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14 Oct 2020, 08:07 (Ref:4010532) | #101 | |
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Why was it OK to make such a radical change of series DNA as banning a fleet of turbocharged Sierras, Skylines, Starions, Supras and others that competitors, sponsors and manufacturers had spent good money on?
Did the same arguments that apply now, of protecting sunk costs into a fleet of pushrod V8 racing engines, not apply then to a fleet of Cosworth engines, RB26 engines and similar!? |
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14 Oct 2020, 08:32 (Ref:4010541) | #102 | ||
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Quote:
I'd say that V8 Supercars was a totally new series in the 90's from the old group A series. Yes we have now merged history, similar to indycar/ cart have in the US. Supercars won the battle of supremacy, they managed to build a very professional series that has been successful for almost 25 years. The biggest issue Supercars face now is it proving ground for manufactures or racing entertainment. Similar to DTM, F1, NASCAR etc all facing same issues. My gut feeling is that racing entertainment is where they should focus on and worry less about road car relevance. Entertain the public, allow the new breeds of V8 in, for instance Toyota have a V8 in nascar. Run a spec chassis, with a composite body of a 2 or 4 door car. Simple and easy. Does it matter that the camry doesnt come out with a V8.. nope. Same as a Hyundai I40 running a world "repco" v8. Manufactuers will come as sponsors if people are watching... |
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14 Oct 2020, 09:56 (Ref:4010576) | #103 | |||
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I'd hope that lessons from the past have been learned and IF the current series DNA is changed to being other than just V8 engines, then it would be good if it's done in a way that minimises the costs to all involved of making those changes. |
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14 Oct 2020, 10:16 (Ref:4010580) | #104 | ||
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No evidence except the whole history of motorsport.
Quote:
Getting the fundamental point of car racing, then having you opinions closely reflect that. |
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14 Oct 2020, 10:17 (Ref:4010582) | #105 | |||
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The question that tells the story is why was that the case AT THE TIME? Once that question is answered, then you get an insight into how motor racing is to occur over a period of time. Quote:
The original Group 3A class was fine. But then that had to evolve. It hasn't, and doesn't because it represents the "establishment". Also, what is never acknowledged is that super touring was an evolution of Group A. |
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14 Oct 2020, 10:20 (Ref:4010585) | #106 | |
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Amazing that people still believe that Supras, Starions , Sierras, GTRS etc were outlawed & scrapheaped in 1993 and all these competitive manufacturers were turned away for the benefit of Falcon & Commodore v8s (and the DTM BMW).
GpA was dead by 1993. Killed by Formula Sierra and then the dominance of the Nissans. Supras & Starions & Alfa 75s were never competitive despite the welcome variety provided. The world was going to 2 litre Supertourers and Australias car market was dominated by Falcons & Commodores. V8 supercars served Australia well for 25 years . |
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14 Oct 2020, 22:41 (Ref:4010732) | #107 | |||
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Quote:
Plenty of entrants raced the same exact car they did before... Group 3A were just Group A with a lower rev limit, wings stuck on and (mostly) Chevrolet engines instead of Holden (apart from Mr. Perkins)! There was every possibility to allow RWD Skylines & Sierras fitted with similar wings & similar wider tyres, with a suitable boost/weight limit to ensure parity between up to 5000cc NA and up to 2500cc turbo. Quote:
While there were two series, it made both series weaker... You often had only 10-12 professionally run cars at a ATCC meeting with the another 10 privateers. But as soon as ASTC fell over, the addition of quality teams like BJR and Nemo racing definitely helped the quality of the Supercars field. However, in 1992 the aversion to adopting sensible exciting 2000cc regulations that accommodated a wide variety of manufacturers (up to 10 manufacturers at the peak) makes no sense to me. The sheer action, the more agile 1000kg mid-sized cars, the throaty induction roar -- 2000cc racing was marvellous stuff! Anyhow, now the Falcon is dead and so is the Commodore (and Holden as well)... It's a miracle Nissan came back given how they were treated, and it is a tall order to get BMW to come back! Last edited by V8 Fireworks; 14 Oct 2020 at 22:49. |
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15 Oct 2020, 00:28 (Ref:4010744) | #108 | ||
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Anyway, long lost politics aside, the category engine (probably branded as Repco) is still mooted.
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It better not be a replica of the existing crossplane, pushrod engines using the existing control cam & other existing control engine parts -- how boring would that be! Will it be: - Flatplane or crossplane? (It better be flatplane!!) - Pushrod 2-valve or DOHC 4-valve? - If DOHC, will it be gear-driven like a proper racing engine, or chain/belt driven like the previous Nissan production-based engine? - Iron block or alloy block? - Direct-injected, port-injected or both? - Will it even be a V8? It doesn't have to be a V8. I can see the potential of going to someone like Judd or AER, and getting them to build a 4" bore x 3" stroke, iron-block, 2-valve pushrod, flatplane crank V8 as something that matches the other pushrod engines, yet still offers something a bit different so new manufacturers can differentiate themselves from the Ford and the Chevy engines? A handful of drawings, some casting dies... How hard can it be? Fans have some serious withdrawal syndrome from the lovely sound of the Mercedes and Volvo... The high-pitched wail that is so typical of a V8 (like this lovely Ferrari 458) absolutely needs to come back!!! The existing Windsor and Aurora rather lack the high-pitched rasp which a V8 is supposed to make , like the good old Erebus Mercedes. Last edited by V8 Fireworks; 15 Oct 2020 at 00:38. |
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15 Oct 2020, 01:02 (Ref:4010748) | #109 | ||
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Quote:
Also shows how little influence the teams association (TCI) has in the early 90s... |
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15 Oct 2020, 01:36 (Ref:4010755) | #110 | |
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Hybrid will kill off the suffering corpse of SC, no one has the expertise or the money to run them. Straws and clutching spring to mind. A category supplied V8 with no option to build your own is the obvious answer, building & developing motors at any level is a financial nightmare....been there and done that and have the bank account to prove it.
