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Old 24 Aug 2020, 12:33 (Ref:3997619)   #401
canaglia
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canaglia should be qualifying in the top 10 on the gridcanaglia should be qualifying in the top 10 on the grid
don't know if GT300 is still using SRO bop for GT3 cars or if they have a new bop that makes JAF and/or mother chassis based cars more competitive, but as far I remember JLOC has never actually been a competitive team with their lamborghini's
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Old 25 Aug 2020, 05:22 (Ref:3997761)   #402
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Autosport web is reporting unique machine set-up of UpGarage (#18).
https://www.as-web.jp/supergt/616555?all

*At the end of the 3rd round, Matsuura (#18) caught up #56 at a good pace.
*#18 (UpGarage) was at the top of the pace at the end of the race.
*#18 (UpGarage) tire was three ranks softer than that of #56 (Realize).
*The engineer transfer has a great effect on this tire selection.
*#18 (UpGarage) changed its maintenance garage to Servus Japan this season and invited the champion engineer Toshihiro Ichinose (former #55 engineer).
*Takashi Kobayashi says Ichinose has a tricky set-up.
*Ichinose says, the first round was an orthodox set-up. But that wasn't so fast, so he tried something different from theory from the 2nd round. The 2nd round set-up didn't work well, but the 3rd round bring-in set-up worked well. It's a set-up for mastering soft tires.
*Autosport speculates that Ichinose knows all the weaknesses of FIA-GT3.
*While this set-up improves the race speed of soft tires, it may sacrifice the speed of qualifying.
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Old 27 Aug 2020, 05:40 (Ref:3998199)   #403
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Autosport web is reporting reason for #23 vicory.
https://www.as-web.jp/supergt/617094?all

*Q1 tire was medium soft tire. This choice is because the final day was predicted at the time of qualifying as "maximum temperature is around 30 degrees, there is a possibility of rain before the race."
*Quintarelli thought it might be too soft in the hot qualifying, but he thought it would work well in the cool final race.
*However, on the final day, the road temperature rose to 49 degrees, contrary to the weather forecast.
*Contrary to expectations, this medium soft tire worked well. There was no grip down, no pick-up happened.
*The team chose the same medium soft for Matsuda's 2nd stint.
*Yutaka Suzuki (NISMO team director) says that the reason for winning is Michelin tires.
*Hiroaki Odajima (MI motorsport director) says that this time tire selection is a result of the team's response to Michelin's recommendations.
*He was confident that it would work well with even more agressive specs.
*Rather, he was worried about the warm-up performance and pick-up phenomenon when choosing a harder compound.
*By the way, as for Craft Sports (#3), the first stint was medium tire and the second stint was hard tire (Medium soft is not included in the marking tire).

*NISMO had introduced 2nd fresh engine in this round due to engine failure.
*However, since it was introduced early, it has not been updated enough to call it Version 2.
*Therefore, good result was caused by tires, set-up and success ballast.
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Old 27 Aug 2020, 10:06 (Ref:3998255)   #404
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Autosport web is reporting tire development of GT500 Dunlop.
https://www.as-web.jp/supergt/617187?all

*Yoshinao Yasuda (DL development chief) says that tires developed since last year were introduced in the 1st round and they are good at high load circuits, so they were able to leave good results with their synergistic effects.
*Team Nakajima marked 2nd position in the Suzuka test in July.
*Pick-up occurred in the final race and dropped the position, but they were confident in the long run pace.
*The reason for DL's breakthrough is the joining of veteran Takuya Izawa.
*Izawa's sensing ability is detailed, and he can comment exactly on what (tire? machine itself?) causes the machine's symptoms.
*Yuki Kato (track engineer of #64) has been set up to cover the low load range and extend the performance in the high load range.
*Dunlop tires have a character that are strong in the high load range, but they are not good at low load range. Therefore, in Fuji, the 3rd sector (middle-low speed section) is a weak point.
*The problem of Dunlop is to improve the performance in the low load range.
*They plan to introduce new spec tires for Motegi.

