Power to weight questions ?
Discussion
OK I went to Snett with the view to buying a GT car to race in Britcar and have come away not that convinced.
I am told the championship is policied on Power to weight ?
So why are cars in the 1.06's and looking at the times of other cars they are unable to match for example the TVR Sag that was on pole it must weigh not much over 1000kg's and maybe not that and runs a mega BHP engine ? I do not have accrute info on this car.
OK then you have a mossler in the 1.06's to 1.07's and you have good 997's and 430's who cannot compete with them and a very good driver in an Aston (Kershaw) and again he is 3 to 4 secs per lap in Qualifying of the front. Not to mention a Viper with a BGT champion in it and his co driver who is just as quick ?
People might be in a better postion than me to judge but it looks like the EERC performance balancing is not working or not happening.
I am told the championship is policied on Power to weight ?
So why are cars in the 1.06's and looking at the times of other cars they are unable to match for example the TVR Sag that was on pole it must weigh not much over 1000kg's and maybe not that and runs a mega BHP engine ? I do not have accrute info on this car.
OK then you have a mossler in the 1.06's to 1.07's and you have good 997's and 430's who cannot compete with them and a very good driver in an Aston (Kershaw) and again he is 3 to 4 secs per lap in Qualifying of the front. Not to mention a Viper with a BGT champion in it and his co driver who is just as quick ?
People might be in a better postion than me to judge but it looks like the EERC performance balancing is not working or not happening.
Edited by beefyGB on Wednesday 23 April 23:37
In simple terms it is not being policed properly. The DL1, albeit a nice club logger capable of much, is not specifically designed to do power logging. It does work well, if given accurate data, but that is where the problem starts! It would seem that relationships such as PV=nRT has escaped certain peaple when calculating drag!
It is interesting to compare the GT teams who are 'on the button' in GT are suddenly way doewn the field in Britcar! I need say no more!
Although, what a spectacle, lovely cars being driven at speed!
It is interesting to compare the GT teams who are 'on the button' in GT are suddenly way doewn the field in Britcar! I need say no more!
Although, what a spectacle, lovely cars being driven at speed!
beefyGB said:
OK I went to Snett with the view to buying a GT car to race in Britcar and have come away not that convinced.
I am told the championship is policied on Power to weight.
Correct. You can download the regs from eerc.co.uk to get a full idea of the exact figures.I am told the championship is policied on Power to weight.
What did you have in mind, out of interest? I know where there's a lovely Mosler for sale.
beefyGB said:
So why are cars in the 1.06's and looking at the times of other cars they are unable to match for example the TVR Sag that was on pole it must weigh not much over 1000kg's and maybe not that and runs a mega BHP engine ? I do not have accrute info on this car.
The TVR is probably the closest car to the power/weight ratio ideal - it's truly awesome down the straights. So that's your benchmark. It also had Cainey driving it, ex Tuscan champ, current Porsche Cup leader and all round good bloke.beefyGB said:
OK then you have a mossler in the 1.06's to 1.07's and you have good 997's and 430's who cannot compete with them and a very good driver in an Aston (Kershaw) and again he is 3 to 4 secs per lap in Qualifying of the front. Not to mention a Viper with a BGT champion in it and his co driver who is just as quick.
The Moslers are all running as pretty much off the shelf cars. We just remove the GT3 ballast weight and change the ride height. We have not modified the car yet. The same can be said of the Gallardo, which is a standard Reiter machine, but without the GT3 equalisation measures. These are fast GT3 cars, made faster by soft Dunlops and no GT3 restrictions.The Aston was 2.2 off us in qual, but the gap was smaller in the race (probably 1.4 on fastest laps). Cadena have less experience running that car on Dunlops than we do, so expect that car to go faster as the season progresses. Remember that Snet is a circuit that suits the Mosler perfectly, too.
The Viper had a variety of issues over the weekend, so that car was nowhere near its ultimate pace. Alex will make that car go very quickly when they've ironed out their niggles.
The 997s were never likely to keep up. GT3 equalisation was originally based around the performance of a stock 997 Cup, so while cars like the Mosler and Lambo have plenty to gain by moving away from GT3 regs the 997 does not.
