Race Cars:

Chassis: Sportscar

>>Generic closed top LMP2

>>Dome S102i, '11

>>Dome S102, '08

>>Dome S101.5, '07

>>Lister Storm LMP, '03

>>Audi R8, '02

>>Lola B01/60 (MG EX257), '02

>>Bentley EXP Speed 8 LMGTP, '02

>>Lola B2K/10, '00

>>Panoz LMP-1 Roadster S, '00

>>Reynard 2KQ debut variant, '00

>>Toyota GT-One, '99

>>Nissan R391 LMP, '99

>>Lola B98/10, '98

>>Panoz GTR, '97

>>McLaren GTR Long-Tail, '97

>>Ferrari 333SP, '96

>>WR-Peugeot LM93, '93

>>Nissan P35, '93

>>Nissan NPT-93, '93

>>Spice AK93, '93

>>Joest-Porsche 962, '93

>>Toyota TS010, '92

>>Allard J2X, '92

>>Nissan NPT-91, '92

>>Mazda RX-792P, '92

>>Nissan R92CP, '92

>>Jaguar XJR-14, '91-'92

>>Toyota 91C-V, '91

>>Nissan R91CP, '91

>>Nissan NPT-90, '91

>>Toyota Eagle MkIII, '91-'93

>>Toyota Eagle MkII, '91

>>Mercedes-Benz C291, '91

>>Jaguar XJR-12, '90

>>Mercedes-Benz C11, '90

>>Nissan R89C, '89

>>Jaguar XJR-10, '89-'90

>>Jaguar XJR-11, '89

>>Jaguar XJR-9, '88

>>Sauber Mercedes-Benz C9, '88

>>Jaguar XJR-8, '87

>>Jaguar XJR-8LM, '87

>>Nissan GTP ZX-T, '87

>>Nissan GTP ZX-T, (as of 10-2-86), '86

>>Sauber Mercedes-Benz C8, '86

>>Nissan-Lola 810 Suzuka Developed, '85

>>Nissan-Lola 810, '85

>>Corvette-Lola 710, '85

>>Porsche 936, '77

>>Porsche 908/03, '71

>>Porsche 917 K, '71

>>Porsche 908 LH, '69

>>Ford GT40 MkIV, '67

>>Ford GT40 MkII, '66

Chassis: Open wheel

>>Panoz DP01, '07-'08

>>Lola B03/00, '03

>>Penske-Reynard-Honda 01I, '01

>>Lola B99/00, '99

>>Galmer G92, '92

Some of these entries come from open sources.  In those cases I try and note which book or magazine, and more importantly, the specific issue (if a periodical).  On the other hand, some of this data has been acquired by me personally and in those cases I note the actual person from whom I received the data as well as any other relevant notes relating to testing cicumstances or car setup.  Though understand some contributors prefer to remain anonymous.  

It's important to note that while late generation GTP cars had the theoretical ability to generate upwards of 10,000 lbs of downforce at 200 mph,  the drag associated with that level of downforce means that a speed regime of 150 mph is probably a more relevant reference.  So while 200 mph is the speed regime often quoted, it is only a means of equivalency between data and shows aerodynamic potential.

Additionally, in the past, in the cases where I have actual wind tunnel data, I've typically noted a single ride height which ultimately gave a false impression given the flattering nature of peak downforce taken at one point.  This was primarily due to the time consuming process of compiling multiple data points into a map average.  This is something I'm working to rectify with the older entries (and when I have complete aero maps; this is rarely the case in actuality).  From here on out I will quote from map averages when that information is available.

A note about terminology

Typically the term 'lift' is used when talking about any kind of aerodynamically induced force acting on a surface.  This is then given an indicator, either 'positive lift' or 'negative lift' as to its direction.  In racing the term 'lift' is generally avoided as its meaning is almost always implied as positive, i.e., lifting the vehicle off the track.  Within this database, when ever the term 'lift' is used its meaning should be implied as a positive force.  The term 'downforce', therefore, should always be implied as negative force, i.e.,  pushing the vehicle to the road.  Sure, I could simply use - or + lift, but because a race car operates on a 2D plane it's a little pretentious going on about positive lift.  Racers know that's a bad thing, thus isolating it with its own title seems fitting.