ferrari lemans car
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Review Post ferrari lemans car
👀 Chek out the new poster for #LEMANS66! 😍 In less than one month in theaters... . #LeMans24 #FordvFerrari #Ford #Ferrari #MattDamon #KenMiles #ChristianBale #CarollShelby #Motorsport #Racing #Cars #Sport #LeMans https://t.co/Ln4qMFSPNf
Bit of #sketching practice while listening to a webinar this morning. What do you think? #concept #design #procreate #automotive #supercars #car #racing #gt #lemans #hypercar #ferrari #lamborghini #mclaren #evo https://t.co/133A6SX6HB
Fantasy Le Mans 2021 Hypercar regulation concepts and liveries Mix of existing released cars, and my own concept designs for potential brands Line up 1: -Aston Valkyrie -Audi PB18 Based -BMW Vision M /Toyota Based -Ferrari SF90/La Ferrari #LeMans #WEC #Hypercar https://t.co/vFsiQeQV4C
#HappyBirthday Derek Bell, 80. A major force in sports car racing for decades, he won #LeMans outright 5 times. Pic: despite his lack of Italian he was a favourite of Mr Ferrari’s, racing for the Scuderia in #F1, #F2 & Le Mans. But it’s Porsche he’s most associated with. (1/2) https://t.co/Ji5snOayuz
A race with legend-making power, a legend among racing cars. Visit the “Ferrari at 24 Heures Du Mans” #MuseoFerrari in Maranello to immerse yourself in over 70 years of legendary history. #Ferrari #LeMans https://t.co/xBOMlW6RkV https://t.co/teQZKN1vDy
#TheSimeone 1959 Ferrari 250GT "Interim" Berlinetta. Just 7 of these cars were made, combining the long wheelbase chassis with the new bodywork of the iconic short wheelbase Berlinetta. This car placed 6th overall in the 1959 Le Mans. On loan by Mr. Luigi Chinetti Jr. #lemans https://t.co/b1yv7Fl6ta
Ferrari Le Mans Hypercar...... Can’t wait. Concept design from 2 years ago predicting a mix of LMP1 style chassis with road car styling, seeks to be the way everyone is heading with the new regs #LeMans #Ferrari #WEC #LMH #Hypercar https://t.co/41dUhtvT8q
#TBT to Race 1 at the #LMES #SuperFinal with 5 cars trading paint on the famous @24hoursoflemans circuit in the Shelby Cobra and @Ferrari 250LM 🎙️@ChrisMcCarthy32 and @AE_BeauAlbert #lemans #esports #racing #motorsport #ferrari #cobra #24h #forza #fm7 #forzamotorsport https://t.co/qfzDeyfERT
Just finished this!!! Ferrari 250 GTO ceramic mosaic #ferrari #lemans #car #classic #pinkfloyd #art #gallery #unique https://t.co/e6pGuq78Qf
#FerrariFriday #Ferrari250 #TestaRossa 1957 #Ferrari Introduced '57 season ready for regs restricting sports cars to 3lts for #LeMans & World Sports Car Championship races from 1958 #RussellsTransport #SuperCars #F1 #Motorsport #Classics #TwitterCarClub https://t.co/dcozL9OJ1D https://t.co/wd52xO0b67
Review Q&A ferrari lemans car
I found it fascinating that the drivers in "Ford v Ferrari" had to run to their cars to start the race at LeMans. Has any driver slipped and fallen, twisted an ankle, or otherwise hurt themselves before the race even started?
That is what’s known as a “lemans start”, though I don’t think they do it anymore these days.
Does the legendary rivalry between Ford and Ferrari still resonate with people when both companies enter cars in the GT class at the 24 Hours of LeMans?