The lack of 430 pace puzzled me too, but I suspect the teams and drivers haven't fully got to grips with the cars yet, which can be tricky little buggers both to set up and drive.
beefyGB said:
People might be in a better postion than me to judge but it looks like the EERC performance balancing is not working or not happening.
It's an interesting one. You could argue that the power/weight gap between classes 1 and 2 is too big and perhaps the 500+PS cars should be in their own class, but at the smaller tracks the cars like the 430 will come good and the gaps will be closer throughout the field. Some may also argue that the power/weight limit in class 1 is far too high and perhaps the big cars need pegging back a bit, but I wouldn't want to judge it after one race at a bloody fast circuit. Plus you've got to remember that Dutch Supercars use a very similar class structure and the Moslers get beaten in that series.The pit stop regs will also help the other cars. The big cars' advantage at Snet was so huge that we weren't even pegged by having to stop every 30 mins for fuel, but when the outright pace gap closes down those extra stops will really murder us. Throw in a few safety cars (which were noticeable by their absence on Sunday) and it will get very tight indeed.
matt1300 said:
It is interesting to compare the GT teams who are 'on the button' in GT are suddenly way doewn the field in Britcar! I need say no more!
I'm a bit puzzled by that - who did you have in mind? Unless RPM were helping to run the Moore Viper (which they might have been, I guess, with the Alex Mortimer connection), the only other recent BGT teams in the race were us and Cadena, who finished 1st and 2nd.Eurotech's 996 was pretty old - the Ascari would've been much quicker.
I, too, was suprised by the straight line speed of the TVR and the Moslers. I know the power we have (and we were probably SLIGHTLY over the power/weight ratio at Snet) and we were blown away on the straight bits in qualifying. Something is amiss and there is no doubt about it. At the start of the race the TVR must have pulled 25 yards on the Moslers and us by the first corner! Difficult to put that all down to good driving!
I really don't know either the power or the weight of the competing cars but one can easily make an educated guess. The power of American engines is well known, if at times a little exaggerated, and the weight of certain chassis can be assessed quite accurately. Come to that, you can get a reasonable idea from the manufacturers web sites. Take these two figures and you don't get anywhere near the EERC max power to weight ratio. I don't care about a little bit of excess power or a 30 or 50Kgs too litle weight but I do care when it becomes silly. My feeling was Snetterton was definately in the silly area! The EERC "caught" a class 2 car cheating and stopped that but they seem to have a freer hand for class 1. Frankly, I really don't mind so long as the EERC make their attitude clear to all. Either they really police the cars in all the classes or they say class 1 is a free for all.
In my opinion the DL1 is absolutely not the tool for measuring power to weight ratios. We have had this discussion many times before but if the results at Snetterton are taken as a commendation of the accuracy of the device then I begin to despair!
Britcar is an endurance race (by goodness don't we know our weakness!!) but nevertheless it is important to have a level playing field. If not I fear for its long term survival.
Cheers,
Richard.
I really don't know either the power or the weight of the competing cars but one can easily make an educated guess. The power of American engines is well known, if at times a little exaggerated, and the weight of certain chassis can be assessed quite accurately. Come to that, you can get a reasonable idea from the manufacturers web sites. Take these two figures and you don't get anywhere near the EERC max power to weight ratio. I don't care about a little bit of excess power or a 30 or 50Kgs too litle weight but I do care when it becomes silly. My feeling was Snetterton was definately in the silly area! The EERC "caught" a class 2 car cheating and stopped that but they seem to have a freer hand for class 1. Frankly, I really don't mind so long as the EERC make their attitude clear to all. Either they really police the cars in all the classes or they say class 1 is a free for all.
In my opinion the DL1 is absolutely not the tool for measuring power to weight ratios. We have had this discussion many times before but if the results at Snetterton are taken as a commendation of the accuracy of the device then I begin to despair!
Britcar is an endurance race (by goodness don't we know our weakness!!) but nevertheless it is important to have a level playing field. If not I fear for its long term survival.
