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8 Oct 2016, 13:16 (Ref:3678398) | #76 | |
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Come to think of it, Rebellion Racing might create bodywork based on the R-One should they used the Oreca 05 and compete in Weathertech Sportscar Series. Then again, both prototypes are already similar in appearance unless I'm wrong with that!
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8 Oct 2016, 13:33 (Ref:3678402) | #77 | ||
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The R-One has a 1800mm rear wing instead of 1600mm, has different front fender pontoon extensions, and different headlight and diveplane configurations. But the external resemblance is obvious.
I'm more concerned about chassis similarities and how the ACO would deal with homologating the R-One to LMP2 specs. In addition to allowances to the technical regs, could it be cheaper to buy a Oreca 07 than to convert the R-One. |
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8 Oct 2016, 16:47 (Ref:3678422) | #78 | |||
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L.P. |
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Probae esti in segetem sunt deteriorem datae fruges, tamen ipsae suaptae enitent |
10 Oct 2016, 20:53 (Ref:3679026) | #79 | ||
Racer
Join Date: Aug 2009
Posts: 393
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Without a decent (and affordable) engine, LMP1-L has no future. The chassis is not the problem
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11 Oct 2016, 04:06 (Ref:3679177) | #80 | |
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There's a few options out there. There's a Judd and there's the possibility of the Super GT engines or the Nissan LMP1 engine.
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11 Oct 2016, 05:10 (Ref:3679201) | #81 | |
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That's true, but the problem is that 2017-spec LMP2 cars (for ELMS/AsLMS/WEC only) are designed for the Gibson engine.
Unless ACO made an addendum of the LMP2 specifications that allows teams to convert one of the chassis tubs to LMP1, the problem lies with the engine placement which they need to figure it out on how to put various engine types to an LMP2 chassis tub. |
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11 Oct 2016, 05:17 (Ref:3679203) | #82 | ||
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11 Oct 2016, 05:26 (Ref:3679205) | #83 | |||
Racer
Join Date: Sep 2005
Posts: 317
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Quote:
Folks, we all knew this was coming. It was inevitable, and a direct result of the ACO's desire to support their race and connected French constructors at all costs. You have two OEMs (one of which is up to its eyeballs in one of the biggest regulation-cheating scandals in the history of the automobile) spending nine-figure sums on LMP1s, and a huge fleet of Michelin-shod, Gibson-powered, Cosworth-controlled Orecas and Ligiers driven by journeyman drivers for everyone else not willing to bankrupt themselves trying to race against the factories they have asbolutely no hope of defeating. In the GTE category, you get the eight-figure OEM programs and everyone else forced to buy their older cars. Get the giant money for the top class and force everyone else to support the OEMs at huge cost (LMGTE-Am) or the chosen ones who have the connections with the ACO (LMP2). At the same time, the ACO tries a quite transparent attempt to minimize the impact GT3 cars have on their GT categories. And of course, Oreca got the engine contract for LMP3, and as soon as Onroak was making chassis for LMP3s suddenly Ginetta (who built the first category cars) suddenly has big supply issues. Go figure, huh? IMSA should throw Rebellion a bone and figure out how to include the R-One into DPi (and also SMP to allow the BR01 to race on, preferably with a five-liter Nissan VK to have the power with the new cars) and once the class is established toss open the chassis rules so that HPD, Gibson, Crawford, Coyote or other players on this side of the Atlantic can jump in, and allow cars to use new engines but without the bodywork. Get in league with the PWC guys and Stephane Ratel and start getting connections built up with the SRO. Let the people the ACO is actively trying to screw over come to IMSA. That's the best one can do now, because LMP1-L is now officially dead and since LMP2 is now a class designed by nepotism, sooner or later they will have explaining to do.... |
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