The short answer is that the legendary Ford-Ferrari battles of the 60s for the ,OVERALL WIN, at Le Mans do not resonate for me in the same way as their recent return to battle in the ,LMGTE class,. This time, the rivalry is mostly a vanity project and a chance for Ford to do some feel-good marketing and build ,esprit de corps,. I love seeing the LMGTE (GT-Pro) class race at Le Mans. It’s some of the most competitive racing extant. Even though it’s extremely rare for a GT-class vehicle to be in position for an overall win, the race within the class is close, exciting, and unpredictable. But it’s not the titanic battle at the top of the most serious, technical, and fastest Le Mans class, LMP1. The great thing about GT-Pro (and GT-Am) racing is the current involvement of so many manufacturers, including Aston Martin, BMW, Chevrolet, Ferrari, Ford, Lamborghini, and Porsche. Any manufacturer aiming to attract brand loyalty and support its reputation as a premier sportscar builder needs to, “put up or shut up” at Le Mans. It’s an ultimate test of team, driver, and machine. It’s all about pride and achievement in the toughest setting. There’s more than a little connection to bragging rights in the marketplace, especially when the rules mean that a road going Corvette ZR-1 or a Porsche GT2 is actually more powerful than its racing counterpart. Ford-Ferrari in the 60s was ultimately about two titans who wanted to crush each other in racing over a failed merger. There was corporate and nationalistic pride at stake, but at its root, the war was personal. It’s a great story, but doesn’t have much connection to the sport today, except in a marketing context. Ferrari retains a lot more racing in its DNA than Ford does, so the return of the Ford GT to face Ferrari at Le Mans is more an historically timed corporate marketing opportunity for the Ford brand than a renewed commitment to challenge or upstage Ferrari in the marketplace. It’s a product marketing opportunity for Ford’s halo vehicle rather than any sort of long term commitment to racing or sportscar production. The Ford GT is a celebratory supercar project that gained corporate support, not a permanent new model. The Ford GT’s collectible value and pedigree was enhanced by a return to the racecourse. It is important to recognize that neither Ford or Ferrari currently competes for an overall Le Mans win in the top LMP1 class. For both firms, it’s not a priority to spend the huge sums needed to win the race. They feel no business incentive to prove themselves through competition at the highest level. It does not add to the bottom line. At Ford in particular, racing is an activity rather than a core passion, so there’s no true rivalry at stake any more.
Are F1 cars better than LeMans?
Is a fire truck better than a garbage truck? Both are designed for specific purposes, and so too are F1 cars and WEC cars. At LeMans, to win you have to finish a race of 24 hours. Also, you have to build the cars to the requirements of the rules (in the case of the fasted LeMans cars P1 rules). The cars have a closed canopy, closed wheels, and movable wings. As such the cars are heavier to last the duration, more aerodynamically slippery and have to be constructed so they can be refueled and designed to be able to be repaired during the course of the race. None of which is applicable to F1. Formula 1 is a sprint race. The cars are designed to lap as fast as possible, not for duration. As Enzo Ferrari said, the perfect race car would fall apart 1 foot past the finish line. Weight, stopping ability, maximum downforce and other characteristics come into play to develop maximum lap time. F1 cars are built to very strict requirements, while the requirements for WEC cars are much more lenient. The bottom line is, neither car would do well competing in the other series. The F1 car wouldn’t finish the race, though it may lead for an hour or two, while the LeMans car would finish, probably a half dozen or more laps behind.
What's the most famous LeMans car?
In my opinion: Porsche 917, 956, 962. Ford GT40,. Mercedes C9, C11. Mazda 787B, the only rotary engined racing car. Oh, of course the Ferrari 330/P4. It still belong to the fast and famous LeMans-er even if it did not win. It was the price Ferrari had to pay for sacking John Surtees just hours before the race.
Why did the Jaguar E-Type's introduction in 1961 rock the sports car world?
It all boiled down to a couple very important reasons. The E-Type (XKE) at the time was capable of a true 150mph, making it the fastest mass-produced car in the world at the time. Its predecessor, the XK150 had been named as such because it too was thought to be able to achieve 150mph. In actuality though, it could barely muster 140 before running out of steam, due to poor aerodynamics and gear ratios that were too long. The E-Type was based on the LeMans winning D-Type racecar (and subsequent road going version of the D-Type, the XKSS) in terms of style, name and mechanicals. It was built as a sort of homage to Jaguar consistently winning LeMans throughout the 50’s, so it immediately had amazing pedigree. The E-Type made its debut at the ‘61 Geneva motor show… after a last minute 17 hour high speed run from Coventry, England, to Switzerland. It instantly proved itself as being a reliable, high-speed, grand tourer. Lastly and most importantly, the E-Type was admired by Enzo Ferrari, who mused that it was “without question, the most beautiful car I’ve [sic] ever seen”. His mind might have changed later, but for the “Commendatore” of such exquisite road cars to give out such a compliment was quite unheard of. In that single moment, the XKE was recognized (in Series 1 form at least) as being the most beautiful new car of the 60’s.
Could a Ford ever beat a Ferrari?