Cheers,
Richard.
935 said:
I, too, was suprised by the straight line speed of the TVR and the Moslers. I know the power we have (and we were probably SLIGHTLY over the power/weight ratio at Snet) and we were blown away on the straight bits in qualifying. Something is amiss and there is no doubt about it. At the start of the race the TVR must have pulled 25 yards on the Moslers and us by the first corner! Difficult to put that all down to good driving!
I really don't know either the power or the weight of the competing cars but one can easily make an educated guess. The power of American engines is well known, if at times a little exaggerated, and the weight of certain chassis can be assessed quite accurately. Come to that, you can get a reasonable idea from the manufacturers web sites. Take these two figures and you don't get anywhere near the EERC max power to weight ratio. I don't care about a little bit of excess power or a 30 or 50Kgs too litle weight but I do care when it becomes silly. My feeling was Snetterton was definately in the silly area! The EERC "caught" a class 2 car cheating and stopped that but they seem to have a freer hand for class 1. Frankly, I really don't mind so long as the EERC make their attitude clear to all. Either they really police the cars in all the classes or they say class 1 is a free for all.
In my opinion the DL1 is absolutely not the tool for measuring power to weight ratios. We have had this discussion many times before but if the results at Snetterton are taken as a commendation of the accuracy of the device then I begin to despair!
Britcar is an endurance race (by goodness don't we know our weakness!!) but nevertheless it is important to have a level playing field. If not I fear for its long term survival.
Cheers,
Richard.
Richard very very well put I was there to buy a brand new 430 and thats a lot of money to spend when what I should buy is an old Tuscan Challange car put a sag body on it and a big GM motor as I am pretty sure thats what the TVR is. I think the Mossler run much near to the power to weight rule and the Moore Viper is bang on it.I really don't know either the power or the weight of the competing cars but one can easily make an educated guess. The power of American engines is well known, if at times a little exaggerated, and the weight of certain chassis can be assessed quite accurately. Come to that, you can get a reasonable idea from the manufacturers web sites. Take these two figures and you don't get anywhere near the EERC max power to weight ratio. I don't care about a little bit of excess power or a 30 or 50Kgs too litle weight but I do care when it becomes silly. My feeling was Snetterton was definately in the silly area! The EERC "caught" a class 2 car cheating and stopped that but they seem to have a freer hand for class 1. Frankly, I really don't mind so long as the EERC make their attitude clear to all. Either they really police the cars in all the classes or they say class 1 is a free for all.
In my opinion the DL1 is absolutely not the tool for measuring power to weight ratios. We have had this discussion many times before but if the results at Snetterton are taken as a commendation of the accuracy of the device then I begin to despair!
Britcar is an endurance race (by goodness don't we know our weakness!!) but nevertheless it is important to have a level playing field. If not I fear for its long term survival.
Cheers,
Richard.
From what I have seen I will not be back and a re-think on what to do maybe BGT or touring cars. LONG TERM I BET PEOPLE WILL TALK WITH THERE FEET AND THAT WILL BE STRAIGHT OUT THE DOOR SOMEWHERE ELSE.
Thanks
Jon
Edited by beefyGB on Thursday 24th April 18:00
beefyGB said:
...I was there to buy a brand new 430...
A GT3 430, running on soft Dunlops, minus ballast and at a lower ride height would be capable of a mid 7 around Snet. Play with the aero a bit and you'll grab some more time in the fast stuff, then tweak the mapping a bit for another 30PS and the car will be setting the pace on the technical tracks.We'll be in the 8s with our 430s in BGT spec in June, I'm sure, so 7s are definitely on for a Britcar spec machine - which is pretty good. You only have to look at what the Lambo did in qual to see the possibilities.
There are very many different ways of looking at what is going on in different people minds..
The DL1 only records the facts , it does not make it up, like most of the hearsay re- this against that.... it is for the teams to balance their cars.
