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Oh sure, *now* I get the Prototype to the top of the podium. Soooooo close to taking a win in all 4 classes.
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Nov 7, 2017 15:16
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STALEMATE - EMS Wins As Group A Battle Becomes "Feverish" LAGUNA SECA - EMS took their sixth win of the season in Group A this afternoon here at Laguna Seca, propelling the team back into the lead of the Group A Championship by a mere two points over second-place Flamarbol, who continued their strong showing the last three races with a second- and third-place finish. KRG, the long-time leader of the championship this season, slipped to third place in the standings, a mere five points behind first-place EMS. "We are now at a point where literally every point counts," one of the Flamarbol engineers was quoted as saying, "now, even losing a single position in one race could be what wins or loses the title." This sentiment was echoed at the other two teams embroiled in this epic battle for the title. Even at CVR, 48 points back in fourth place, is feeling the pressure, having lost some ground after the #61 Geryon lost out on a top-ten finish following a minor collision with a backmarker during the fourth hour of the race. Even leaders EMS were not immune to this; after a minor accident on Lap 155, the class-leading #57 Salope Sprint was forced to return to the garage for repairs, slotting back into the race twenty-fourth in class behind the two NEMWs. CVR also suffered an accident around the same time, giving up a lap and a couple of championship points along with it. KRG ended up eighth and ninth in class, behind the pitched battle between PADB and DttC for fifth through ninth places, with the DttCs winning that battle on pit lane, with the DttCs taking six stops to the Perun's eight apiece. Going forward, KRG is quietly confident that they might just have a fighting chance to win the championship, in spite of only winning one race so far; in the 12- and 24-hour races this season, KRG has scored 896 points to EMS' 904 and Flamarbol's 724, with the biggest gap coming in the 12-hour races, where KRG almost doubled their opponents. In Group B, EMS continued their scintillating season with the team's sixteenth win of the season, bringing the French team within 24 points of locking up the Group B Championship. KRG enjoyed a very strong race this afternoon, the two Altjezzas locking out the podium after Flamarbol suffered two costly drivetrain failures as the third hour of the race approached. The team worked frenetically in their garages to return the stricken Catalinas back to the track, replacing both halfshafts in each of the cars, returning the cars to the track after almost two hours of work, as the last classified cars overall. CVR and DttC finished just behind the two KRGs, those two teams having lost a couple of cars to accidents early on. CVR was caught up in a first-lap accident triggered by the #83 CVR Group C car running wide then back on the track, taking out the #99 Hurricane Harvey GrB and the #256 Automurdermotive as well, the former returning to the track after an hour in the garage, while the latter suffered terminal damage that forced its retirement on Lap 122. Scuderia La Moore and NEMW continued their string of good finishes as well, with the two La Moore Sports finishing sixth and seventh, while the Penobscot GTXes finished eighth and tenth, the team's best overall finish of the season, having been split by the #75 Westward MX in ninth, that team's best place of the season as well. CVR took top honours in Group C, with the #84 Geryon Colossus bringing home the chequered flag for the twelfth time this season, cutting CVR's magic number to 213 points required to seal the Championship. With the #83 CVR getting tangled up with the #8 Flamarbol as well as both Superbugs, this let the #8 Flamarbol slide into second place, the team's best finish of the year, one lap up on both La Moore F1s and both DttCs, those two teams renewing their exciting battle on-track once again here, with mere seconds between the two teams. EMS had an off-form race, finishing seventh and eighth after they struggled to find speed all weekend long. CVR won what is likely to be their last race of the season in the Prototype class, the team principal alluding that due to the increasingly dire financial situation of the Bradford-based boutique auto manufacturer, that the team would be curtailing their efforts in this class early, having wrapped up the championship at the Nurburgring a month prior. This is a serious blow to the Prototype class in general, already rumoured to be on the chopping block for the 1991 season as it is, with teams complaining that the class is just too expensive and does not have adequate tie-in with the manufacturer's roadcar lineup. All of this will be on the table at the SASC meetings in Paris next week, where the organising body is expected to reveal a reformed vision of what the series will be going forward into the 1990s. Top Fives:     Race Results:  Season Standings (click for bigger):  If you have not filled out the Automation Challenge Survey, please do...it will only take a minute of your time, and it will help us make a better, more engaging challenge, or series of challenges, going forward!
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Nov 8, 2017 03:27
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Never mind...results incoming soon!