As Mr Fabian stated in his answer, the GT 40 was built to do so, as was the 2017 Ford GT. It’s one of best stories on automobile racing actually. On to The Story In the late 50s and early 60s auto racing was so dangerous it had fallen out of favor with America’s political crowd, and out of corporate responsibility and fear of eventual reprisals the Big 3 (GM, Ford & Chrysler) had a gentlemen’s agreement to stay out of auto racing. But GM broke the spirit of this agreement by building racing parts for private teams, sometimes even donating to them while not publicly supporting a team and as a result Chevy Corvettes dominated American auto racing. There’s a saying, “Win on Sunday, sell on Monday” and Chevy’s dominance in auto racing was proving it true, they were taking market share away from the other makes. Carroll Shelby was a Texan that wanted to be a race driver from a young age, and he was a natural at it. At this time Ferrari was a powerhouse in auto racing, but he had a callous attitude on safety; even telling his son not to get friendly with his race drivers because they were likely to die. After an accident caused by Ferrari killed a good friend Carroll Shelby developed a distaste for Enzo and the Ferrari team, he even turned down a job with the team when offered; a time when Ferrari was head and shoulders the top racing team in the world. He developed a goal of beating Ferrari anytime he could and while driving for Austin Martin he did so. In the later part of his career he even drove with nitroglycerin pills under his tongue because of a bad heart condition. Once he came to terms with the fact he couldn’t drive any longer, he assembled a team of California hot rodders and started his own racing team, but money was tight. Henry Ford II, much like Enzo was an arrogant man. Because of the way it’s founder, Henry Ford had set up the company, the Ford family, thus Henry II, controlled the company regardless of any stockholders. It was also at a time when American manufacturers were flush with cash and this led Henry Ford II to decide to bring Ford Motor Company officially into racing and his number one goal was to beat Chevrolet. Henry Ford II served in the US military during World War II and took the reins of Ford after his father, Edsel, dead in 1943. The US government deemed Ford Motor Company vital to the military effort so insisted Henry II return to civilian life taking over the rains of his grandfather’s company, but he lacked any experience. He put together some of the smartest business people he could find and they were called ‘The Brain Trust’ which Lee Iacocco was a member. Lee Iacocca who would go on to automotive fame as fostering the Mustang into existence and saving Chrysler from bankruptcy in the 1980s. Then one day Carrol Shelby shows up in Lee Iacocco’s office trying to charm his way into getting Ford’s support for his racing team. Iacocco didn’t so much buy into Shelby’s sales pitch, but wanted to get the smooth talking Texan out of his office so he agrees to give Shelby some engines and a little cash. After all it was easily explained when the boss wanted to get into racing. Then Shelby goes to England and convinces AC Cars to give him a few car bodies for his Ford engines. AC is partly convinced because he claims to have Ford’s backing. But it pays off for all involved because Shelby goes on to dominate Chevy Corvettes on the American racing circuit drawing some attention from Ford executives and Henry Ford II himself with the Shelby AC Cobra. But Shelby beating Corvettes still isn’t enough for Henry II, he’s wants a Ford owned team to win and as he’s brain storming ways to get into racing his European born wife flippantly says to him, “Americans can’t do auto racing leave it to the Europeans”. This ticks Henry II off even more, he’s chomping at the bit about it now. He laments that not only is he getting into domestic auto racing and beating Chevy, but now Ford is also getting into European auto racing to make Europeans like his wife eat their words. He decides to take the easiest route into racing, he’ll buy a racing team. Ford and Ferrari or complete opposites as car companies go. Ferrari only builds roads cars so they can race, and now Ford wanted to get into racing so they could sell more cars. Building road cars really taxes Enzo’s small engineering and design staff and none of the many engineers at Ford know how to build racing cars, so the two companies seem like a perfect fit, and when feelers go out, Enzo seems open to the idea. FoMoCo sends an army of lawyers and executives to Italy to work out a deal. Enzo and one lone lawyer sit on the other side of the table and it takes forever. Just as they’re getting close to a deal for Ford to buy Ferrari, Enzo looks at his lawyer and says something like, “I changed my mind, I’m not selling. Let’s go have lunch.” Word gets back to Henry Ford II and he’s furious. He tells his people, “Build me a car to beat Ferrari, I don’t care what it cost, do it!’ Little did he know that Carroll Shelby also had a resentment for Enzo. He also wants to beat the Ferrari team, but he doesn’t have the car to do it. The AC Ace, turned into the AC Cobra with Ford’s V8 is head and shoulders above anything else on a short course, but it’s open cockpit design hits a wall at around 160 MPH, so it’s unable to compete on the long endurance tracks that are dominated by Ferrari in Europe and even in the US at Sebring and Daytona. Shelby’s team comes up with an idea to use the AC Ace frame, but remake the car into a coupe for better speed. Thus the Shelby Daytona Coupe was born. It competed well against Ferrari’s 250 GT, but it was extremely hard to drive and dangerous, and didn’t truely dominate Ferrari, but again, Henry Ford II took notice. Ford engineers get to the drawing board and come up with what will evolve into the GT 40. Their first two years out, the car proves itself to be fast enough to compete, but not reliable. They managed to get out in front, but always break down before the race is over. For the next season Henry Ford II cleans house and hires Carroll Shelby to run his team. Shelby has put together a team that knows how to make cars go fast, and now he has the financial baking he needed, along with a car that can finally dominate Ferrari. After fine tuning the car in the off season they win The 12 Hours of Sebring, then The 24 Hours of Daytona, but then all of their cars break during The 24 Hours of LeMans. They were using Ford V8s right off the factory floor, and they found out a part was changed in the assembly line months before, it failed in all the GT 40s fielded at LeMans. After another off season of fine tuning finally in 1966 the Shelby led team has a car that can finish a 24-hour race and do it fast. Everything comes together; in The 24 Hours of Daytona race the Ford GT40 placed 1, 2, 3 & 5th, Ferrari took 4th. For the 12 hours of Sebring the Ford GT40 placed 1, 2 & 3, Porsche 4th and Ferrari 5th. The team members started chanting the unofficial team motto, “Go like hell”. No driver up until this time had ever won Daytona, Sebring and LeMans, but Ken Miles had driven both first place finishes at Daytona and Sebring, since the GT40 was faster than anything else on the circuit his chances were looking good and he had a chance of doing it all in one season. The next race was LeMans and no American team had won a European circuit race since 1921. Hopes were dashed for Ken Miles when he was chosen as the Ford teams ‘rabbit’. Endurance racing is a team sport and being picked ‘The Rabbit’ means you’re going to sacrifice you own chances of winning to benefit the other team members. A rabbit starts the race running as fast as he can, forcing other teams to try and keep up. The idea is to make your opponents run their cars to hard, they’ll either break down or crash; but so will you. Mile’s sprung out in first place and the Ferrari cars struggled to keep up and all but one of them broke down, but Ken Miles’ GT40 kept going, not only was he way ahead of everything else, but his two team mate cars were also ahead in 2nd and 3rd place. Henry Ford II was elated, he had the pit crew send word to Miles to slow up and allow the other two GT 40s to catch up. In one of the few times Ken Mile’s didn’t buck authority is slowed. Henry wanted a picture of the Ford GT 40 in a 1st, 2nd and 3rd place finish in every newspaper in the world, and that’s what he got. The Ford team was celebrating, the first American win in over 40s years, the first ever driver to win all three races, and Ken Miles had done it in ONE season! BUT, LeMans doesn’t award trophies on how you finish the race, they award trophies on distance travelled in a given time. Ken Miles’s car had started the race ahead of the second car but had finished the race much less distance ahead. Had Henry Ford II not wanted that publicity photo, he would have been the first person to ever win all three races. He’d still be one of only a few to win all three and still to this day he’d be the only person to do it in one season. The Ford GT 40 went on to dominate LeMans for three more years, but unfortunately Ken Miles was killed a few months later on a practice lap crash while working out a new design. He never got another chance at the triple crown of endurance racing.. That Ford team was made up of some other drivers that became legends, like Mario Andretti and Bruce McLaren, who founded the highly successful McLaren racing team, and later went on to build a few remarkable sports cars. **********************,Bonus useless information,************************** This story wasn’t the first time Ford went after Ferrari. During World War II Ferrari’s new auto part company was forced into war production, and Ford build B-24 bombers. The Allies bombed Ferrari’s plant with B-24s so it’s highly likely some of the bombers that destroyed Enzo’s first plant were built by Ford.
Which one is a better racing movie, Ford vs Ferrari or Rush, and why?