The wieght can be adjusted up or down, the wind resistance can be adjusted up or down by extra wing etc, the HP can be adjusted , so it is up to the teams to tune the car to the best formula for their car. Some teams are looking at reducing HP to go down a class, rather than going to their optimum. With Richard may be you are running to much wing, thus slowing the car, by reducing some of the wing you could accelerate faster on the straights....The TVR is on the limit therefore with its wing, its wieght and with it HP with the best driver you saw at the beginning of the race its best performance.
Re BEEFY'S comments the answer is simple DUNLOP.
The DL1 only records the facts , it does not make it up, like most of the hearsay re- this against that.... it is for the teams to balance their cars.
The wieght can be adjusted up or down, the wind resistance can be adjusted up or down by extra wing etc, the HP can be adjusted , so it is up to the teams to tune the car to the best formula for their car. Some teams are looking at reducing HP to go down a class, rather than going to their optimum. With Richard may be you are running to much wing, thus slowing the car, by reducing some of the wing you could accelerate faster on the straights....The TVR is on the limit therefore with its wing, its wieght and with it HP with the best driver you saw at the beginning of the race its best performance.
Re BEEFY'S comments the answer is simple DUNLOP.
beefyGB said:
Richard very very well put I was there to buy a brand new 430 and thats a lot of money to spend when what I should buy is an old Tuscan Challenge car put a sag body on it and a big GM motor as I am pretty sure thats what the TVR is.
You could do the latter but if you follow the same route as Racesport you would probably end up spending 430 money. Assuming you could find someone to build one for you, you might get to race it this time next year. The TVR will have a massive amount of torque for its weight and could this not explain the acceleration versus the competition?
I am in full agreement that PTW limits should be adhered to but it would be a shame if there was a backlash against what appears to be a 'cheap' car going quicker than 'expensive' cars.
Diversity (within the PTW rules) should be encouraged.
Two things struck me when doing the coast down test at Snetterton.
The car wasn`t weighed - wouldn`t a heavier car have more momentum ?
As I was coasting down hill on the back straight (with the wind blowing as well!) I thought the easiest way to cancel out these errors was to do an identical run in the opposite direction and average out the two readings. We didn`t
In Class 2 James penalised the Top Cats Marcos for being 20bhp over the limit. On the one hand I commend him for acting, on the other I would question why it`s taken 3 years (the team told me the engine is the same one they`ve used for the past 3 seasons including 2 24 hour races). I would also comment that the car`s 1.10.5 second qualifying lap put it 3 tenths quicker than Mike Jordan in a class 1 Porsche 911 RSR. It certainly stood out as a mighty quick lap and if the car`s times were obtained by extra power / less weight then it was a lot more than 20bhp or 74kg.
Of course a good driver makes all the difference and I will concede on behalf of both Pete and myself to being inferior. Who knows? The one thing I did think was that a rolling road sat to one side of the scrutineering bay would have been an absolute godsend. A weigh-bridge next door and hey presto you`ve got power to weight at the wheels exactly as the cars came off the track. You even have nice sticky tyres . Yes people can switch ECUs and do all sorts of funny stuff but for the moment let`s give them the benefit of the doubt. We`ve all spent £400 on these DL1 jobbies, would £100 - 150 a season each to cover a rolling road at 3 or 4 meetings be out of the question (especially when it seems we`re paying £400 for 50 minutes "testing" at Brands
)
I`m with Richard in that I`m not bothered about 10 or 20bhp or the odd 50kg. The problem is that straight line performance of some cars indicated there may possibly be performance advantages outside those parameters. We won`t be able to get our car under the 3.7kg / bhp figure, engine upgrades are just too expensive. For us the obvious solution is a standard 997 GT3 which is absolutely on the money for class 2 (might actually need a couple of KG of ballast). The problem is though that it has been deemed a class 1 car (all be it not a competitive one) based on it`s performance potential, (again the Marcos beat all the standard 997 GT3`s by around a second or more).