MrChips fucked around with this message at 04:49 on Nov 9, 2017 |
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Nov 9, 2017 04:32
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STELLAR END - EMS Clenches Group B With Win At Suzuka SUZUKA CIRCUIT - A breakthrough of sorts in Group A, as KRG took a stunning 1-2 victory in the Suzuka 6 Hours this afternoon, propelling the team to the lead of the Group A Championship with only two rounds remaining. Hot on their heels, however, was Flamarbol, the #21 Catalina A taking third place in class ahead of EMS and CVR, their closest rivals in the standings. A first-lap incident caused by the #64 CVR Group B car caught the #20 Flamarbol, the#33 DttC, the #69 Hurricane, the #998 NEMW and the #47 Westward, sending all five cars to the garage for repairs and putting a serious crimp in the chances of Flamarbol to keep pace with KRG, who roared off into the lead and never looked back all day. EMS struggled at Suzuka, their cars never lapping much better than top-five all weekend, as did fourth-place CVR, whose car is more suited to high-speed circuits rather than for technical tracks such as Suzuka. Scuderia La Moore ran well, with both the 570 Brisbanellos running in the top five until the #91 retired with engine failure, leaving their teammates in the #92 to finish fourth, thirty seconds behind the remaining competitive Flamarbol. The #33 DttC ran a remarkable recovery drive, down a lap but able to bring the stricken car to a solid sixth-place finish ahead of both CVRs. PADB rounded out the top ten, fast as usual but hamstrung by their car's mandated small fuel tank. EMS clenched the Group B title in style this afternoon, taking a 1-2 finish just ahead of the two Flamarbol Catalina Bs, those two teams seemingly in another league from the rest of the class as they finished a full three laps ahead of Hurricane, the two Harvey GrBs taking their best finish of the season after an epic battle with both DttCs and the Westwards, another team that posted a season-best finish this afternoon. CVR struggled after the #64's accident, finishing the race in twelfth place behind the #89 Scuderia La Moore Sport and ahead of both NEMWs. The situation at CVR continues to deteriorate, as the Group B team arrived with a "skeleton crew" to keep the two Geryon Aristos running, and there is a very real chance that the team might end their season prematurely, as the Prototype team already has. In Group C, EMS just pipped the two CVRs to win their fifth race of the season, with the #66 Salope Superbe putting together an inspired drive to take the chequered flag after the #65 crashed out in the third hour of the race. With CVR's second and third-place finish here, the team only needs to score 110 points combined over the next two races, a feat that seems all but assured considering their strength and reliability so far this season. DttC and Flamarbol ended up in a brilliant tactical battle, with the Dutch team making the right strategy call for the race, taking seven stops to Flamarbol's eight; this ultimately proved to be the margin between the two teams. In the depleted Prototype class, EMS took their second victory in as many races, beating out the two NEMW Neponsets by a sound four laps, even as the #77 Salope Gran Vitesse ended their race in the garage with an apparent engine failure. Top Fives:     Race Results:  Season Standings (click for bigger:) 
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Nov 9, 2017 06:20
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Well this is a surprise on both ends, an unexpected victory for the Origamis in GrA but both Altjezzas retiring in GrB is disapointing. I fully expect to get murdered at Fuji so Bathurst is going to be interesting.
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Nov 9, 2017 08:16
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DIE TUFFEST - DttC Wins Two As CVR Clenches Group C At Gloomy Fuji OYAMA - DttC took the top step of the podium in Group A today at the Fuji 12 Hours after a challenging race that saw their teammates in the #33 GrA struggle with both a serious mechanical failure and a major accident, leaving the #34 to fend off the rest of the field on its own. In fact, all of the top five teams lost their second car to accident or failure, making for the most diverse podium of the season, with seven teams finishing in the top seven spots. With no team in the top five scoring a decisive result, the championship moves into the finale at Bathurst with KRG holding a three-point lead over Flamarbol, and CVR and EMS tied for points (but EMS holding the tiebreaker on their race wins) not far behind. On the topic of the French team, they had a race they would sooner forget about, with both Salope Sprints ending the race in the garage with engine failures in 22nd and 24th place in class, dropping them out of the class lead and into the aforementioned tie with CVR. Second-place Flamarbol's hopes of a strong finish were dashed by a first-lap accident after getting caught up with the #995 NEMW and the #28 LATOY, who tangled in the first corner and left the #20 Catalina A with nowhere to go. KRG too had their hopes dashed by an accident, with the #86 Origami crashing in the third hour, leaving the #87 to finish well ahead in third place. PADB, CVR and La Moore all suffered similar fates, with one car each running a clean, trouble-free race while the other was fraught with problems. This weakness among the frontrunners allowed Westward to finish seventh in class, their best finish of the season, and for FISH to ring up their third top-ten finish of the season. Needless to say, the stage is set for a dramatic finale in Group A. DttC made it two for two in Group B, winning their first race of the season in the class in style with a 1-2 finish after both EMS Salope Cyclones experienced difficulties during the race, with the #81 crashing on the first lap (in a separate incident to the NEMW-LATOY crash), and the #80 retiring from the class lead with engine failure in the last hour of the race. Flamarbol ended up third after an engine failure in the #12 Catalina and a minor drivetrain failure in the #11 robbed the of the class lead very late in the race. In spite of their failure, the #11 still finished two laps ahead of fourth- and fifth-place CVR, who have opted to finish the season out in Group B. La Moore and KRG fought arguably what turned out to be the battle of the race, swapping places back and forth several times until the #96 Altjezza ground to a halt with an engine failure, leaving the #97 to split the La Moore Sports. Hurricane notched up their second top-ten finish in a row, finishing two laps ahead of the tenth-place NEMW Penobscot. EMS took top honours in Group C, making life difficult for championship leaders CVR, who were able to lock up the championship in Group C with a third- and fourth-place finish, just seconds behind the Salope Superbes. Flamarbol and DttC ran a clean, fair race with one another, though the rather dull, dreary weather took away from the excellent tactical battle we've seen between the two teams in the last few races. The first lap accident denied NEMW a double top-ten finish in the class, with Scuderia La Moore taking tenth after a challenging weekend, the team struggling to find pace in the cool weather. Top Fives:     Race Results:  Season Standings (click for bigger): 
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Nov 10, 2017 02:21
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I fully expect at least one kangaroo initiated crash in the finale 
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Nov 10, 2017 02:53
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For the UE version, how will we calculate fuel burn?
