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8 Feb 2024, 12:06 (Ref:4195709) | #151 | |||
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Their vocal complaints about parity very much trying to shine the torch elsewhere. |
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8 Feb 2024, 12:13 (Ref:4195711) | #152 | |
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8 Feb 2024, 21:22 (Ref:4195796) | #153 | ||
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"Ford’s big Supercars engine omen The parties involved in redeveloping the Ford Supercars engine have already been instructed to slow it down, such is its potency, Speedcafe has learned." Last edited by bluesport; 8 Feb 2024 at 21:39. |
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9 Feb 2024, 03:23 (Ref:4195833) | #154 | |
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So exactly how have they come to this decision and how does parity for motors get defined or is it parity for the whole package. If a new entrant came in using a turbo V6 or 4 cylinder how would parity be achieved, who would do it and how long would it take? If the series is to be expanded those are the questions and I bet no one has the answers and if the answers don't exist the series is effectively dead but I may be a bit pessimistic on that point.
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9 Feb 2024, 03:56 (Ref:4195834) | #155 | ||
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9 Feb 2024, 04:59 (Ref:4195838) | #156 | ||
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They came to this conclusion via the torque sensor apparently, even though the updated engine meets the requirements to the letter on the Craigsted dyno (some clues as to the advantages the Chevrolet may have had in 2023?). Prsumably the updated Coyote engine has more lightweight parts to improve transient response as well as using VCT to improve performance and/or response at various points & throttle positions in the rev range, despite producing the same torque and power curve on a full throttle run on the standard dynameter. Concerningly, there might be little motivation to ensure entrants with rotaries or turbo engines have perfect parity. |
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9 Feb 2024, 05:59 (Ref:4195839) | #157 | |
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Surely this is arse about.
I would think you would get engine parity first and then fine tune race pace parity with air tunnel testeg?... I am confused I am happy to be educated. |
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9 Feb 2024, 08:51 (Ref:4195848) | #158 | |
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Did they realise the only way to get parity was aero as the motor wasn't going to do it without regulation changes to suit the 4 valve. The more I think about this year the more I think that the series is on life support due to a number of factors but mainly poor management and no apparent long term planning. I'm glad I have no skin in the game, no interest from Chev and the Camaro gone, dwindling interest from Ford and the Mustang has a limited future anyway especially now the Camaro has left the market place.
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9 Feb 2024, 10:10 (Ref:4195855) | #159 | |
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9 Feb 2024, 22:09 (Ref:4195968) | #160 | |
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9 Feb 2024, 22:18 (Ref:4195969) | #161 | |
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It's a worry that the engine issue hasn't been put to bed yet...
Also, on that issue, in hindsight wasn't it a bit two faced of the Ford teams to whine so much last year when they knew their engine shop wasn't good enough? |
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9 Feb 2024, 22:43 (Ref:4195972) | #162 | ||
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It's not relevant how good their engine shop is - it's a parity series. It's Supercars responsibility to ensure any and all body types and engines are "paritised". |
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9 Feb 2024, 22:48 (Ref:4195975) | #163 | |||
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I also think of all those wasted hours, expensive time, angst and of course impact on competition that could have been avoided with a "fit for purpose" engine shop from the outset. |
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9 Feb 2024, 23:08 (Ref:4195980) | #164 | |
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With hindsight I think supercars needed to update their engine parity processes to paritise dissimilar engines, previously both makes were running 5 litre engines so it was relatively easy, but now technology such as transient dynos need to be utilised.......hindsight is a wonderful thing.
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10 Feb 2024, 07:14 (Ref:4196007) | #165 | ||
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The 5.4 Coyote, even in Herrod form, always had the potential to make 30hp more if it wasn't detuned by Mr. Hasted... It was making 30hp more in the MARC car installation for testing. The M-Sport 5.4 parts (like presumably a lighter crankshaft) were likely not available back then and have only recently become available as part of the GT3 program. Much more expense to DJR than simply putting lead slugs in the LT engine flywheel from the off! |
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10 Feb 2024, 09:19 (Ref:4196009) | #166 | ||
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Everyone has a view but trying to get two motors two perform equally when both use totally different architecture and using the same archaic rule set that favours the pushrod motor could be viewed as biased I would think and SC in their wisdom ignored the problem totally choosing instead to try the easy way out using aero. |
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10 Feb 2024, 10:06 (Ref:4196010) | #167 | ||
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Did the Chevrolet have the same margin available despite being a larger capacity? The Ford variant was also more reliable than the Chevrolet which saw numerous failures during the season... |
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10 Feb 2024, 11:01 (Ref:4196012) | #168 | |||
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10 Feb 2024, 11:39 (Ref:4196021) | #169 | |
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10 Feb 2024, 22:35 (Ref:4196094) | #170 | |
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The facts don't suit your agenda but then we all have a different view on things. Most fans of SC are not conversant with the technical side of the category and the four valve Ford is a glaring example of this with fans not knowing the whole story blaming all sorts of reasons for the inequality between the two drive lines.
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11 Feb 2024, 10:10 (Ref:4196119) | #171 | |
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It's General Motors, pacing back and forth in his war room, declaring that the F-F-F-Fordies can't win.
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11 Feb 2024, 23:47 (Ref:4196228) | #172 | |||
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While the Ford squads talk with different voices for the most part, and seem to be solving problems independently of one another |
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12 Feb 2024, 00:19 (Ref:4196235) | #173 | ||
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DJR almost exactly like ARG in this instance.
If you can't acknowledge your own shortcomings and instead blame other people for your lack of results in order to save face, you cannot progress past that which is the cause of your issues. |
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12 Feb 2024, 01:26 (Ref:4196258) | #174 | |
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Honestly it's hard to believe that some of you blokes can write such crap.
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12 Feb 2024, 05:21 (Ref:4196303) | #175 | |
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As I said everyone has an agenda and ignore the stuff that does not fit in that agenda. I must admit I am a motor racing fan and participant and don't see it that way.
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