2014 ZTH TTA Rd 1 all-time semi slick roadcar SIC lap record
- Thread starter Shaun
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Re: 2014 ZTH TTA Rd 1 all-time semi slick roadcar SIC lap record
Sorry I can't let toto know about or meet any of my girlfriends or girl friends. I've heard what he says about others' girlfriends/girl friends/wives/daughters/mothers/sisters/cousins. :errr:
Ya'll best hide your SOs and female friends/relatives when he's around! The guy's an animal!
Sorry I can't let toto know about or meet any of my girlfriends or girl friends. I've heard what he says about others' girlfriends/girl friends/wives/daughters/mothers/sisters/cousins. :errr:
Ya'll best hide your SOs and female friends/relatives when he's around! The guy's an animal!
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Re: 2014 ZTH TTA Rd 1 all-time semi slick roadcar SIC lap record
Yeah looks like brake failure.
The weird thing is you can lay everything out for drivers regarding brake safety; primarily proper ducting (cheap at around 2-3K) and pad compound selection, but they will still skip both critical factors and instead spend 10 - 30K on fancy brake materials and kits, and still end up destroy expensive rotors, pads, seals, fluid and have to spend multi-K more to repair.
I've seen 50K sgd repair bill after crash at T15 from brake failure. There have been >500K sgd cars written off completely (and no insurance claim, so just pure loss) after crashing from brake failure at T14. All could have been saved with 2K of custom ducting.
The Ascendant GTR at 1.8 tons, well over 900 hp, running all out, is still on the stock calipers, aftermarket iron rotors and quality pads, just with ducting and water misters, and fade is never an issue. Rock solid, consistently high mu, lock at will, all the way across 3 hotlaps, until other systems overheat and tires fade gradually.
Yeah looks like brake failure.
The weird thing is you can lay everything out for drivers regarding brake safety; primarily proper ducting (cheap at around 2-3K) and pad compound selection, but they will still skip both critical factors and instead spend 10 - 30K on fancy brake materials and kits, and still end up destroy expensive rotors, pads, seals, fluid and have to spend multi-K more to repair.
I've seen 50K sgd repair bill after crash at T15 from brake failure. There have been >500K sgd cars written off completely (and no insurance claim, so just pure loss) after crashing from brake failure at T14. All could have been saved with 2K of custom ducting.
The Ascendant GTR at 1.8 tons, well over 900 hp, running all out, is still on the stock calipers, aftermarket iron rotors and quality pads, just with ducting and water misters, and fade is never an issue. Rock solid, consistently high mu, lock at will, all the way across 3 hotlaps, until other systems overheat and tires fade gradually.
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Re: 2014 ZTH TTA Rd 1 all-time semi slick roadcar SIC lap record
Good pig.. peak laterals ~1.35 G, peak decel ~1.55 G on semi slicks.
Roughness only from pushing limits and dealing with extreme mid range torque. Car can apply a peak of over 38000 N of tractive force to the wheels, but most of the time while lapping, only 8000 - 10000 N of traction is available on these tires. This means that while lapping, only gears 5 and 6 have good chance of staying away massive power oversteer at normal throttle applications. In all gears up till 4, as long as the car's even slightly laterally loaded, there's the ability to break the tires loose instantly and with relatively small amounts of throttle. Worst advice received so far: "you should just stay in the power and let the AWD sort it out". Like it is some stock Audi TT or STI. To give an idea of the delivery is still tuned for more lower end power to help street and B-road application, and not yet fully track optimized; the ideal shift points are still below stock redline. This is rare for any track optimized vehicle.
Leaving near-limit aggression out to eliminate massive power oversteer and accepting lap times ~1 sec slower, the chassis and suspension really shine with quick rotation and high min. corner speeds in even the tightest turns despite >1800 kg weight, and the ability to soak up some significant curb strikes, and whip through the faster turns (T3 trackout speeds ~220 km/h GPS, 235 km/h speedometer).
Still worth dealing with the negatives that accompany power because Sepang is a big track and the power still nets a gain. Well over 130km/h at T15 trackout, over 215 km/h by start/finish line, over 280 km/h by T1 brake zone (over 300km/h on speedometer). Back straight not so different.
Much more to go in the areas of race spec tuneable open and closed loop traction control instead of human control at these torque levels. Also lots in aero, diffs, power. But at these stages, costs exponentially rising... much more cost effective to build a trackcar. -300 kg, stiff cage, is hard to top. Light piggy is fast piggy.
[video=youtube;EucT5UdwJv4]http://www.youtube.com/watch?v=EucT5UdwJv4[/video]
Good pig.. peak laterals ~1.35 G, peak decel ~1.55 G on semi slicks.
Roughness only from pushing limits and dealing with extreme mid range torque. Car can apply a peak of over 38000 N of tractive force to the wheels, but most of the time while lapping, only 8000 - 10000 N of traction is available on these tires. This means that while lapping, only gears 5 and 6 have good chance of staying away massive power oversteer at normal throttle applications. In all gears up till 4, as long as the car's even slightly laterally loaded, there's the ability to break the tires loose instantly and with relatively small amounts of throttle. Worst advice received so far: "you should just stay in the power and let the AWD sort it out". Like it is some stock Audi TT or STI. To give an idea of the delivery is still tuned for more lower end power to help street and B-road application, and not yet fully track optimized; the ideal shift points are still below stock redline. This is rare for any track optimized vehicle.