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Nov 10, 2017 04:13
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Danny Glands posted:For the UE version, how will we calculate fuel burn? Working on that.
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Nov 10, 2017 04:18
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OUT WITH A BANG - DttC, La Moore Win as KRG Clenches Hotly Contested Group A BATHURST - After nineteen exciting races full of drama and intrigue, the SASC 1990 season closed out at the historic Mount Panorama Circuit today, and it did not let down the estimated 100,000 spectators on hand for the finale, many of them decked out in the colours of local favourites Flamarbol and Scuderia La Moore. In the end, La Moore delighted their supporters as the #91 570 Brisbanello took the chequered flag in Group A, just thirty seconds up on the two DttCs. After taking the flag, the #91 car celebrated their victory in the traditional Australian style by incinerating their tires in a lurid series of burnouts and donuts, rolling into the paddock on just the rims after the driver made his way up and back down the mountain one last time. Flamarbol followed in fourth place, after what is already being called one of the greatest drives in the history of the SASC. After the retirement of the #21 Catalina A shortly after midnight, the team realised that the #20 had to push for a class win in order to have any hope of winning the Group A title. The team responded with a supernatural effort, turning lap after incredible lap, running consistently faster than just about every car in the class. Unfortunately, it was all in vain as the Catalina struggled to preserve its tires in the sweltering late spring heat, an issue that many teams struggled with today as cars blistered tires and lost precious time with tire changes and accidents alike. Meanwhile two KRG Origamis, reliable to a fault, cruised to an easy eighth and ninth place finish, giving them enough points to take the Group A title by a healthy 59 points over Flamarbol. EMS, coming into this round in a virtual tie with CVR, found themselves quick but hard on their tires as well, something that prevented the team from making a case for winning both the race and the title. CVR's hopes were dashed late in the race following an electrical failure and an accident involving the #61 Geryon, taking that car out of contention and locking the British manufacturer into their fourth-place spot in the standings. The news continued to get worse for CVR, as the manufacturer officially slipped into receivership during the nineteenth hour of the race, the small but plucky company shuttered after 43 years. It was only with a considerable amount of begging and pleading, and in fact an overture made by SASC organisers, that the team avoided being withdrawn from the race as the receiver showed up to the track to seize the assets of the racing team. EMS topped the charts one last time in Group B, marking the 18th win for the Salope Cyclone in what has proven to be a storybook debut for the French manufacturer, seeing out their opposition from more experienced and often far better-funded teams with ease. Flamarbol rounded out the podium in the class, the team having recovered from an iffy first half of the season to end up fifth overall in the standings, and also bearing the distinction of being the only team that could consistently compete with EMS on a race-to-race basis in the second half. Hurricane continued their string of top-ten finishes, as did Westward, the latter half of the season looking very good indeed for those two teams, and showing considerable promise going into 1991. CVR managed to pull together a fourth-place finish today, both Geryon Aristos carrying "SOD OFF MRS. THATCHER" decals like the rest of their stablemates in Group A and C, cementing their second-place finish in the standings in what proved to be a season that far exceeded even the team's expectations. As much as chaos seemed to reign in the lower classes of the race, it was even more of a factor in both the Group C and Prototype classes. Both NEMW Nepsonset prototypes crashed avoiding a kangaroo that had made its way onto the course, retiring the #992 and sending the #993 to the garage for some impromptu bodywork. The EMSes ran out to an early lead, but technical problems and accidents ultimately retired the #77 car and forced the #78 to finish their race in the garage, watching not only the #993 cruise on by to win the Prototype class, but also witness the #55 DttC take the overall victory of the race, marking only the second time in SASC history that a non-prototype car did not win a race overall, the first time being at the 1989 Fuji 12 Hours when Victorian Hooray won outright in a chaotic, rain-soaked finale. On this note, the 1990 SASC season ends on an exciting note, with the series more competitive than ever before, and in a definite upswing, the optimism that seems to be permeating the world following the events of this year felt in the paddock and the teams that have driven this series to great heights, and will hopefully cement the SASC as the premier motorsports series in the world going well into the 1990s. Top Fives:     Race Results:  Final Standings (click for bigger): 
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Nov 11, 2017 04:14
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Congratulations to all the winners! MrChips thank you so much for running another fantastic season!
