Quote:
Originally Posted by Sleepless
To be clear, I'm talking about lap times on a track.
Yes, I agree about the right foot control, but when one adds a considerable amount of power to a particular chassis, you potentially run into the issue of no being able to put the power down in a way that actually gets the car out of the turn any faster than with the lower power variant. Usually what I see happen is that one cannot fit a wide enough tire in the back to take full advantage of the power.
I should have been more clear. My question is whether or not you can fully take advantage of the added power. My gut says that one needs wider than 255 rear tires and that's what I'm trying to understand.
While I understand that skinny tires (225s) are best for fastest lap with an NA car, but it is not intuitively obvious how that would be true even for a "regular" 300HP JRSC car. Surely, with 300HP, you'd see faster times on wider tires and even wider, at least in the rear, for the high power version.
So, yeah, color me confused.
PS - My "standard" JRSC is being installed in a month so will get a chance to see how I am able to put the power down out of corners shortly... Thx @ CSG Mike for all the JRSC info in the past; pushed me in that direction |
The reason the 225 is still fastest in most instances, is because even with the JRSC, I'm most often power limited, rather than tire grip limited. For example, going into a series of corners, I have to slow down for the first corner; this is the grip limited corner. If I can stay WOT through the remaining corners, both before and after the power change, then these corners are still power limited, even with the increased power.
At Buttonwillow, which is the track we use as our benchmark, only approximately half of the corners are grip limited, and changing to a HB pulley only changes one power limited corner to a grip limited corner, so the skinnier tire still remains faster. Adding additional rotational mass to change that one grip limited corner to a power limited corner, at the cost of slowing the car down at every other power limited corner, still yields a slower net lap time.