Last edited by Japanese Samurai; 27 Aug 2020 at 10:19.
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Old 27 Aug 2020, 20:23 (Ref:3998396)   #405
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Originally Posted by canaglia View Post
don't know if GT300 is still using SRO bop for GT3 cars or if they have a new bop that makes JAF and/or mother chassis based cars more competitive, but as far I remember JLOC has never actually been a competitive team with their lamborghini's
They were 7th and 8th in points with a win in the Fuji 500 miles and podiums in the Fuji 500km and Autopolis race last season.
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Old 2 Sep 2020, 11:02 (Ref:3999609)   #406
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Toyota applied for the trademark "Fuji Motorsports Museum" in Japan.
It may build a museum like Honda Collection Hall in Motegi.
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Old 2 Sep 2020, 14:16 (Ref:3999631)   #407
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Hoppy team Tsuchiya Suzuka round race report
https://www.as-web.jp/supergt/619816

*Kimiya Sato violated the track limit and was eliminated from best time in Q1.
*Takeshi Tsuchiya says that his truck limit violation was unnecessary. it's the result of trying his best, but he have to have self-control.

*In the final race, the team made a pit stop during the SC run.
*Under this year's regulations, driver changes during SC run are not allowed, but other pit work can be done.
*Therefore, the team replaced four tires in the pit stop.
*The team then made a routine pit stop on lap 26 including driver change and refueling.
*This strategy was successful, and the team moved up to 5th place on lap 35.
*By exchanging tires during the SC, the time loss of the outlap was eliminated, and the time of the routine pit stop was also shortened, resulting in a gain of 15 seconds in total.
*Finally the team finished in 14th place.
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Old 3 Sep 2020, 10:37 (Ref:3999774)   #408
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Autosport is reporting NISMO's breakthrough set-up.
https://www.as-web.jp/supergt/620136?all

*The Class 1 plus alpha regulations adopted by GT500 class from this season eliminates the aerodynamic free development area under the floor.
In addition, all vehicles must use the same shape/common parts, including the arms that make up the suspension, push rods, rocker arms, anti-roll bar, and upright.
*This greatly reduced the flexibility of the suspension geometry.
*Then, it is reasonable to assume that "breakthrough," which understands the intention of the regulations, was the major improvement of #23.
*Ken Nakashima (#23 cheif engineer) says that it was an unexpectedly complete set-up. Almost no change from initial set-up during weekend.
*To improve sector 3 at Fuji, you have to earn bottom speed and increase straight speed. However, if you do so, you will conflict with the high speed A-corner and the balance of 100R corner.
*So, for the high-load circuit Suzuka, he set up the image that stretched the good points. Unexpectedly, the data in Fuji was diverted to Suzuka.
*Presumably, it would be a direction to suppress the vehicle height variation and assist the turning speed with aerodynamics while maintaining the roll rigidity at high speed to obtain the response to the steering operation.

*Nakashima says that as for set-up, it was said that the balance of mechanical grip should be emphasized this season. He feels that he was too attached to it.
*The setup of DTM car is to think about how to heat one-make hard tires.
*However, soft multi-make tires are used in GT500.
*In order to take full advantage of the car's performance, it is not possible to roll too much or pitch too much, but how to move it including tires is very important.
*Motomura Matsumura (Nissan general director) says that to find a set-up that suits the character of the tire, rival (Bridgistone) with a large number of users is more advantageous. However, he wants to use their experience to catch up with rivals.
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Old 3 Sep 2020, 11:29 (Ref:3999791)   #409
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https://jp.motorsport.com/super-taik...hours/4867501/

Mika Salo revealed that he had driven Nissan GT500 car at Fuji 5 or 6 years ago in the test.

