|
||||||||||
|
||||||||||
19 May 2021, 15:26 (Ref:4052268) | #1 | |||
Veteran
Join Date: Jan 2007
Posts: 7,336
|
Does the ACO need a new philosophy for LMP2 and GTE?
Based on some comments from the Spa 6hr weekend, it seems like the new LMH cars make their laptimes rather differently from the LMP2s and GTEs.
Here's what Kevin Estre had to say: Quote:
If I understand things correctly, classes "making" their laptimes in different ways (i.e. some being faster on the straights, while others are faster in the corners, but slower on the straights ) can be a major cause of accidents. A beneficial class structure would see all cars similarily fast through the corners, so as to avoid scenarios such as the one outlined by Estre above, but with a clear separation in straightline speed. That way, passing between the classes should mostly happen on the straights, which is inherently safer than in the corners - especially if much of the passing there happens in the form of "dive-bomb" moves. With the new LMH cars being bound to a fixed downforce to drag ratio and therefore relatively low on downforce, it seems to me that the other classes in the field should follow a similar philosophy, i.e. by being slower in the corners than what we have right now. The easiest way to achieve this would be to limit downforce for LMP2 and GT-cars in the next ruleset, either by fixed downforce to drag ratios or by limiting the size of wings and splitters, etc. While this should be relatively easily to achieve with regards to next-gen LMP2, this poses a real problem for the rumored introduction of GT3 as a replacement for GTE, since GT3-cars are by and at large also relatively high-downforce machines. Would it be then wise for the ACO/FIA to either create a bespoke low-downforce GT-class of their own or to introduce SRO GT2 rather than GT3-cars? Or is GT3 bringing so much to the table in terms of involved manufacturers that the ACO should overlook the problems of interclass racing that will probably come up when LMHs and GT3s share the track? What do you think - should the ACO impose the low-downforce approach that exists in LMH also to LMP2 and its future GT-class? Or should they simply let things play out with no regards to the dynamics of interclass racing and rather focus on making these classes most attractive to potential entrants, even if that means following the current high-downforce route? |
|||
__________________
Ceterum censeo GTE-Am esse delendam. |
|
|
Similar Threads | ||||
Thread | Thread Starter | Forum | Replies | Last Post |
2019-20 ACO/2020 IMSA GTE/GTLM regs changes? | chernaudi | ACO Regulated Series | 7 | 12 Jul 2019 16:42 |
Appreciation of DPi/LMP2 vs. GTE vs. GT3 class victories | August | Sportscar & GT Racing | 9 | 23 Mar 2017 00:19 |
Project Libra Radical LMP2 (formerly Ian Dawsons Nissan V8 LMP2) | knighty | Sportscar & GT Racing | 192 | 26 Jul 2012 09:09 |
New Luchini LMP2, including new Cv0 LMP2 (merged threads) | veeten | Sportscar & GT Racing | 66 | 3 Sep 2004 05:27 |