Chaos

Thoughts from you fellas in the know...

Thanks, Astroman got me considering this.

John H

Wish I knew what to tell you.

93 FireHawk 968

What's the question? They're 2 different classes?

Astroman

He has a former E class car that has a 968 motor and S2 body work. PCA told him last year it has to be fully one or the other for Stock class (which makes sense).

Seems to me SP3 is the best place for his "partially converted" car racing at 2900 lbs with driver.

Lou L

Your car could be certainly legal in GT5, as the class is based on engine displacement, Not positive but I'm not sure it would be a legal SP3, the Cup classes seem to be a Car classed Spec type series without mixing drivetrains. I'd ask John Torgerson to be sure, but you'd be fine in GT5 as long as you make weight.

Astroman

The rule book:
Updating and backdating by model type in part or entirety is allowed; partial model conversions must run at the higher weight of the original or converted model.

Chris M.

Yep. Competing in GT5 will be next to impossible with some of the monster 911s there.

Chaos

More like #3,200 w/drover

pmcrespo

email or PM and I can tell you my experience in GT5S during the 2012 Season racing in my heavily aeroed 220 (+/- 10) rwhp 968. In summary, I had a fairly succesful season with several track records set and only two losses. BUT, i had to drive the wheels off the car, 10/10ths (at least to the extent of my skills and ability) ALL the time. And even at tight technical tracks, it is almost impossible to beat a well driven "monster 911" (as Chris puts it).

At the end of the day, the 968 motors are severley punished by the GT index based formula. Knowing that it is almost impossible to get more than around 235-240 (Dynojet) rwhp out of these motors, and running at 3,100 pounds minimum per the rules, we end up racing at over 13 power to weight. Compare that to over 300 rwhp average on the flat-6 older air-cooled 911 based smaller displacement motors running 2,400 - 2,600 pounds. At power to weight around 8, they become a challenging proposition on track. And even if one is to match their lap times on average in a tighter track, once they get in front at the green flag (and they will), all it takes is a minimal defensive line for them to stay in front as regardless of what we do (on average) in the twisties, they will most times easily power right by on the straights.

Lou L

Hey Pablo!!!! Totally agree, I've run both SP3 and GT5S, real tough to hang with the 911's in GT classes, only so much we can do to our engines. I run GT5 just to be with all my friends and to avoid the split starts when they are present in Cup races. SP3 is where our cars are really competitve but it is kind of fun if I can turn a quicker lap or be competitive with a stock 968 engine with 90,000 miles in the GT class. Tracks like Daytona,Sebring, Cota, VIR with long straights are really tough, much more competitive on short twisty tracks!!!! Looking forward to seeing you at Cota!!!!

ned911

GT classes have weight rules now? Thought it was strictly engine displacement. Been a number of years since I've race PCA as a 911 built for vintage racing is a bit out of place.

67King

What transmission is in it?

Astroman

That's my point. Remove 300lbs and race in SP3.

KaiB

GT rules set a theoretical hp/engine type into weight which establishes a baseline number for each class.

My little car, for instance: 3.6L air cooled = 110hp/liter, thus 396hp divided into minium 2677# to equal whatever that number is (at the lower end of the scale) for GT4.

I have to add ballast to get there and will run GT3 as light as I can get the car because it's more fun - but have the option to run GT4 if enough guys show up.

Astroman

Not sure. I think S2. Gregg?

But, if I'm reading the rules correctly, it shouldn't matter because "partial model conversions" are allowed.