Last edited by Japanese Samurai; 3 Sep 2020 at 11:36.
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Old 3 Sep 2020, 13:50 (Ref:3999822)   #410
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It was not a secret matter. But not 5-6 years ago.
He drove NISMO Z34 GT500 in 2005.
https://www.nismo.co.jp/M_SPORTS/news/050010.html
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Old 4 Sep 2020, 08:08 (Ref:3999970)   #411
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helgi should be qualifying in the top 3 on the gridhelgi should be qualifying in the top 3 on the gridhelgi should be qualifying in the top 3 on the grid
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Autosport is reporting NISMO's breakthrough set-up.
https://www.as-web.jp/supergt/620136?all

*The Class 1 plus alpha regulations adopted by GT500 class from this season eliminates the aerodynamic free development area under the floor.
In addition, all vehicles must use the same shape/common parts, including the arms that make up the suspension, push rods, rocker arms, anti-roll bar, and upright.
*This greatly reduced the flexibility of the suspension geometry.
When will authorities understand that standardization and development restrictions kill the sport? In F1 an idiotic token rule gave Mercedes a huge advantage and we got boring 7 year dominance. In LMP2 Oreca managed to monopolize the fleet. Costs are not tiny I suppose. And I have no interest in watching just another monocup.
Who will tell the authorities to wake up? It's autosport! You can beat your opponents only with better tech. If you have no opportunity to develop a car you have almost no chances.
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Old 4 Sep 2020, 11:59 (Ref:4000029)   #412
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Unfortunately Japanese Autosport never criticizes GTA.
That's because Autosport gets inside information from GTA and reports it.
The same applies to other Japanese motorsport media, and it is not possible to criticize GTA or JRP openly.
The only exception is motorsport.com, which is a foreign capital media.
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Old 4 Sep 2020, 14:04 (Ref:4000054)   #413
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helgi should be qualifying in the top 3 on the gridhelgi should be qualifying in the top 3 on the gridhelgi should be qualifying in the top 3 on the grid
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Unfortunately Japanese Autosport never criticizes GTA.
That's because Autosport gets inside information from GTA and reports it.
I thank JP Autosport as it still manages to put interesting tech details. I hope future rules for GT500 will return some engineering freedom. To say the truth, GT500 and JAF GT300 machinery are the only classes in modern autosport keeping constructors' competition alive in its true form. F1 has too much politics in it. And the next step from GT500 is CN prototypes only. It's pity that there's no Fuji GC anymore. I'm curious why it lacked fans' attention in late 80s. From nowadays' point of view it was a great championship (well, for tech-nerds at least).
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Old 5 Sep 2020, 08:08 (Ref:4000170)   #414
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Autosport web is speculating that next gen Z car might be a base vehicle of GT500.
https://www.as-web.jp/supergt/620682?all

*There is a rumor that next gen Z car will be a base vehicle of GT500.
*In the Class 1 plus alpha regulations, it is stipulated that there is no advantage or disadvantage of aerodynamics due to scaling.
*However, it is said that the aerodynamics of the base vehicle remain in reality even after scaling. The aerodynamics of the GR Supra are rumored to be good.
*Therefore, if the aerodynamics of the next-gen Z car are judged to be better than the GTR, the base car may be changed.
*In the past, NSX before sales also participated in the GT500 as an NSX concept.
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Old 5 Sep 2020, 10:16 (Ref:4000185)   #415
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I thank JP Autosport as it still manages to put interesting tech details. I hope future rules for GT500 will return some engineering freedom. To say the truth, GT500 and JAF GT300 machinery are the only classes in modern autosport keeping constructors' competition alive in its true form. F1 has too much politics in it. And the next step from GT500 is CN prototypes only. It's pity that there's no Fuji GC anymore. I'm curious why it lacked fans' attention in late 80s. From nowadays' point of view it was a great championship (well, for tech-nerds at least).
The mind blowing SGT tire war is still amazing after all these years, the last series on Earth to do that, and it's something that cannot be underestimated. Every other series should be embarrassed when looking at SGT in that regard.

But I'm not sure I would sign any of the rest here. The GT500 of today retains some tech but is still just a shadow of what is once was with the DTM-fication and other balancing shenanigans. JAF-GT300 could theoretically be good platform, but since it's jammed in together with GT3 and the spec mother chassis, it's just the usual smoke and mirrors of bop racing.

F1 has too much politics, the underlying slow speci-fication lust in search of so called cost-cutting, the stupid cheese spec tires, and lamo DRS, but there is still no actual manipulation of results as of today. No other non-spec / non-club / non entry-level series of today (or at least next year) can claim such. It might be boring to watch at times, but if you had to name one series that had purity in it, it is F1.