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Nov 11, 2017 04:22
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HOLY poo poo MY CAR WON BATHURST! 10/10 WOULD SASC AGAIN. Also thanks Mr Chips for running the season, it was awesome!
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Nov 11, 2017 13:44
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And it's in the bag  . Slow and steady does win the race (sometimes).Thanks Mr Chips for the racing, it was awesome, as always.
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Nov 11, 2017 13:49
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Motorsport International posted:
Dance Officer fucked around with this message at 18:46 on Nov 11, 2017 |
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Nov 11, 2017 16:24
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Congratulations to everyone, and awesome, awesome season by MrChimps! As for my entrants... Penthouse magazine posted:Autosport tycoon goes underground
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Nov 11, 2017 19:49
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I'm glad everyone enjoyed this series - it was a lot more work this time around, but I think the results were worth the effort. Next week, I will be posting some statistics about the series, as well as a wrap on each class, just like last time where each car got a design and technical showcase. Also, I will be making an announcement regarding the next SASC challenge at some point as well.
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Nov 11, 2017 20:44
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I'm hoping that the Unreal engine version of this game will be valid for the next challenge.
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Nov 12, 2017 01:39
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Whew. Holy cow, Group A went down to the wire. With the benefit of hindsight I did a lot of things wrong but ... not everything, and I'm pretty pleased with how close I came in as many classes as I did. I'll do a press release tomorrow.
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Nov 12, 2017 03:36
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Autosport Weekly posted:Jean-Luc Ledgédale, CEO of the Vélizy-Villacoublay, France based Equipe Mardre Sports was in a celebratory mood when we caught up to him after the final race at Bathurst.
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Nov 13, 2017 02:14
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SASC-90 Group A Showcase https://i.imgur.com/62F9RKr.gifv 14th Place: NEMW Penobscot TC (Kilonum) Best Finish: #998, 13th at the Le Mans 24 Hours Top Tens: 0 Wins: 0 Retirements: 7 The NEMW Penobscot TC showed a lot of potential in its design, but it was held back by being relatively overweight at 1266 kilograms and being somewhat underpowered as well. Though the 3311cc inline-6 exceeded class averages in many key metrics - it was just a little too small to be able to sit in the sweet spot of size, weight and efficiency, and was well below the class average for reliability. https://i.imgur.com/EFKBC3U.gifv 13th Place: Muira Puama Stinger (Pursesnatcher) Best Finish: #100, 13th at the Nurburgring 24 Hours Top Tens: 0 Wins: 0 Retirements: 2 The Stinger was one of the three so-called "featherweights" in the class, weighing in at only 739 kilograms. The 3262cc V6 in the Stinger was lightweight and compact, beating a few of the class averages, but its single-overhead cam, two valves-per-cylinder head held the engine back in terms of efficiency and output. That said, even being down on power compared to the rest of the class, it was kind of irrelevant as the car still had a very competitve power-to-weight ratio. https://i.imgur.com/mjy5cFw.gifv 12th Place: FISH Loes (simplefish) Best Finish: #2, 9th at the Le Mans 24 Hours Top Tens: 3 Wins: 0 Retirements: 8 The SASC-89 Group A champion decided to take a very unorthodox approach to the 1990 season, with a featherweight chassis combined with the only rear-engine car in the entire series, a very small 2306cc V8 which was the lightest, most compact and most power-dense engine in the class, and even had a fair bit of power growth available for subsequent revisions in-season. Where the Loes went wrong was with its suspension tuning and below-average reliability - with some tweaks to both, this car would likely have been a strong contender to defend FISH's class title. https://i.imgur.com/QeGKHAZ.gifv 11th Place: LATOY TM2000-90 (Triple A) Best Finish: #18, 12th at the Le Mans 24 Hours Top Tens: 0 Wins: 0 Retirements: 4 The LATOY entry was an updated version of its 1989 effort, with a thorough going-over of its suspension and aero tuning, as well as the addition of forced induction on its 2693cc inline-6 engine; the only turbocharged engine in Group