Huracan Super Trofeo Vs 991.2 cup car
08-08-2017 | 08:30 PM
#31
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From: Louisville, KY
+1. Have a friend with one. It just goes, and it's plenty fast. Plus you can leave it outside at night or when it rains, because windows!
08-08-2017 | 09:35 PM
#33
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From: Somewhere in a galaxy far, far away....
we just got the update from PMNA, the best thing about GT4CS is that we do get constant updates. ABS, Transmission, etc etc
While I am obviously a McLaren fan and can definitely get anyone a 570GT4 through my dealers, some people will be the only mclaren at the track vs being one of 3 dozen Porsche race cars and a Porsche parts truck. I'm working on beefing up a McLaren Motorsports angle but it's uphill currently.
While I am obviously a McLaren fan and can definitely get anyone a 570GT4 through my dealers, some people will be the only mclaren at the track vs being one of 3 dozen Porsche race cars and a Porsche parts truck. I'm working on beefing up a McLaren Motorsports angle but it's uphill currently.
A friend of mine bought McLaren chassis 001 and 002 for IMSA GS this year as opposed to going with Porsche. He has had some issues with them while others have done well with them.
They are spectacular cars. I can only assume the issues are with detuning them for BoP.
It is really cool to have one, but there is something to be said for having a car that there are multiples at the same event.
08-08-2017 | 09:40 PM
#34
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From: Somewhere in a galaxy far, far away....
You can actaully drive the car from the Sebring padock to the cheateau elan and park it overnight with the full windows and keyless entry!
08-09-2017 | 12:30 PM
#36
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From: Somewhere in a galaxy far, far away....
I think if you stripped some weight, added basic power upgrades then you would have a close match.
Rick Deman's GT4 is fully stripped, lots of extra power and is very fast. Almost Cup car fast.
08-09-2017 | 05:16 PM
#39
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From: Exit Row seats
Originally Posted by Scrappy1972
For similar cost (up front and operating) you could also have this. Be forwarded: one taste of driving a high downforce car and you'll be ruined.....
BUT- good luck setting it up solo
08-09-2017 | 05:37 PM
#40
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There should be a reasonable amount of setup data available from Onroak. The cars are designed for 24 hour races so I think the adjustments should be stable over the course of a weekend. As with the GT3 Cup and Super Trofeo (or any race car for that matter), you'd want to check alignment in between events, at a minimum. I came pretty close to ordering one myself but chose a different path..... for now.
08-09-2017 | 05:46 PM
#41
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From: Exit Row seats
Originally Posted by Scrappy1972
There should be a reasonable amount of setup data available from Onroak. The cars are designed for 24 hour races so I think the adjustments should be stable over the course of a weekend. As with the GT3 Cup and Super Trofeo (or any race car for that matter), you'd want to check alignment in between events, at a minimum. I came pretty close to ordering one myself but chose a different path..... for now.
08-09-2017 | 07:14 PM
#42
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I do, or rather my team does - but that's because I'm racing and making micro adjustments in between sessions (and during in the case of shock settings).
I thought we were talking about a track day car and comparing the LMP3 to the 991 Cup car and Super Trofeo? All these will require similar level of preparation and expertise to maintain. Re-alignments will not be needed for any of these cars during regular track days if they are properly prepared in advance, and barring any on track incidents.
The equipment and expertise required to perform an alignment should not be so different. They're all race cars with presumably the same adjustment parameters (camber, caster, toe).
I thought we were talking about a track day car and comparing the LMP3 to the 991 Cup car and Super Trofeo? All these will require similar level of preparation and expertise to maintain. Re-alignments will not be needed for any of these cars during regular track days if they are properly prepared in advance, and barring any on track incidents.
The equipment and expertise required to perform an alignment should not be so different. They're all race cars with presumably the same adjustment parameters (camber, caster, toe).
Last edited by Scrappy1972; 08-09-2017 at 11:20 PM.
08-10-2017 | 02:28 AM
#45
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From: Driver's Seat
I'll go against the grain and say that the Cayman GT4 is a lousy learning platform.
MR or not, the GT4CS is a stripped streeter with upgraded suspension and adjustable ABS. Intuitive to drive, easy to race, extremely forgiving. All that helps hide bad habits and tolerate (even promote) mistakes.
Case in point: the chassis is near-immune to bad weight transfer. Brake are so powerful that one can donkey the pedal 8 ways to Sunday and still make most corners. TC is so smart that it'll save you from throttle/brake applications that would've put most racecars into the wall.
Pros would tell you that 95% of the Cayman is accessible within your first 5 hours. That last 5% is difficult and has more to do with trusting the momentum the chassis can carry, and capitalizing on those massive brakes to one's advantage.
Within the class I will go to battle in a Cayman any day (explains its popularity in Blancpain GT4 and other series). But as a learning platform I won't bother unless I have no further expectations beyond gentleman racing.
As to your other options:
The Supertrofeo is essentially an unrestricted GT3 car and runs faster with less aero. As others said, it's mighty fun to drive but I'm really not sure from a risk/learning perspective. Reliability also appears to be an issue with overheating (fire) and brake problems leading to bad outcomes. I've witnessed two fires and a case of brake failure leading to broken bones and total loss.
Of the choices you mentioned I will bite the bullet and go with a Cup Car and a coach if budget allows. It'll be humbling initially, but long term it'll serve you well.
MR or not, the GT4CS is a stripped streeter with upgraded suspension and adjustable ABS. Intuitive to drive, easy to race, extremely forgiving. All that helps hide bad habits and tolerate (even promote) mistakes.
Case in point: the chassis is near-immune to bad weight transfer. Brake are so powerful that one can donkey the pedal 8 ways to Sunday and still make most corners. TC is so smart that it'll save you from throttle/brake applications that would've put most racecars into the wall.
Pros would tell you that 95% of the Cayman is accessible within your first 5 hours. That last 5% is difficult and has more to do with trusting the momentum the chassis can carry, and capitalizing on those massive brakes to one's advantage.
Within the class I will go to battle in a Cayman any day (explains its popularity in Blancpain GT4 and other series). But as a learning platform I won't bother unless I have no further expectations beyond gentleman racing.
As to your other options:
The Supertrofeo is essentially an unrestricted GT3 car and runs faster with less aero. As others said, it's mighty fun to drive but I'm really not sure from a risk/learning perspective. Reliability also appears to be an issue with overheating (fire) and brake problems leading to bad outcomes. I've witnessed two fires and a case of brake failure leading to broken bones and total loss.
Of the choices you mentioned I will bite the bullet and go with a Cup Car and a coach if budget allows. It'll be humbling initially, but long term it'll serve you well.