Road Cars:
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 |
>>March GTP, '86 |
>>Nissan-Lola
810 Suzuka Developed, '85 |
>>Nissan-Lola
810, '85 |
>>Ford Probe GTP, '85 | >>Corvette-Lola 710, '85 | >>March GTP, '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 |
|
Updated 4.7.19
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.
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