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20 Oct 2020, 10:49 (Ref:4011637) | #111 | |
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24 Oct 2020, 03:22 (Ref:4012312) | #112 | |
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I can't resist so I'll bite. What exactly does the nothing statement mean? Please reply in small words so I can understand. An answer of more than one complete sentence would be appreciated by all.
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26 Oct 2020, 18:20 (Ref:4013259) | #113 | ||
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27 Oct 2020, 10:52 (Ref:4013348) | #114 | |
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The heart of the (Gen 3) beast?
The OEM flatplane crankshaft from the Shelby GT350 Mustang. Ford part number GR3Z-6303-B ($1200 USD) IIRC, the extra 0.2L is done via a bigger bore using spray-on cylinder liners which you wouldn't want in a racing engine, so the crank should be a direct fit into a standard Coyote engine with standard iron liners and give 5L swept capacity. It would be a shame for all Gen 3 engines to be boring old lumpy crossplane V8s. When they could otherwise sound like this: https://youtu.be/zkgG6OzGBEc?t=79 The suggestion for Gen 3 is alloy block engines, so could we be seeing 5L Voodoo-derived Coyote motors against 5L alloy block LS (or LT) motors? There are plenty of 5L LS engine variants (perhaps more so the iron-block pickup versions) which could donate their affordable OEM crankshafts. A lower 600hp limit should allow the use of OE crank bearings and so on, without the big dollar needle roller bearings used in the current engines. Would Supercars be keen on allowing direct injection (and hence the LT rather than the LS series Chevrolet)? These two new motors would be a good opportunity to up the compression ratio rule (say to 11.5:1 or 12:1, to make it easier to make the power) and up the rev limit rule (say to 8000rpm) for better sound. Afterall the stock Voodoo V8 revs to 8200rpm in a road car, so that's easily within the capabilities of the motor & stock conrods/valvetrain. Last edited by V8 Fireworks; 27 Oct 2020 at 11:09. |
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28 Oct 2020, 03:06 (Ref:4013463) | #115 | ||
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Quote:
All teams will need to buy new rolling cars, could they afford to also get rid of there engine inventory at the same time. Yes the current engines cost way to much for what they are, but a lot of teams already own a lot of spare equipment. Where would you sell them to? Would Super2 teams want to run the more affordable engines, especially consider Super2 already is struggling for entrants. |
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5 Nov 2020, 10:28 (Ref:4014966) | #116 | ||||
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Quote:
Coyote confirmed: Ryan Story: Quote:
General Motors engine likely to be DOHC rather than pushrod, so not an LS or LT (I'm not sure what! Corvette ZL1 will be DOHC but with twin-turbos and a hot vee layout): Roland Dane: Quote:
Last edited by V8 Fireworks; 5 Nov 2020 at 10:34. |
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26 Nov 2020, 11:01 (Ref:4018826) | #117 | |
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Hey, you can get an ex NASCAR cup SB2 engine from the states for about 15k rebuilt and ready to run. 9000rpm and 800hp all day, the newer R07s make even more
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26 Feb 2021, 20:36 (Ref:4037223) | #118 | |
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Uh oh, Seamer floating the idea of Ford's running a 5.0L and Chevys running a 6.2L.
Given 5.0L cranks are readily available for LS and LT engines, it would be a worry if they run as 6.2L motors... The LS & LT motors are restricted by the flow of the cylinder head, therefore they make much the same power as a 5.0L as a 6.2L, albeit with a lower level of torque that better matches the Ford's 5.0L. IMO, running the (readily available) 5.0L OEM cranks in the Chevrolet engines would be the fairer solution. https://www.speedcafe.com/2021/02/27...-parity-plans/ |
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26 Feb 2021, 20:44 (Ref:4037224) | #119 | ||
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This is gonna cause controversy if they don’t achieve the parity. If they both have 5.0L, then why don’t they restrict them both to that? Why let one and not the other have a potentially more powerful version? It’s slightly naive of them to think they could achieve parity just like that. It’s easier to keep all engines to the same litres |
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27 Feb 2021, 14:07 (Ref:4037311) | #120 | |
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It will be interesting to see how they get the torque curves to match between an OHC motor and a two valve push rod motor. The final HP figure is relatively easy but I bet the torque curve isn't.
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27 Feb 2021, 23:21 (Ref:4037372) | #121 | ||
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If they allow 2 different types of engines there will always be accusations that one has advantages over the other.
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28 Feb 2021, 01:03 (Ref:4037376) | #122 | |
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Accusations won't be needed because no matter what is done the two different motors simply can't have the same torque and power characteristics. They can spin it any way they want but you can't defy the physics of each motor. There are any number of no name crate motors out there that could be used in both brands for equality and it would save a ton of money and time plus ensure that the motors were equal. Open the crate and bolt it in, it blows up, rinse and repeat. We won a championship race in karts doing that, the mega dollar race motor seized in a race and we literally unpacked a new unopened one from a carton and won the final and everyone including us was gob smacked at the result.
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28 Feb 2021, 01:49 (Ref:4037378) | #123 | ||
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Quote:
Control engines have no place in so called touring car racing |
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28 Feb 2021, 03:16 (Ref:4037383) | #124 | |
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Laughable.
Lucky for one five five. Last edited by 2 litre Touring Car Star; 28 Feb 2021 at 03:36. |
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28 Feb 2021, 05:42 (Ref:4037392) | #125 | ||
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Quote:
May as well stick a Repco V8 in every vehicle and be done with it. Get the blocks cast locally, local industry, a return to the good ol' days etc. |
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