More 100-300kph stuff
05-13-2008, 03:47 AM
#61
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12-13-2008, 09:45 AM
#62
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I am still a inquisitive as to what role the airstrip at Bruntingthorpe plays in slowing down acceleration relative to other venues. It has the slope of 5m for the first mile and the surface is particularly nasty. I have put a couple of pics below so those who have not been can get a taster - It is a rough finish tarmac/asphalt (
) which is littered with bitumen repair strips which stand proud of the surface (second pic attempts to show this)
Driving over it makes a racket and it contibutes to the lateral stability (or lack thereof) at high speed
I haven't got much data in current configuration but I have a 60-139mph done on a regular strip of tarmac, slight downhill but negligable, it took 8.74s.
I have looked at 5 runs at Bruntingthorpe when the fuel load (and passenger) load would be comparable and the 60-139mph takes ~9.8s
So how much faster would my 0-300kph be on some kinder flatter tarmac ?
) which is littered with bitumen repair strips which stand proud of the surface (second pic attempts to show this)Driving over it makes a racket and it contibutes to the lateral stability (or lack thereof) at high speed
I haven't got much data in current configuration but I have a 60-139mph done on a regular strip of tarmac, slight downhill but negligable, it took 8.74s.
I have looked at 5 runs at Bruntingthorpe when the fuel load (and passenger) load would be comparable and the 60-139mph takes ~9.8s
So how much faster would my 0-300kph be on some kinder flatter tarmac ?
) dragging down Bruntingthorpe runway and was taking great interest in the comments being made about the surface and the uphill and the effect it has on acceleration.They also talk about a strong wind but it would have to be a North easterly to effect the times and that is a very rare direction so it would have been a cross wind which doesn't really hit the cars until you get 70% along the track @ around 170mph.
The GT2 did 0-100mph in 7.95s factory quote is 7.4s - that is quite a lot of drag, I would like to test at higher speeds if any of our regulars fancy setting a mini session over the festive break
Video below:
http://uk.youtube.com/watch?v=sb4xJR...eature=related
12-15-2008, 11:50 AM
#66
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TB I agree with your analysis, interesting when one breaks it down to sectors, aerodynamics did seem to play a big role. Looks like their own CTR yellowbird philosophy pays well, this was a direct attempt by these two gentlemen at targeting the RUF record using like for like engineering, and they succeeded.
I heard from different sources that this engine had 962 IMSA heads. On this picture it looks like an engine with twin plugs and with the intercooler that looks like a OEM BEHR as you mentioned, with custom end tanks, and that these two gentlemen used for their 80' and early 90s monster creations.
And this one is for Jussi. Check this beauty, who needs lightweight Mov its?
I heard from different sources that this engine had 962 IMSA heads. On this picture it looks like an engine with twin plugs and with the intercooler that looks like a OEM BEHR as you mentioned, with custom end tanks, and that these two gentlemen used for their 80' and early 90s monster creations.
And this one is for Jussi. Check this beauty, who needs lightweight Mov its?
Jean, is that the same as the engine in this thread? Now owned by another rennlister and going in a narrow body 964
https://rennlist.com/forums/showthre...ferrerid=40678
12-17-2008, 03:37 PM
#67
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Guys, I'd love to join you at Bruntingthorpe if you'll have me. Two small issues of a baby due on Christmas eve and my car being off the road right now to consider but other than that .... !
12-23-2008, 04:45 PM
#68
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I had same "problems"
but now they have been solved..Firstly:
I finalized my datalogging systems last night - see pictures
another ones, quite a mess btw:
Left side Right side Finalized
Now my car is ready again and waiting suitable airport weather.
Secondly:
We got also a baby this morning !