I sat out of Britcar for a season to vote with my feet. I`m back because fundamentally I like the series and I actually like James` "big picture" of having affordable endurance race meets with a bit of profile where the competitor still has a voice that`s heard. The organisation team behind Britcar are a good bunch of people as well. It all adds to the mix which creates a friendly family of teams. You can pop into a good many teams along the pit lane and pinch a biscuit or a cup of tea & to me that`s important. The only problem I have is the necessity to race a Porsche (or else I`ll have to open another branch selling something else) and a finite budget. If that budget doesn`t make us competitive then we`ll have to consider our position. The necesity to race a Porsche shouldn`t in theory pose a problem becase there are a large number of cars out there to the point where they are pretty much an industry standard and any organiser would want to attract them in order to swell numbers.
James said something very pertinent a few years ago at a driver`s briefing in Zolder. "Belcar is Britcar with bling and that`s not the way we want to go - we want to keep costs down." I wonder if we aren`t sailing a little close to the wind. A good friend who is coming out to play with us at Brands commented to me on the phone the other day "bloody hell, I`ve just seen the grid and it looks like I`m back in FIA GT !". My interest in regulating the classes is purely on the basis of keeping costs down.
A frustrating Snetterton for us with a conrod failure (after 6 or 7 hours on a full engine rebuild !).
Henry
The car wasn`t weighed - wouldn`t a heavier car have more momentum ?
As I was coasting down hill on the back straight (with the wind blowing as well!) I thought the easiest way to cancel out these errors was to do an identical run in the opposite direction and average out the two readings. We didn`t
In Class 2 James penalised the Top Cats Marcos for being 20bhp over the limit. On the one hand I commend him for acting, on the other I would question why it`s taken 3 years (the team told me the engine is the same one they`ve used for the past 3 seasons including 2 24 hour races). I would also comment that the car`s 1.10.5 second qualifying lap put it 3 tenths quicker than Mike Jordan in a class 1 Porsche 911 RSR. It certainly stood out as a mighty quick lap and if the car`s times were obtained by extra power / less weight then it was a lot more than 20bhp or 74kg.
Of course a good driver makes all the difference and I will concede on behalf of both Pete and myself to being inferior. Who knows? The one thing I did think was that a rolling road sat to one side of the scrutineering bay would have been an absolute godsend. A weigh-bridge next door and hey presto you`ve got power to weight at the wheels exactly as the cars came off the track. You even have nice sticky tyres . Yes people can switch ECUs and do all sorts of funny stuff but for the moment let`s give them the benefit of the doubt. We`ve all spent £400 on these DL1 jobbies, would £100 - 150 a season each to cover a rolling road at 3 or 4 meetings be out of the question (especially when it seems we`re paying £400 for 50 minutes "testing" at Brands
)I`m with Richard in that I`m not bothered about 10 or 20bhp or the odd 50kg. The problem is that straight line performance of some cars indicated there may possibly be performance advantages outside those parameters. We won`t be able to get our car under the 3.7kg / bhp figure, engine upgrades are just too expensive. For us the obvious solution is a standard 997 GT3 which is absolutely on the money for class 2 (might actually need a couple of KG of ballast). The problem is though that it has been deemed a class 1 car (all be it not a competitive one) based on it`s performance potential, (again the Marcos beat all the standard 997 GT3`s by around a second or more).
I sat out of Britcar for a season to vote with my feet. I`m back because fundamentally I like the series and I actually like James` "big picture" of having affordable endurance race meets with a bit of profile where the competitor still has a voice that`s heard. The organisation team behind Britcar are a good bunch of people as well. It all adds to the mix which creates a friendly family of teams. You can pop into a good many teams along the pit lane and pinch a biscuit or a cup of tea & to me that`s important. The only problem I have is the necessity to race a Porsche (or else I`ll have to open another branch selling something else) and a finite budget. If that budget doesn`t make us competitive then we`ll have to consider our position. The necesity to race a Porsche shouldn`t in theory pose a problem becase there are a large number of cars out there to the point where they are pretty much an industry standard and any organiser would want to attract them in order to swell numbers.
James said something very pertinent a few years ago at a driver`s briefing in Zolder. "Belcar is Britcar with bling and that`s not the way we want to go - we want to keep costs down." I wonder if we aren`t sailing a little close to the wind. A good friend who is coming out to play with us at Brands commented to me on the phone the other day "bloody hell, I`ve just seen the grid and it looks like I`m back in FIA GT !". My interest in regulating the classes is purely on the basis of keeping costs down.