A. While this did help bring the TM2000 well up in the engine metrics, the car's relatively primitive suspension and blocky aerodynamics held it back considerably, though its very high reliability did help the car take much higher places in the longer races when its competitors failed to finish. https://i.imgur.com/tdZfCz2.gifv 10th Place: Westward MX Type S (Danny Glands) Best Finish: #48, 7th at the 12 Hours of Fuji Top Tens: 3 Wins: 0 Retirements: 6 The MX Type S was one of the most-improved entries over the season, going from back of the pack in the first testing sessions to solidly midfield by the end of the season, so well done! Looking at the chassis and engine metrics, you will find that there is nothing particularly exceptional about the MX Type S; it was just a solidly built and tuned midfield entry, though its slightly below-average engine reliability did let it down from time to time. Either way, it was a good effort from one of our new entrants, and bodes well for challenges going forward. https://i.imgur.com/YQX900K.gifv 9th Place: Automurdermotive Bad Monkey (Boksi) Best Finish: #128, 9th at the Nurburgring 24 Hours Top Tens: 2 Wins: 0 Retirements: 3 The Bad Monkey is the third and final featherweight entry in Group A, coming in at a paltry 680 kilograms, barely more than half the weight of the class-heavyweight NEMW. With the smallest engine in the class, a 2199cc V8, the Bad Monkey actually had the best power-to-weight ratio of any car in the class, allowing it to accelerate out of corners with the very best of the class. However, its front-wheel drive layout was a detriment, and the lack of horsepower meant that the car struggled on the high-speed circuits of the series. https://i.imgur.com/MVWiPUi.gifv 8th Place: Hurricane Harvey GrA (wargames) Best Finish: #69, 11th at the Bathurst 24 Hours Top Tens: 0 Wins: 0 Retirements: 2 The Harvey was a bit of an unusual design, in that it prioritized handling and aerodynamic downforce over pretty much everything else, and combined it with extreme reliability too; its engine was the most reliable in the class by a fairly large margin. This allowed the Harvey to score well on the more technical tracks, while struggling at the high-speed circuits in terms of straight-line speed. The entry's very good reliability allowed it to score points where its faster competitors did not following their retirements, which helped propel the Harvey GrA to a solid midfield finish. https://i.imgur.com/eecdpW4.gifv 7th Place: Scuderia La Moore 570 Brisbanello (Chiwie) Best Finish: #91, 1st at the Bathurst 24 Hours Top Tens: 22 Wins: 3 Retirements: 9 Scuderia La Moore combined one of the largest and most powerful engines in class with excellent suspension and aero tuning by mekilljoydammit to produce a very fast, if unreliable, entry. With the highest straight-line speed of any of the Group A entries, the 570 Brisbanello was always a threat to win on the high-speed circuits, let down only by the entry's below-average engine reliability, chalking up nine retirements on the season. https://i.imgur.com/Znv0WWJ.gifv 6th Place: People's Automotive Design Bureau Perun (Zeppelin Insanity) Best Finish: #15, 1st at the Sebring 12 Hours Top Tens: 26 Wins: 1 Retirements: 2 The People's Automotive Design Bureau arrived with an oddity of a car, sprouting wings and lips in places where there usually shouldn't be any. However, all jokes were cast away when the competition learned that the Perun's 6107cc V8 produced a class-leading 420 horsepower, far ahead of any of the other entries in the class. Combined with average reliability, this allowed the Perun to be a constant threat to win or podium in any race, though its rules-mandated fuel tank size likely took two or even three wins away from the team in the end. https://i.imgur.com/tzhsljl.gifv 5th Place: DttC GrA (Dance Officer) Best Finish: #33, 1st at the Daytona 24 Hours Top Tens: 28 Wins: 2 Retirements: 5 Another new face in the SASC championship, DttC made a strong statement in their first-ever race, taking the Daytona 24 Hours in decisive fashion. Their engine was compact and efficient, producing 375 horsepower, and was wrapped up in a lightweight and aerodynamically efficient mid-engine chassis, able to take full advantage of the power of their excellent engine. The GrA's slightly above average reliability helped it finish in the longer races, but bad luck with accidents took one or both cars out of some very key races at the worst possible time. Their strength bodes well for future seasons of racing, and they will likely be a force to be reckoned with for a long time to come. https://i.imgur.com/CGerQ7K.gifv 4th Place: CVR Geryon (MrChips) Best Finish: #61, 1st at the Le Mans 24 Hours Top Tens: 32 Wins: 1 Retirements: 3 The CVR Geryon is, on paper, a combination of very bad ideas, with its enormous