Leaving near-limit aggression out to eliminate massive power oversteer and accepting lap times ~1 sec slower, the chassis and suspension really shine with quick rotation and high min. corner speeds in even the tightest turns despite >1800 kg weight, and the ability to soak up some significant curb strikes, and whip through the faster turns (T3 trackout speeds ~220 km/h GPS, 235 km/h speedometer).
Still worth dealing with the negatives that accompany power because Sepang is a big track and the power still nets a gain. Well over 130km/h at T15 trackout, over 215 km/h by start/finish line, over 280 km/h by T1 brake zone (over 300km/h on speedometer). Back straight not so different.
Much more to go in the areas of race spec tuneable open and closed loop traction control instead of human control at these torque levels. Also lots in aero, diffs, power. But at these stages, costs exponentially rising... much more cost effective to build a trackcar. -300 kg, stiff cage, is hard to top. Light piggy is fast piggy.
[video=youtube;EucT5UdwJv4]http://www.youtube.com/watch?v=EucT5UdwJv4[/video]
Last edited by a moderator:
Re: 2014 ZTH TTA Rd 1 all-time semi slick roadcar SIC lap record
Good pig.. sustained laterals ~1.35 G, sustained decel ~1.60 G on semi slicks.
Roughness only from pushing limits and dealing with extreme mid range torque. Car can apply a peak of over 38000 N of tractive force to the wheels, but most of the time while lapping, only 8000 - 10000 N of traction is available on these tires. This means that while lapping, only gears 5 and 6 have good chance of staying away massive power oversteer at normal throttle applications. In all gears up till 4, as long as the car's even slightly laterally loaded, there's the ability to break the tires loose instantly and with relatively small amounts of throttle. Worst advice received so far: "you should just stay in the power and let the AWD sort it out". Like it is some stock Audi TT or STI. To give an idea of the delivery is still tuned for more lower end power to help street and B-road application, and not yet fully track optimized; the ideal shift points are still below stock redline. This is rare for any track optimized vehicle.
Leaving near-limit aggression out to eliminate massive power oversteer and accepting lap times ~1 sec slower, the chassis and suspension really shine with quick rotation and high min. corner speeds in even the tightest turns despite >1800 kg weight, and the ability to soak up some significant curb strikes, and whip through the faster turns (T3 trackout speeds ~220 km/h GPS, 235 km/h speedometer).
Still worth dealing with the negatives that accompany power because Sepang is a big track and the power still nets a gain. Well over 130km/h at T15 trackout, over 215 km/h by start/finish line, over 280 km/h by T1 brake zone (over 300km/h on speedometer). Back straight not so different.
Much more to go in the areas of race spec tuneable open and closed loop traction control instead of human control at these torque levels. Also lots in aero, diffs, power. But at these stages, costs exponentially rising... much more cost effective to build a trackcar. -300 kg, stiff cage, is hard to top. Light piggy is fast piggy.
[video=youtube;EucT5UdwJv4]http://www.youtube.com/watch?v=EucT5UdwJv4[/video]
Good pig.. sustained laterals ~1.35 G, sustained decel ~1.60 G on semi slicks.
Roughness only from pushing limits and dealing with extreme mid range torque. Car can apply a peak of over 38000 N of tractive force to the wheels, but most of the time while lapping, only 8000 - 10000 N of traction is available on these tires. This means that while lapping, only gears 5 and 6 have good chance of staying away massive power oversteer at normal throttle applications. In all gears up till 4, as long as the car's even slightly laterally loaded, there's the ability to break the tires loose instantly and with relatively small amounts of throttle. Worst advice received so far: "you should just stay in the power and let the AWD sort it out". Like it is some stock Audi TT or STI. To give an idea of the delivery is still tuned for more lower end power to help street and B-road application, and not yet fully track optimized; the ideal shift points are still below stock redline. This is rare for any track optimized vehicle.
Leaving near-limit aggression out to eliminate massive power oversteer and accepting lap times ~1 sec slower, the chassis and suspension really shine with quick rotation and high min. corner speeds in even the tightest turns despite >1800 kg weight, and the ability to soak up some significant curb strikes, and whip through the faster turns (T3 trackout speeds ~220 km/h GPS, 235 km/h speedometer).
Still worth dealing with the negatives that accompany power because Sepang is a big track and the power still nets a gain. Well over 130km/h at T15 trackout, over 215 km/h by start/finish line, over 280 km/h by T1 brake zone (over 300km/h on speedometer). Back straight not so different.
Much more to go in the areas of race spec tuneable open and closed loop traction control instead of human control at these torque levels. Also lots in aero, diffs, power. But at these stages, costs exponentially rising... much more cost effective to build a trackcar. -300 kg, stiff cage, is hard to top. Light piggy is fast piggy.
[video=youtube;EucT5UdwJv4]http://www.youtube.com/watch?v=EucT5UdwJv4[/video]
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