A frustrating Snetterton for us with a conrod failure (after 6 or 7 hours on a full engine rebuild !).
Henry
You will find this problem in almost any race series you become involved in, and again within the classes, as there is always someone who will take the rules and regs to the limit or indeed passed it, in the hope that they can get away with it. Someone mentioned earlier in this tread or it might have been another, that one of the Britcar class 2 cars was found to be pushing their luck so to speak, don't know who it was and frankly don't care. In class 2 Britcar where we race, there are cars that can show the class 1 cars a clean pair of heels, some may argue that they should be re-classified and run in class 1 but for my part, it's not really an issue, I'd rather see them running wherever then not running at all if they were forced into upgrading and not feel that they have a chance to do well. In my book there is a lot more to endurance racing then outright performance, sure, it's a factor but with it there is a potential downside in terms of reliability, overall costs etc etc. If someone is 2/3 seconds a lap quicker then us for 10 or 20 laps of a 60 lap race it doesn't count for much if they retire due to a reliability failure, we will still be out there plodding away and no doubt giving them a friendly wave as the tow truck scoops them up.
Britcar is undoubtedly one of the very best series to be involved in, if like us, you are out there to enjoy the experience, meet with like minded people, and have a fun filled petrolhead weekend, if you are only there to impress everyone with pure speed and performance then the Bonneville flats might be a better option
It all comes down to what you want from your racing, I've been in a number of different series and at both ends of the spectrum from the very pinnacle of national motorsport to the crazy racing in the VW fun cup, all were enjoyable but to varying degrees, but one thing is for sure, the further you climb in terms of prestige and costs, the more involved the problems become, it's kind of like working for yourself or working for a large corporation/company, with the former, you make the rules and live by the choices made, with the latter you live by the rules made and endeavour to allow yourself the odd choice
Britcar is undoubtedly one of the very best series to be involved in, if like us, you are out there to enjoy the experience, meet with like minded people, and have a fun filled petrolhead weekend, if you are only there to impress everyone with pure speed and performance then the Bonneville flats might be a better option
It all comes down to what you want from your racing, I've been in a number of different series and at both ends of the spectrum from the very pinnacle of national motorsport to the crazy racing in the VW fun cup, all were enjoyable but to varying degrees, but one thing is for sure, the further you climb in terms of prestige and costs, the more involved the problems become, it's kind of like working for yourself or working for a large corporation/company, with the former, you make the rules and live by the choices made, with the latter you live by the rules made and endeavour to allow yourself the odd choice
Good post Henry, I was still typing mine out when you submitted yours, now I know who was in the frame for a JT telling off but as I said, so be it.
Sorry to hear about your engine, just goes to prove that even the best of cars have problems, still lets hope that you have seen the last of reliability issues and we can have some fun with our class 2 fellow competitors, wet conditions do level the field a bit, snow is even better as far as Jan is concerned, and usually, 4 hour races suit us both.
So who is your secret ex FIA driver? I'll tell you ours if you tell me yours
Sorry to hear about your engine, just goes to prove that even the best of cars have problems, still lets hope that you have seen the last of reliability issues and we can have some fun with our class 2 fellow competitors, wet conditions do level the field a bit, snow is even better as far as Jan is concerned, and usually, 4 hour races suit us both.
So who is your secret ex FIA driver? I'll tell you ours if you tell me yours
Racing Rod said:
Britcar is undoubtedly one of the very best series to be involved in, if like us, you are out there to enjoy the experience, meet with like minded people, and have a fun filled petrolhead weekend, if you are only there to impress everyone with pure speed and performance then the Bonneville flats might be a better option
.. We're 3 races in now (in PS1) and It's brilliant how helpful and friendly the paddock is! The clio had to have some serious attention on Saturday and several teams helped us out with kit and advice. The whole weekend was thoroughly enjoyable 
, we must come down and say hello to our fellow PH'rs 
Juat so it's not too much of a thread hijack...
we think we've been mis-classed; the Clio is a 1997cc engine and weighs 1060 dry. According to the formula in the regs, am I right in thinking we should be allowed up to 221bhp ?