FvF had an advantage that Rush could not duplicate: the American cars used in FvF are all available new as “continuations:” Ford GT40’s, Daytona Coupes and Cobra 427’s especially. So you could run a “continuation”car at speed and even do things the current owners of the original Ford GT40’s and Ferraris, themselves worth more than the cost of the entire movie production, would never allow to occur in the originals. This allowed FvF to do actual, not CGI-generated, racing of the cars. Of course the movie never got within 2000 miles of LeMans, but sets were “faithfully recreated” and Mr. Bale did not actually do the driving: He was a passenger in “the Biscuit” a platform camera car. “When you cut back to inside the car and see the actors being thrown around, I’m (the stunt driver/photographer) sliding it and spinning it. They’re (the actor) experiencing the same thing you can see the vehicle doing. Christian Bale is in the shell of a GT40 that’s attached to this, running around the racetrack. But he’s not actually driving it. Going back to the training we gave him, he knows exactly what he should be doing at any given point on the track. So everything he does is correct. It really helps sell the action.” Of course, had Mr. Bale actually been driving the car, racing drivers can't shout at each other mid-race, not when their cars are powered by roaring motors running at top speed. But this is Hollywood, where historical accuracy, ,much like scientific accuracy,, is often the first casualty of storytelling, and such is the case here. This is a picture of the Biscuit: Rush was about Formula One racing of the 70’s, almost no copies of these Formula 1 cars exist, so Rush production crew went to the museums, measured all pertinent data from the actual original cars and used CGI and old actual footage of the races to recreate the specifics of each car used in the races recreated on film. The story is more about the interpersonal: the professional competition between two champion Formula 1 race car drivers, and their methodology to become the greatest driver in Formula 1 each year. Now, back in a different time 53 years ago, actual movie stars did their own driving in period correct formula race cars on the actual race tracks used at that time worldwide. The movie was often filmed consecutively on the actual circuits when a real Formula 1 race was being filmed, and even the crowd scenes were real. The credits of actual racing drivers filmed in the movie reads like a list of Who’s Who of the greatest racing drivers of all time. Enzo Ferrari was quite taken with this movie and provided assistance to the production crew. When the protagonist went to Ferrari to interview for a job, the actor actually went to the real Ferrari factory and we see the inside of Ferrari Racing. The movie is Grand Prix (1966), and here is the actual “camera” car used for that film, no biscuit car “thrill rides” what you do with an out of work 1965 Ford GT40, still capable of high speed camera shots: or, back then, you made the race car a two-seater: which leads me to continue to cite the 1966 Film “Grand Prix” as the greatest race car film ever made, John Frankenheimer, greatest race car movie director, and the actor James Garner, who did his own driving shots, the greatest actor-race car driver ever filmed. James Garner - 1928–2014. RIP Jimbo.
Who are the top 3 contenders for the Formula One World Drivers' Championship for season 2020?
Thanks for the A2A. Lewis is the top seed to win. Opening rounds of testing at Barcelona show that the Mercedes team has shown up and is ready to party. Lewis himself seems to only get better each year. He has kept his natural speed, his ability to put the car on the pole with an amazing single lap run, and he’s added maturity and race craft. He just doesn’t make mistakes. With the almost robotic precision of the Toto Wolff team behind him, I can’t see him not taking his 7th WDC this year unless something quite unusual happens. I would say #2 is Leclerc. He has amazing speed and great maturity, far beyond his years. His liability is Ferrari, who keep snatching defeat from the jaws of victory. Vettel should be a contender, but he’s having a rough patch that has lasted several years now, where he just makes stupid mistakes. Assuming Ferrari doesn’t tie themselves in knots of incompetent bungling, Leclerc has a good chance at 2nd place in the WDC. Finally Verstappen is I think going to be 3rd. Now there is a good possibility that Red Bull Racing will finally get a package with Honda engines and good chassis that will make them more competitive with Ferrari and Mercedes. In this case, Max is his own worst enemy, because his ego to talent ratio is way out of whack. Max, like Vettel recently, lets his emotions get the better of his judgement. He’s very fast, and I’m convinced he will win a WDC at some point. He could even win many WDCs if he can get more balanced. My prediction is that Lewis will win 2020 and 2021, and then retire as the GOAT. After that Max and Charles will battle it out, with some raw talent coming up from below. Between them they will win the next 4 WDCs. The old guard like Vettel, Kimi, and Dannyric will cash in and retire or drive LeMans cars.
Why is car tech so behind in technology and so expensive?