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Old 9 Sep 2020, 10:12 (Ref:4001092)   #416
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Autosport web is reporting Takahiko Yamamoto (Bridgestone) interview.
https://www.as-web.jp/supergt/622391?all

About Class 1 plus alpha regulations
*Due to the Class 1 plus alpha regulations, front downforce is reduced, so increasing the front grip was an issue.
*However, the front grip is not extremely weak, as the vehicle manufacturers responded by developing the vehicle. Therefore, as a tire, it has been able to evolve normally since last year.

About 2020 vehicle set-up
*Until last year, it was a setup that made the suspension stiff, but this year's vehicle setup has widened in the direction of moving the suspension.
*The class 1 plus alpha regulations introduces spec suspension, so the setup including tires will be the key in the future.
*Specifically, it may be required to eliminate tire deflection in order to fix the vehicle height due to aerodynamics.

About Honda NSX
*Changed from MR to FR, but the loss of the midship handicap has little effect.
*The demand for tires that can cope with the pickup phenomenon is larger than that.

About pick-up phenomenon
*Regarding pickup, there is a difference between a team that can be solved by setup and a team that cannot be solved.
*In the Honda squad, Kunimitsu is more likely to pick up, but Keihin isn't much bothered by pickup.
*In the Toyota squad, the pickup phenomenon is not so problematic.

About wet tires
*Following the disastrous defeat in the 2019 SUGO round, BS has been working on improving wet tires this year.

Last edited by Japanese Samurai; 9 Sep 2020 at 10:22.
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Old 9 Sep 2020, 19:49 (Ref:4001235)   #417
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canaglia should be qualifying in the top 10 on the gridcanaglia should be qualifying in the top 10 on the grid
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Originally Posted by Japanese Samurai View Post
Autosport web is reporting Takahiko Yamamoto (Bridgestone) interview.
https://www.as-web.jp/supergt/622391?all

About Class 1 plus alpha regulations
*Due to the Class 1 plus alpha regulations, front downforce is reduced, so increasing the front grip was an issue.
*However, the front grip is not extremely weak, as the vehicle manufacturers responded by developing the vehicle. Therefore, as a tire, it has been able to evolve normally since last year.

About 2020 vehicle set-up
*Until last year, it was a setup that made the suspension stiff, but this year's vehicle setup has widened in the direction of moving the suspension.
*The class 1 plus alpha regulations introduces spec suspension, so the setup including tires will be the key in the future.
*Specifically, it may be required to eliminate tire deflection in order to fix the vehicle height due to aerodynamics.

About Honda NSX
*Changed from MR to FR, but the loss of the midship handicap has little effect.
*The demand for tires that can cope with the pickup phenomenon is larger than that.

About pick-up phenomenon
*Regarding pickup, there is a difference between a team that can be solved by setup and a team that cannot be solved.
*In the Honda squad, Kunimitsu is more likely to pick up, but Keihin isn't much bothered by pickup.
*In the Toyota squad, the pickup phenomenon is not so problematic.

About wet tires
*Following the disastrous defeat in the 2019 SUGO round, BS has been working on improving wet tires this year.
weren't suspensions spec due dtm technical rules?
btw do you know if class1 alpha regulamentation have a mandatory weight distribution like f1 at example?
I knew that dtm cars up to 2018 had a 50/50, don't know this year if SGT and DTM cars are still in that range since 2L engines are about 50% lighter than old V8
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Old 10 Sep 2020, 07:33 (Ref:4001349)   #418
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Yes. Spec suspension is regulated by Class 1 regulations.
"plus alpha" allows engine development (pre-chamber) and aero development.

