12-09-2014, 11:35 AM | #897 | |
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Going to a transaxle with the C5 did not improve weight distribution. It stayed around 51F/49R, similar to the C4. The transaxle forced the rear wheels aft a bit, which hurts F/R distribution as much as or more than moving the mass of the transmission aft helps. It also forced a longer wheelbase, which hurts polar moment. Word is that they went to a transaxle for structural reasons, apparently related to the fact that they were forced by marketing to keep the fully removable roof available. |
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12-09-2014, 01:04 PM | #898 |
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Wow did you even read the original comment? Someone said the convertible automatic base C6 was a monster, not the z06, not the zr1. Read please before commenting.
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12-09-2014, 01:05 PM | #899 | |
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2013 SWP BRZ sportech. 11.11sec@129.01mph, 511whp on e70. FullBlown base kit, FullBlown built 9.5:1 engine, GTX3076R GEN2 turbo, 1700cc Bosch injectors, FullBlown flex fuel kit, FullBlown radiator and oil cooler, FullBlown custom 3" dual exit exhaust, act xtreme clutch, whiteline diff and subframe inserts, BC Racing coilovers, hotchkiss 18mm rear sway, is300 3.73 differential ... Never finished
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12-09-2014, 01:14 PM | #900 |
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Thanks for clearing that up. I missed the convertible part.
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12-10-2014, 01:23 PM | #901 |
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12-10-2014, 01:50 PM | #902 | |
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Semi-related, for those that don't know the history of the small block in this Vette and its history, a good blog entry on that is here, related to the value (or lack thereof) associated with the school you went to.
The most pertinent portion... Quote:
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12-10-2014, 01:57 PM | #903 | |
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Quote:
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12-10-2014, 02:15 PM | #904 |
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[ame="https://www.youtube.com/watch?v=DLa3l_UX77c"]https://www.youtube.com/watch?v=DLa3l_UX77c[/ame]
Lets see what's up next! |
12-10-2014, 02:16 PM | #905 |
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12-10-2014, 02:19 PM | #906 |
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-15k right? Nice chunk off. I think that makes the Z06 with all the extra(forget what it's called) around the same price. Let's see what happens when they try it on LS and see if they can beat the TA's time.
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12-10-2014, 02:49 PM | #907 | |
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I vaguely recall interviews about it back when it was JGTC and allowed both FMR and MR. IIRC being MR had a weight penalty associated with it, so all the top cars were FMR, but i'm not sure how much the weight penalty it was. Was it so they were heavier than the FMR cars because they didn't like honda? or just to make the weights equal? If you look at the current "affordable" super-car beaters, the dodge viper, corvette z06, and the gtr, all are front midship. The z06 and gtr are both front midship with a transaxle, with the gtr being 4wd. All the current Million+ super cars however are all mid engine 4wd hybrids, and clearly at the extreme end like F1, the weight benefit of MR is unbeatable. I wish real professional engineers shared their mathematical models and would answer these types of questions. |
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12-10-2014, 02:54 PM | #908 |
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Gods do I hate Jonny Lieberman. That guy writes like me at 16 at acts like Lincoln at Disneyland.
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12-10-2014, 03:13 PM | #909 | |
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I'm pretty sure FMR is not inherently heavier than MR, at least with the torque tube setups you find on the higher performance cars. The torque tube only barely adds any mass. Having the engine at the front makes cooling a bit simpler. The reason why FMR is popular is because the low polar moment of a MR car can bite you in the ass in the form of snap oversteer. A rear engined car like the 911 will also rotate easily because the light front end can change direction much faster than the rear. MR2s and 911s alike are known for losing control easily when pushed past the limit. |
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The Following User Says Thank You to serialk11r For This Useful Post: | strat61caster (12-10-2014) |
12-10-2014, 03:26 PM | #910 | |
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why would an MR car have a lower polar moment? a 50/50 transaxle has much lower polar moment compared to the CG. But that's some imaginary CG, not how the car actually turns in most instances. If a car is over-rotating, like at corner entry, it is actually probably rotating more over its front wheels. So an MR car will have MUCH higher polar moment, and that is exactly why they have a tendancy of snap oversteer in corner entry. i recall hearing an interview with a JGTC engineer saying that actually slight front bias is better for a race car, mostly because on track, when you let go of the brakes, you get on the gas almost immediately. He said basically you want close to 50/50 balance for the driver when you are mid corner, and to do this you actually need slight front weight bias since the driver is on the gas mid corner. It kind of makes intuitive sense to me too, because to be fast you want to be at the traction circle on all your tires. in a RWD car, if you have extra traction on your front at corner exit, it does nothing for you. FMR definitely has more weight by packaging. |
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