Audi?) Le Mans 2023 LMGTP (LMP2?) Le Mans 2024 LMGTP (LMPH/ZE?) (LMP2?) Also "new" LMP3 extends to 2024 but they're probably still out from the big show Last edited by Deleted; 23 Oct 2018 at 07:48. |
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23 Oct 2018, 07:54 (Ref:3858560) | #6014 | |
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And what happens when one car exceeds those maximum limits... they'll getting somehow handicapped.
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23 Oct 2018, 18:24 (Ref:3858679) | #6015 | |
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They'll have to be policing them somehow. My guess is that they have a performance window where they say a car can be 700hp weigh 980kg make 1600kg of max downforce and have a l/d ratio in a set range. Maybe if it's in the high range of drag coefficient they reduce the power to 680hp? It'll be interesting to see how they do it. Hopefully it's a one time job and there's no constant tinkering.
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23 Oct 2018, 18:53 (Ref:3858686) | #6016 | |
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How on Earth could it be one-time job...?
Also, with LM now as season finale, everyone will likely sandbag their way through the entire season from September to Free Practice in June in order not to get killed off in the one race that matters, you know instead of only sandbagging in one or two events Well at least with the first season, if the stupid tech freeze prevents people from developing cars further that is (without EVO kit) |
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23 Oct 2018, 19:30 (Ref:3858699) | #6017 | ||
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Quote:
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23 Oct 2018, 20:43 (Ref:3858721) | #6018 | |
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It does speak of homologation though, and the current ruleset has a clause in it to penalize teams who deliberately give false numbers. So you could sandbag in the tests but then you'd just have constant stop/go penalties in the race.
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23 Oct 2018, 22:41 (Ref:3858746) | #6019 | |
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Sounds like they are using the general idea of bracket racing in drag racing. Set your lap time and you're penalized for breaking your previous best
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23 Oct 2018, 22:48 (Ref:3858747) | #6020 | |
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Right, there's penalties now for misleading on your pace. Combined with that I think the ACO will be there to monitor how the teams go in testing. My guess is they'll have to be privy on that information to see what the cars are capable of. Dyno the cars, have windtunnel and/or cfd info, see testing times etc. That's why it's a performance window. I don't know how or what they'll do but it has to be something of the sort I mentioned in order for it to be fair and for it to work.
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24 Oct 2018, 21:42 (Ref:3858984) | #6021 | ||
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Vasselon interview:
http://www.dailysportscar.com/2018/1...gulations.html No new info besides these figures: Quote:
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25 Oct 2018, 09:41 (Ref:3859064) | #6022 | |
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230 g/kWh is around 36% Efficiency, anyone building an engine in a shed can achieve this.
OK, so performance is the same, but what about stint length? Will there be a benefit in running more efficient engine because it uses less fuel? |
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25 Oct 2018, 12:13 (Ref:3859087) | #6023 | |
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There's a mathematical formula to easily calculate fuel efficiency, useful to get an indicative value.
Can't recall it now, but right here some time ago me and other users calculated f.e. of f1 and lmp1 engines. If memory helps me porsche and toyota ICE should be over 40%. Hypercars concept not only throws in trash about 10 years of aero development, is going to throw also finest fuel efficiency technologies as I can see... Very likely hypercars will get a 90L fuel tank to keep the standard average 45 minutes stint lenght. Good side of the matter is that maybe large NA engines will strike back |
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25 Oct 2018, 12:56 (Ref:3859097) | #6024 | |
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That bsfc is a joke. It is even further into the rubbish idea of allowing a NA engines compete against more efficient turbo engines in lmp1 this year.
On the engine thermal efficiency, any engine provider in 2018 should be achieving over 40%. Simple application of direct injection and a good design should generate figures between 40-44%. Pre-chamber tech would then give the next step change in efficiency and allow better and improved combustion with the lambda figures in excess of 1.15/1.2 |
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