At 194bhp we should be well into class 3 ??? ta.
The Marcos (No 26) out at Snet was indeed the identical car that has ran the past couple of seasons and is the same engine. If you want to know the specs then have a look at the GM site and you'll see all the standard figures listed there, the engine is standard out of the box. We had 3 tests so far this season and all except one were passed without issue. We took the weight penalty and lost the qualifying time and started from the pitlane. All the powers that be oversaw the penalty and the car was weighed a further 3 times so no questions over the weight or that the penalty was iffy in some way.
For those at Snet have a look at the times the car was doing Fri-Sun. During all the running the car with one driver was able to get into the 11's and with the other driver in the 12's. Nick, who qualified the car, got a great tow down the Revett straight and got a great drive out of the Bomb Hole round to Russell to get the great lap time. At no other time all weekend did we get close to that sort of pace. If we'd have the alleged extra BHP advantage that is being implied don;t you think we'd have used it all weekend?!?! During the race we started in the high 12's and dropped in to the mid 13's the same pace ran last year and the year before. The old beetle from Vigin-VW used to be able to match that pace, something gone amiss with the car? or maybe the driver(s)???
Rod - the people James was referring to wasn't TopCats, as the teams James had spoken about were 'caught' during the morning coast down test. TopCats were only spoken to after the drivers briefing.
The formula is pretty simple for the power to weight:
Take your dry weight (with oil, water but as close to zero fuel as possible) then add 90KG (this is the nominal weight of a driver) note down the total of these two then..... Take your BHP figure minus 15% (friction loss, to indicate power at the wheels) then multiply this by your Coast Down figure. This 2nd total should match your first total. If not add ballast until it does!
Cheers
Darren
TopCats Marcos - looking fwd to Brands and being out in front of 50,000 people.
For those at Snet have a look at the times the car was doing Fri-Sun. During all the running the car with one driver was able to get into the 11's and with the other driver in the 12's. Nick, who qualified the car, got a great tow down the Revett straight and got a great drive out of the Bomb Hole round to Russell to get the great lap time. At no other time all weekend did we get close to that sort of pace. If we'd have the alleged extra BHP advantage that is being implied don;t you think we'd have used it all weekend?!?! During the race we started in the high 12's and dropped in to the mid 13's the same pace ran last year and the year before. The old beetle from Vigin-VW used to be able to match that pace, something gone amiss with the car? or maybe the driver(s)???
Rod - the people James was referring to wasn't TopCats, as the teams James had spoken about were 'caught' during the morning coast down test. TopCats were only spoken to after the drivers briefing.
The formula is pretty simple for the power to weight:
Take your dry weight (with oil, water but as close to zero fuel as possible) then add 90KG (this is the nominal weight of a driver) note down the total of these two then..... Take your BHP figure minus 15% (friction loss, to indicate power at the wheels) then multiply this by your Coast Down figure. This 2nd total should match your first total. If not add ballast until it does!
Cheers
Darren
TopCats Marcos - looking fwd to Brands and being out in front of 50,000 people.
mitch_ said:
I have heard that the Sagaris is running an LS7? If so, does anybody know on what grounds it is eligible?
That's what the guys were saying it had under the hood. No idea on the eligible ground thou......... Michael and the other drivers were pushing it very hard though, fuel and tyres at each stop, though nice to see Richard was catching it after a few laps, sham the 935 broke thou; Richard hope to see you out at Brands, race two was good for you last year d_drinks said:
Rod - the people James was referring to wasn't TopCats, as the teams James had spoken about were 'caught' during the morning coast down test. TopCats were only spoken to after the drivers briefing.
Cheers
Darren
TopCats Marcos - looking fwd to Brands and being out in front of 50,000 people.
That's the reason we have asked Jay Shepard to join us for the rest of the season, he's young, quick, and has nothing to prove to anyone so maybe he will inject a bit of pace and rev us up a little, mind you , Jan and I will still potter around minding our own business, and just leave Jay to do the hard work, well , we are semi retired after all
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