When one says car tech, it simply doesn't only mean sat navs and other gizmos. The most important bit of technology in cars is their powertrain, aerodynmics, efficiency and safety. What you may have understood of it can be termed as digital car tech. After a newly proposed model, millions of dollars are spent on its R&D, so one can't say that cost cutting could be attributed to the lack of digital tech in cars. It simply means it is not the most important thing in the mind of car makers. Simply put, cars are basically machines and a mode of commuting and hence the topmost priority of carmakers is to improve and revolutionize the mechanical bits. They don't have to make any ground breaking innovation in the digital/computer field because there is a seperate industry for that but they are beacons in mechanical and drivetrain area. Digital bits are placed in cars after all the headbutting part is done since they just have to order, say a satnav or media player and it comes from the supplier/manufacturer. Its just a matter of priority. Would you focus more on your phone's design and ergonomics or its software and performance. Vehicles like F1 cars, LeMans cars are at the pinnacle of technology. Street cars like many of the Ferraris and lambos out there are also at the top game in technology. Hence it can't be said that cars lack technology, but they are for sure much behind a mac or a smartphone in digital tech.
Which car is faster, a modern f1 car or a LMP1 car?
F1 cars are faster around corners; LMP1 cars are faster on the straight In a straight line race-trim F1 cars are an embarrassment. 0-100 kph in 2.5 seconds and 0-200 kph in 5 seconds plus. On the other hand the Porsche 919 Hybrid, LMP1 car does 0-100 in less than 2 and 0-200 in 4.5 seconds, and is about 0.8 seconds faster after a quarter mile. (,Which is faster - Le Mans LMP1 car or Formula 1 car? - FastestLaps.com,). This is ignoring the greater robustness of LMP1 cars, which are built to go the distance, unlike the fragile F1 cars. The top speed of an F1 car (depending on trim) is 365 km/h, but usually much less, in fact as little as 320 km/h. This compares with 400 km/h for LMP1 cars (,Dauer Porsche 962 LeMans laptimes, specs, performance data - FastestLaps.com,). An important issue is that both F1 cars and LMP1 cars have evolved over time. The earliest LMP1 cars were ex-Group C cars. Current LMP1 cars such as the Porsche 919 Hybrid are slower with a top speed of 370 km/h but faster acceleration (,5:19.55 minutes – Porsche 919 Hybrid Evo takes record,). Yet bizarrely, on the same circuit - say Silverstone in the UK - an F1 can easily beat an LMP1 car. At the 2016 Bristish Grand Prix Kimi Raikkonen in his F1 Ferrari had a best lap time of 1:35.548, while in April 2017 the winning LMP1 car, a Toyota, posted a best lap time of 1:39.804. (Thanks to Kevin McMullin for this, ,User-11663380364458982852's answer to Which car is faster, a modern f1 car or a LMP1 car?,) Let me explain. Power-to-weight A common predictor of acceleration and especially top speed is power-to-weight ratio. In this example (,What if? F1 vs LMP1 2014,), which is similar to my own research, a 900 kg unfueled LMP1 cars with the driver produces around 1000bhp, or a power-to-weight ratio of 1.11bhp/kg. F1 cars in 2014 with a minimum weight of 690 kg (including driver) produced around 780bhp, giving a power-to-weight ratio of 1.13bhp/kg. With 100kg of fuel the advantage shifts. P/Wt for the LMP1 is then 1.00 bhp/kg and for the F1 marginally in favour of the LMP1 car, with a power-to-weight ratio of 1bhp/kg compared to 0.99bhp/kg for the F1 car. Regardless of the year there is really nothing in it, and power-to-weight does not explain the contradictory results in acceleration and top speed (favouring LMP1) on the one had and lap times (favoring F1) on the other. Back to the future: Le Mans 1969 vs 1970 Ford shocked Ferrari (and almost everyone else) when its GT40 it won the Le Mans 24 Hour four years in a row from 1966 to 1969, after Ferrari had dominated the race from 1960 to 1965. In 1966 and 1967 in particular the GT40s were powered by 7.0 litre V8s (362 kw)) nearly twice the displacement of their Ferrari 330 P4 competitors with 4.0 litre V12s (335 kW). After rule changes limiting maximum engine capacity to 5.0 litres, 4.9 litre Mk1 GT40s (317 kW) were still able to win in 1968 and 1969, thanks in part to heavily worked low-drag aerodynamics due in part to Carrol Shelby. A focus on aerodynamics had begun to dominate motorsport. The 4.5 L V12 Porsche 917 arrived in 1969, but won no races. As well as exceptionally power (388 kW), the