disasterman

Finally got the car back after numerous delays and did some testing. Modifications done to eliminate heat damage to under body panels was a success. Further confirmed that we are dissipating heat from under the hood as well.

New configuration is full carbon front fascia with carbon dive planes. Carbon fenders on all four corners as well as the carbon hood. Full removable carbon flat bottom with adjustable diffuser.

951and944S

Well, that's good news given that it's officially Summer.

Not sure how hot it is up north yet but for a month at least now down south it's been 92-95F with a "feels like" of 100+.

Do you have louvers in your frontal under tray to suck some heat out the bottom with high speed air flow or do you attribute the lower under hood temps to the hood scoop....?

You ever run this car at Topeka....?

Think I have seen it on track before.

T

disasterman

We do not have a problem running temperatures around 195 or so even when our ambient temp is in the 90's. The key is tight ducting to the radiator on all sides. Evacuation is at the rear (hood seal is removed). Center raised cowl area is for air intake.

No to Topeka but have been to Mid Ohio, Road Atlanta, Road America, Gingerman, Gtrattan, Mosport, Waterford Hills, Pitt, Nelson Ledges, Putnam Park.

Noahs944

Have you adjusted the diffuser and if so how & why?

333pg333

Looking really sharp Jim. How are you measuring heat dissipation...just lower temps or..??

disasterman

Diffuser - adjustment is modified based on entry, mid turn and exit speed (high speed turns) which is similar to how we work the wing. We have 4 settings and have found that the lowest setting is the most effective. The main area of the flat bottom is raked (lower in the front higher on back).

Under hood temperature - we rely only on the water temperature to understand how effective our cooling is.

Under body heat - the goal is not to melt, burn or heat damage the various bits (including the driver). We have a couple NACA ducts introducing air between the bottom of the car and the carbon panel. We are using header wrap and reflective material where the exhaust runs. There is no significant difference with the panels installed.

951and944S

What range of degrees is designed in for adjustment....., from lowest to maximum angle...?

T

Dubai944

What does your car weigh now?

disasterman

Weight is around 2400 dry. The car is set up to race @ two different HP/WT classes so we do that with a little weight and restrictors.

I do not recall the angles, will get that for you. Have to talk to the aero engineer.

Max Energy

Jim,
The car always looks great. Thank you for your extreme diffuser testing.
I am targeting 2000-2100 lbs. dry with the 968 motor.
Are cars are pretty similar, CF Hood, CF Fenders(front and rear). Big Brakes, Big wheels(11"x18)
I will have CF doors, CF roof skin
What do you estimate the weight difference is of your LS motor versus a 968 motor?
Do you believe my target weight is achievable????
Both are dry sump motors.
Max

Cyril

Awesome car Jim!
As you are not far from Mosport, do you plan to do the Can Am next week? (I will race in GTC5 with the Cup)
I would really like to meet you and see your car by myself. I still need to do the flat bottom and diffuser on the Turbo...

disasterman

It has been a few years since I have been up to Mosport, love the track, crazy elevation changes. I won't be driving in Canada this year though.

Engine weight

968 is 379 pounds

LS6 is 450 dressed

I would say a 60 pound actual difference built

I calculated a 50 pound difference from the 951 motor to LS6.

Max Energy

Jim,
Do you think 2000-2100 is an achievable weight for my new car?
What has been your lightest?
Max

Noahs944

Disasterman,
Off topic but do you have any interior pics you will share?

disasterman

A few interior shots