The technical regulations include an outline version published by JAF and details version not published. At least the JAF outline version has no weight distribution rules.
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Old 11 Sep 2020, 03:55 (Ref:4001596)   #419
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MagVanisher should be qualifying in the top 10 on the gridMagVanisher should be qualifying in the top 10 on the grid
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Originally Posted by Japanese Samurai View Post
Autosport web is speculating that next gen Z car might be a base vehicle of GT500.
https://www.as-web.jp/supergt/620682?all

*There is a rumor that next gen Z car will be a base vehicle of GT500.
*In the Class 1 plus alpha regulations, it is stipulated that there is no advantage or disadvantage of aerodynamics due to scaling.
*However, it is said that the aerodynamics of the base vehicle remain in reality even after scaling. The aerodynamics of the GR Supra are rumored to be good.
*Therefore, if the aerodynamics of the next-gen Z car are judged to be better than the GTR, the base car may be changed.
*In the past, NSX before sales also participated in the GT500 as an NSX concept.
I was wondering if Nissan is planning to introduce a new version of the GT-R soon after they release the next generation Fairlady Z car?
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Old 12 Sep 2020, 03:27 (Ref:4001800)   #420
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hvr777 should be qualifying in the top 10 on the grid
A random question : Is there any cases in Super GT when the car was rather more balanced with certain amount of weight handicaps (either by BoP or success ballasts), than without it? Sometimes I saw some practice or qualifying results, certain cars with more weight handicaps are still being competitive on the front.
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Old 12 Sep 2020, 09:48 (Ref:4001827)   #421
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canaglia should be qualifying in the top 10 on the gridcanaglia should be qualifying in the top 10 on the grid
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A random question : Is there any cases in Super GT when the car was rather more balanced with certain amount of weight handicaps (either by BoP or success ballasts), than without it? Sometimes I saw some practice or qualifying results, certain cars with more weight handicaps are still being competitive on the front.

Don't know, maybe nsx in previous seasons being MR, with some success ballast maybe the car could get a better weight distribution. I think that FR gt500 cars are in the range of 50/50 so they could get understeering or oversteering issues according to where ballast is placed.
If am I not wrong, actually weight ballast aside, there is also fuel flow reduction as part of success penality
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Old 13 Sep 2020, 03:18 (Ref:4002074)   #422
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SGT Tire manufacturer interview <part. 4> Yokohama (Takayuki Shiraishi)
https://supergt.net/news/single/20296

About value of SGT for Yokohama
*The most attractive thing about SGT that we think is that there is a very high level of competition.
*Four manufacturers of tires are competing with each other, attracting a large number of spectators and a lot of attention. So it's the most suitable place for us to develop and polish our technology.
*In particular, GT500 class is participated in vehicles developed by famous domestic automobile manufacturers. The downforce is strong and the engine performance is also high in that class.
We develop tires that collect the best of our technology for such extremely high-level vehicles, and further enhance our technology. That is our theme in GT500.

In GT500 class, Yokohama supplies tires to 3 vehicles, but all three are of different models. Are tires with different specs prepared for each vehicle?
*I think that the ideal is to have common specs and to achieve excellent performance in all vehicles, but in reality it is not so and the specs are different. It is also the result of incorporating the characteristics of each model and the requests of each team.
*This year, GT500 vehicle regulations have been revised, and especially for the suspension, common parts are used for each model. We were wondering if this would make the usage of tires for the three vehicles similar.
*However, when we actually started development, it seemed to be close and quite different. Especially the difference in aero characteristics such as the strength of downforce and the weight distribution between the front and rear of the vehicle. There are also differences in engine characteristics.
*Due to these factors, the direction of the three vehicles has become more distinctive than we initially thought. I feel that these points are both technically interesting and difficult.

About GT300 class tire development
*Firstly, we have a very large number of teams / vehicles supplying tires in GT300 class.
*We think that GT300 tires are basically a place to feed back the technology gained in the development of GT500 tires. However, GT300 has some more difficult elements than GT500, such as heavier vehicle weight than GT500.
*In addition, there are as many as 10 vehicles that we supply tires in GT300 class, but these vehicles are completely different in vehicle weight, drive system, weight balance, engine type, etc.
*While aiming for tire performance that can bring out the characteristics of each vehicle properly, we are working on development with the goal of finally adapting tires with common specs to any vehicle.
*It can be said that that philosophy is similar to that of commercially available tires for mass-produced vehicles. That's what makes GT300 tires interesting, and I think it's technically worthwhile.
*In addition, the large supply of tires means that there are various issues associated with their production.
*While introducing the technology obtained in the development of GT500 tires, we wait as close as possible to each race, take in the latest information such as weather conditions, determine the tire specifications, and create a system that can be produced at once.