Porsche was extremely slippery, especially in it’s long-tail form, and so was faster than any other car in racing, reaching nearly 400 km/h (,How the Porsche 917 Works,), but it was nearly undriveable at higher speeds. Drivers preferred the slower 908. The 917s held the lead for 90% of the 1969 Le Mans, but suffered from considerable handling problems due to aerodynamic lift, with one fatality in the race, with the remainder not finishing due to mechanical problems. Engineers worked to improve the stability of the 917, ultimately adding spoilers to the rear of the car. The spoilers added downforce particularly at high speed, finally making the car stable, with a small penalty in maximum speed. Porsche 917s finished first and second in the 1970 Le Mans. A later incarnation of the 917, the 917/30 was the most powerful sports car ever. With a 5.4-litre 12 cylinder twin-turbocharged engine it could produce 1,180 kW in qualifying tuning and raced at 820 kW to preserve the engine. Above: The winning 917K in the 1970 Le Mans. Note the upward deflecting bodywork ending with small spoilers. These were absent on the 1969 917s (below), making the car unstable at high speeds. An appreciation of downforce also developed in F1 at about the same time. This Lotus 49 was driven by Jimmy Clarke to win the 1967 US Grand Prix. It has no evidence of an appreciation of downforce. DOWNFORCE AND DRAG The performance difference between F1 and LMP1 cars is aerodynamics, particular the trade-off between downforce and drag and top speed. Not only does a spoiler stabilise a racing car at high speed, it can also allow it to corner faster. The additional ground force also increases the friction between the car and the road. The greater friction allows the car to stick to the road even while cornering at higher speeds. F1 cars produce downforce equal to the car’s weight at as little as 130 km/h, allowing car to turn at 2.0 g’s (a product of downforce and the coefficient of friction). In high speed corners the lateral force on the car (and driver) may be 5 to 6 times the force of gravity. At sufficient speed downforce exceeds the weight of the car meaning the car could drive upside down in a tunnel and remain stuck to the ceiling. Simply looking at an F1 and LMP1 side by side makes it obvious that F1 cars have more surfaces to interrupt the smooth flow of air over the bodywork and drive the air upwards, and hence producing greater equivalent downforce at the same speed. Rules now prevent active adjustment of the car aerodynamics during a race, so both F1 and LMP1 cars are trimmed pre-race with the circuit in mind. This is to optimise speed through the corners and speed along the straights. It is this second point that explains why F1 cars are not as fast in a straight line as LMP1 cars. Aerodynamic devices designed to increase downforce also increase drag, especially as speed increases. The coefficient of drag Downforce in a car is analogous to life in an aircraft. It comes at the cost of parasitic drag. How much drag depends on the coefficient of drag Cd. The coefficient of drag is the ratio of lift to drag. It may be positive for lift or negative for downforce. In jet airliners it is about 18. In some races F1 cars are set up with a Cd of 1 (,Aerodynamics of F1,), or -1 depending on definition. That means the drag produced by the car is equal to the downforce that makes it stick to the road. At maximum speed, an F1 car can produce 5 g’s of downforce! 5 times its weight, and that’s in addition to it’s weight (,Downforce,). So a 700 kg car with driver and fuel will weigh 4,200 kg, as heavy as a pick-up truck. But with a Cd of 1 the parasitic drag force alone will be equal to the downforce of 3,500 kg-force. (34,300 N). LMP1 cars have no where near this many g’s of downforce. They are optimised towards maximum speed and less curvy tracks. An LMP1 would easily beat an F1 car on a single circuit of Le Mans. F1 Race-trim F1 circuits are divided into high-downforce tracks such as Albert Park, Australia, through to low-downforce circuits such as Monza in Italy. Top speeds limited by he car's aerodynamic configuration, which in turn is set by balancing the car’s high straight line speed (low aerodynamic drag) and high cornering speed (high downforce) to achieve the fastest lap time (,The importance of aerodynamics,). Top speeds at the high-downforce Albert Park track are a little over 300 km/h (185 mph). At the low-downforce Monza circuit they reach 360 km/h. Conclusion Which is faster? A modern F1 or an LMP1 car? That depends on whether you are going in a straight line or around a bend.
Beranda