pushrod V8 engine, front-wheel drive layout and rear drum brakes. However, looking deeper will reveal that there is method to the madness; the big engine was extremely reliable and produced a huge amount of torque over a wide rev range, while the longitudinal layout of the engine actually made the Geryon a front-mid-engine car, and the drum brakes helped even out the weight distribution and brake balance. Taken together with the car's aerodynamically efficient body, the Geryon was one of the most competitive cars on the high-speed circuits, even if it did leave a lot of performance on the table on the slower circuits. Excellent reliability meant that the Geryon finished well in the critical 12- and 24-hour races, though a few miscues did ultimately hurt the team in the end. https://i.imgur.com/gasMM58.gifv 3rd Place: EMS Salope Sprint (mekilljoydammit) Best Finish: #57, 1st at the Nurburgring 24 Hours Top Tens: 23 Wins: 6 Retirements: 7 The Salope Sprint was the winningest car in Group A, with six victories overall, but tellingly only one win in a 24-hour race. Initially powered by a small, flatplane V8, the Salope Sprint was lightweight, powerful and fast, but with reliability far below average, robbing the car of victories in the longer races. at the mid-point of the season, EMS revised the entry with a large-displacement V6 producing 405 horsepower and improving the car's reliability to slightly below average, but the team had a considerable amount of ground in the first half, and a crucial stumble at Fuji saw the teams title chances crumble. Still, it was an impressive debut season nonetheless. https://i.imgur.com/o3RJyiv.gifv 2nd Place: Flamarbol Catalina A (slothrop) Best Finish: #20, 1st at the Estoril 6 Hours Top Tens: 28 Wins: 5 Retirements: 9 The Catalina A was very nearly the class winner this season, the only thing holding it back being the class-leading nine retirements, many of which were at the critical double and quadruple point races. A powerful, compact V6 with good efficiency combined with one of the lightest cars in the class (only KRG and the three featherweights were lighter) meant that the Catalina A was a threat to place well or win in every race it entered...and with its below-average reliability, a threat to retire as well. That the Catalina was competitive right to the very last race is a testament to how well designed and set-up the car was, in spite of its nagging reliability issues. https://i.imgur.com/JXcHUF4.gifv 1st Place: KRG Origami (Kafouille) Best Finish: #86, 1st at the 6 Hours of Jerez Top Tens: 33 Wins: 2 Retirements: 2 The KRG Origami was not the fastest, most powerful or even the best handling car in Group A; what it was, however, was the best all-around combination of all those traits, with a good dose of reliability mixed in. The car combined light weight with an engine right around average in every metric (save for reliability, where it was one of the best) with a very low-drag body and an aerodynamic setup that favoured mid- to high-speed cornering, as evidenced by the car's two wins at Jerez and Suzuka, two of the most technical tracks in the series. Consistently good finishes propelled the team to the top of the standings, with more top ten finishes and fewer retirements than any of its competitors. A truly worthy champion if there ever was one, well done! Group A Driver Championship:  Class Distance Covered:  Class Stats: Average Weight: 984.5 kilograms Average Power: 348.6 horsepower Power/Weight Ratio (horsepower/tonne) Average: 358.33 High: 414.71 (Automurdermotive Bad Monkey) Low: 264.61 (NEMW Penobscot TC) Engine Reliability Average: 43.0 High: 61.5 (Hurricane Harvey GrA) Low: 27.2 (NEMW Penobscot TC) Engine Specific Output (horsepower/liter) Average: 90.36 High: 128.24 (Automurdermotive Bad Monkey) Low: 57.52 (CVR Geryon) MrChips fucked around with this message at 12:13 on Nov 14, 2017 |
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Nov 14, 2017 02:52
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Fun fact about the Sprint's V6 - it literally only fits into the engine bay with ITBs, any other intake system and it's too big. With other intakes, the biggest V6 that fit into the chassis was around 5L, not 6L. Granted, with extra QP from not fitting ITBs, the 5L was about as powerful, but the bigger version made me laugh so in it went. I have a strong suspicion that I was also on the downforce-heavy side of things - I think the top speed on the Sprint was restricted to 260kph or something? (I did everything in metric for ease of fuel calculations) Actually, all of my entries ended up really downforce heavy - I think the rear wing slider on everything but the Sprint was drat near maxed out. I tried trimming the prototype out for the second week, but it lost what edge it did have. Also, woooooo, driver's championship. 
