GT MK IV posts the first sub-2:00 GT car lap of COTA
- Thread starter treynor
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I'm told 2750 lbs. And 2500 lbs of downforce. 2.5G of braking and cornering. It's mental.
For reference, that's the same as what a Fiesta ST weighs.
Absolutely awesome video!
Thanks for posting.
What are your thoughts on the GTD?
Looking forward to see you give that one hell too.
-J
Thanks for posting.
What are your thoughts on the GTD?
Looking forward to see you give that one hell too.
-J
I've got GTD chassis #42 coming. It's gonna be nutty.
Is it supposed to be as fast as, faster, or slower than the MK IV?
Definitely slower. There's over a million dollar difference...
Larry spoke to it being "GT500-like" weight. No doubt it'll perform but it'll be interesting to see tire temps/wear when pushed for a number of laps. The SLA up front should allow for optimized geometry throughout the range of motion. Not having to crank up negative camber should be all win.
and ones a street legal car well over 1,000# heavier, while the other is a zero compromise balls out track assassin!
Are you by any chance picking up one of those Ferrari's 499P Modificata's lol?
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The strut based GT4 cars are in the 3.5- 4.0 degrees of neg camber range at some of the tracks in the IMSA series. It'll be interesting if that necessity isn't mitigated as the SLA definitely has the potential to allow for better contact patch under duress.
Got that call back in November. Four thumbs up from our household!
I'm only speaking to SLA vs strut systems and the potential to lower static negative camber settings.
As Griggs puts it..."The next big advantage to SLA systems is camber gain, which is the change in applied tire camber as the wheel travels up into the wheel well as the suspension is compressed. With struts the camber curve is minimal, or even regressive, actually losing camber as the wheel travels up in bump motion. So as the body rolls in a corner, compressing the outboard suspension the loaded tire loses applied camber to the road surface, reducing tire contact, and wearing the outside shoulder. To compensate, high static camber settings are needed, 3 4 or 5 degrees, to compensate for tire deflection and camber loss form body roll. But these high negative camber settings are detrimental to performance due to reduced tire foot print under braking, and inconsistent tire contact patch area during transition into and out of a corner. It also results in high shoulder wear. Most front strut cars wear out the tires shoulders, both inside and out while leaving at least a third of the tread in the center of the tire. Griggs Racing SLA systems have aggressive camber curves designed for current generation performance tires. Static camber on race tracks seldom exceeds 2 degrees. Properly aligned, tires last much longer without the excessive shoulder wear, and performance is more than significantly improved due to the near always flat tire contact patch."
I get the theory. I run CUP cars (strut front), Radicals (sla), Formula cars (sla). Ect. Ect. At the end of the day, they all need lots of camber once you've spent time properly pyro-ing the tires. And this GTD will be no exception. It's heavy.. and it's on radials... in other words, camber, and it will kill tires. I mean, 1000# formula cars realistically kill tires after a session or two as well. Just is what it is. We run 4° in F3.
Looking at race slick wear and seeing a worn inside or outside also isn't exactly the way to set up camber. It's all about what the Pyro guage says.
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