About pride as a tire manufacturer
*We don't want to use "pride" word. However, we would like to make an effort so that each user team can feel good about choosing Yokohama.

Last edited by Japanese Samurai; 13 Sep 2020 at 03:23.
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Old 13 Sep 2020, 03:49 (Ref:4002076)   #423
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Autosport web Motegi round qualifying analysis.
https://www.as-web.jp/supergt/623592?all

*The key factor for the pole position of the team RunUp (#360) was the heavy weight of the GTR GT3.
*It was a low road surface temperature for the end of September and damp condition.
*Since GTR is heavy, it is highly aggressive to the tires. In other words, the warming up performance is good.
*On the contrary, the lightweight Lotus Evora (#2) went off course in qualifying. It is very difficult to heat the tires with MC.
*Hoppy Tsuchiya (#25), who is second in qualifying, is suitable for Motegi because it is easy to get traction in RR.
*And noteworthy is the Dunlop users. Gainer GTR (#11) marked the top time in Q1 inspite of 100kg success ballast.
*Dunlop introduced a new construction of tires this year.
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Old 13 Sep 2020, 05:41 (Ref:4002080)   #424
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Race day press conference by GTA (Masaaki Bandoh)
https://car.watch.impress.co.jp/docs/news/1276703.html
https://jp.motorsport.com/supergt/ne...-Fuji/4874009/

About GT300, JAF-GT regulations change
*GT300 class has two types of vehicles, JAF-GT and FIA-GT3.
Since JAF-GT is developed with the cooperation of manufacturers,
it will be faster because there is freedom of development.
On the other hand, GT3 is a regulations that you should not touch due to homologation, and you can not speed up unless an updated vehicle comes out.
As for GTA, JAF-GT and FIA-GT3 will not be the same, but we will prepare fair rules.
Regarding the tire replacement rules, it seems that the obligation to replace four tires is excessive, so this time the tire replacement is free. Instead, the aim of this time is to match the refueling speed. And as a compensation, a 25kg weight handicap will be placed on the JAF-GT300.
*Our intention is to have the team develop the machine, and to properly decide the rule that the low downforce spec and the high downforce spec are once a year to balance with FIA-GT3 and produce proper competition.
*Regarding tires, we would like to consider reducing the number of tires brought in next year by making tire replacement mandatory. I want to make a decision while maintaining fairness.

Is there a possible to change the rules in this year?
*I think it is not very desirable to change the rules for each race.

About races with spectators
*At the Fuji Round in October, we will manage the race organizer to have 5,000 spectators.
*Prior to that, a PCR test of 1500 race participants will be conducted.
*The support race FIA-F4 has 34 entries and a maximum of 5 people per team.
*Based on the above efforts, if the upper limit of the number of spectators can be released, I would like to think about more things after the next Suzuka based on that.

About Class 1 future
*A meeting with ITR representative Berger is scheduled for the second half of September.
*Class 1 is a technical regulations, and we recognize that certain parts have already been completed.
*However, common parts supplied by European suppliers may be manufactured in Japan.
*We will continue with the current rules until at least 2023.
Of course, I wanted to continue the joint events with ITR, but it would be a shame if it ended in one time.

*From the 5th round, the number of people involved in the team will be increased to 22.
*For race queens, up to 2 people per team will be allowed.
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Old 13 Sep 2020, 06:24 (Ref:4002083)   #425
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Race day press conference by GTA part.2
https://supergt.net/news/single/20298

*For next year, we would like to limit the update of JAF-GT300, which is currently allowed to be freely developed, to suppress the cost increase due to excessive development.

*Simultaneous PCR testing can be achieved with the cooperation of automobile-related companies. Of course, it costs a lot for the simultaneous inspection, but there was no subsidy from the government or related organizations.
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