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Nov 14, 2017 03:25
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The V6 in the Origami is way down on power for 2 reasons, it's bore size is quite constrained by the transverse mounting in a small car, and my reliability goals meant I couldn't go for a long stroke, so it has to use quite high cam settings to make power. With reliability around 40 is could have made 400hp but I deemed it not worth it. I fiddled with the aero quite a bit to get it to be balanced in high speed cornering, but in the end the lack of power meant I had to settle for preventing lift more than any real downforce. In the end I went for a car that could compete in any track somewhat credibly, and could finish consistently. I was quite lucky to see it pay out that way
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Nov 14, 2017 03:39
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... yeah, I think maybe the Cyclone (GrB car) ended up with a reliability close to 40, but nothing else.
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Nov 14, 2017 03:42
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SASC-90 Group B Showcase https://i.imgur.com/i3S6roE.gifv 11th Place: Muira Puama Potency (Pursesnatcher) Best Finish: #102, 9th at the Nurburgring 24 Hours Top Tens: 1 Wins: 0 Retirements: 5 The Muira Puama Potency was the only featherweight in Group B, weighing in at a mere 879 kilograms. While it used a common engine family with the Stinger, the Potency was upped to just under four litres, and fitted with turbochargers. The engine was not particularly fond of the increased stroke and cylinder pressures; as such its reliability was far below average in class, and while being far below the average weight the lowest power level meant the car suffered on the high-speed circuits. The designer of this entry opted to compensate for the lack of reliability by adding in more cooling than the minimum, which further exacerbated the straight-line speed problem, but brought the car more or less in line with the rest of the class for overall reliability. This entry also had a ton of growth potential in terms of power left in the engine; one has to wonder just how high they could have run if it was brought to that level... https://i.imgur.com/TqYniGp.gifv 10th Place: Westward MX Type R (Danny Glands) Best Finish: #74, 9th at the Suzuka 6 Hours Top Tens: 5 Wins: 0 Retirements: 10 Westward brought an uprated version of the MX to compete in Group B, and like its sibling in Group A, the Type R was one of the most improved entries in the class from the beginning of testing to the end of the season. The Q-series engine retained a common bore and stroke with its Group A counterpart, but was fitted with forced induction to bring the power level up to the levels required for Group B. This did not suit the engine particularly well, and while the MX Type R was often competitive in the midfield, especially after Westward revised it, its below average reliability retired the car more often than any other entry in the class. https://i.imgur.com/JoxXswc.gifv 9th Place: Automurdermotive Hinn (Boksi) Best Finish: #257, 11th at the Daytona 24 Hours Top Tens: 0 Wins: 0 Retirements: 3 The Hinn combined the incredibly small and lightweight engine from Automurdermotive's Group A entry with turbocharging to produce an engine with incredibly high specific output, making the car the second-lightest entry in class, and did so incredibly with slightly above average reliability. However, this constrained the team to a maximum power output that was a fair bit below average, and resulted in a car with only an average power-to-weight ratio. The heavily turbocharged engine imposed significant driveability penalties on the car as well, suffering in the wet races more than any other car in class. The chassis setup was reasonably good, but the lack of power put the car at a disadvantage on the high-speed circuits. https://i.imgur.com/mP6Estn.gifv 8th Place: NEMW Penobscot GTX (Kilonum) Best Finish: #997, 4th at the Nurburgring 24 Hours Top Tens: 9 Wins: 0 Retirements: 8 Probably the most vividly painted car in the entire championship, the NEMW Penobscot GTX combined one of NEMW's famous large-displacement V8s with the midsize Penobscot sedan to produce a formidable car in Group B. The only major downfall of the Penobscot GTX was its enormous weight and crippling lack of reliability, as it most certainly had the pace to finish in the top ten regularly, something the team acheived in the latter half of the season fairly regularly. With a more reliable engine and less weight, this could easily have been a top-five entry, if not better. https://i.imgur.com/ni1DY7g.gifv 7th Place: Hurricane Harvey GrB Best Finish: #98, 5th at the Suzuka 6 Hours Top Tens: 16 Wins: 0 Retirements: 3 Sharing a chassis with the Harvey GrA, the Harvey GrB ran a very similar philosophy to its little sibling; reliable engine, with a high-downforce aero setup and a high priority on driveability. While the Harvey GrB lacked the top speed of its counterparts, it was more than able to keep up through the corners and excelled on the more technical tracks of the series. The car also proved to be much less of a handful in the rain than just about every other car in class as well, with the results to back it up. Consistent performance with a low number of retirements helped propel the team to sixteen top-ten finishes on the season. https://i.imgur.com/JhJFoa0.gifv 6th Place: Scuderia La Moore Sport (Chiwie) Best Finish: #89, 4th at the Le Mans 24 Hours Top Tens: 22 Wins: 0 Retirements: 5 The La Moore Sport was one of the larger and heavier entries in Group B, and with the horsepower produced only characterised as being average, it suffered somewhat in terms of power to weight ratio. That said, it benefited from careful suspension and aero tuning by mekilljoydammit, taking a car that should have been well back in the pack and transforming it into a thoroughly midfield entry, able to keep pace with most of the pack and occasionally capitalise on the lack of reliability of its faster competitors. Its small, high-revving V12 engine produced reasonably good power for its size and displacement, but the engine essentially reached its potential in naturally-aspirated form in this engine variant. https://i.imgur.com/4alnJ7u.gifv 5th Place: Flamarbol Catalina B (slothrop) Best Finish: #11, 1st at the Brands Hatch 12 Hours Top Tens: 25 Wins: 1 Retirements: 4 The Catalina B was unquestionably in another league compared to everyone save EMS in terms of speed; Flamarbol was the only team that could routinely challenge EMS for race wins on any track, and did so often. Careful attention to weight, along with a turbocharged version of the Korben D V6 common to all Catalina race cars gave the Catalina B the best power-to-weight ratio in class, and one of the highest top speeds as well. Where the Catalina B suffered was with reliability; the below-average reliability of the Catalina B's engine retired the car at the worst possible times, and the team finished many races in the garage, having completed enough laps to classify, but often at or near the rear of the pack. This was remedied somewhat in the latter half of the season, where the team mounted an incredible charge up the rankings, but it was unfortunately not enough to make up for all the ground lost in the first half. https://i.imgur.com/fA0ID1W.gifv 4th Place: KRG Altjezza (Kafouille) Best Finish: #97, 2nd at the 6 Hours of Laguna Seca Top Tens: 29 Wins: 0 Retirements: 4 The KRG Altjezza could not have been more opposite to the delicate, almost dainty Origami that took the Group A crown. Large, brutish and imposing in its bright orange paint, the Altjezza combined power - the big V8 was only a handful of horsepower off the best in class - with slightly above average reliability and clever suspension tuning to produce a suprisingly nimble and adept race car, in spite of its rather high weight and less than ideal aerodynamic form. The Altjezza was really on the cusp of transforming from a good to a truly great race car this season, and no doubt the folks at KRG will be working hard to put their bright orange machine on the top step of the podium for 1991. https://i.imgur.com/PrPdirL.gifv 3rd Place: DttC GrB (Dance Officer) Best Finish: #44, 1st at the Fuji 12 Hours Top Tens: 33 Wins: 1 Retirements: 3 The DttC GrB is a sibling to the GrA, sharing a common engine family and chassis between them, as is often the case in the SASC championship. Sharing the same 4712cc displacement as in the GrA, the GrB engine is reworked extensively to bring the power level to just below the class average, a deliberate decision to maximise the GrB's reliability. Additionally, the team opted to keep some headroom between their official fuel burn and the class maximum, helping the team stay on the track and out of the pits. The light weight and relatively docile handling of the GrB also helped tire wear, with the GrB often needing to make one or two stops less than their rivals over the course of a six-hour race. Only a run of exceptionally bad luck held the team back from second place in the Group B rankings, and the GrB will no doubt provide the basis for a strong entry going into the future. https://i.imgur.com/zn21L2f.gifv 2nd Place: CVR Geryon Aristo (MrChips) Best Finish: #64, 2nd at the Le Mans 24 Hours Top Tens: 29 Wins: 0 Retirements: 3 The CVR Geryon Aristo shares a common chassis and engine family with the Group A and C Geryons, but it could not be more different from the Group A Geryon, with a more conventional rear-wheel drive layout and a suspension and aero tune emphasising handling over top-end speed. With a lightly turbocharged, bored and stroked version of the Typhon V8, the Geryon Aristo boasted class-leading horsepower and reliability, which it needed on account of the car's rather enormous weight. Good handling allowed the car to stay close at the more technical tracks, while the top-end speed proved to be high enough that the car could more or less keep up even on the fastest tracks. The reliability and handling of the Geryon allowed it to consistently finish in the top five, much to the surprise of CVR, who had very low expectations for the Geryon Aristo going into the season. In fact, the Geryon Aristos combined to cover more distance than any team in the entire series, a testament to their speed and reliability. https://i.imgur.com/fgkOEwR.gifv 1st Place: EMS Salope Cyclone (mekilljoydammit) Best Finish: #80, 1st at the Daytona 24 Hours Top Tens: 31 Wins: 18 Retirements: 3 The EMS Salope Cyclone dominated Group B like no car has ever dominated before, taking a mind-boggling eighteen wins on the season, starting strong at Daytona and never once looking back. The Salope Cyclone was the total package; excellent power, low weight, good aero and chassis tuning and just enough reliability to keep the car on track. At no point did any team, save for Flamarbol, even come close to challenging the Salope Cyclone in terms of outright pace; they put together a truly stunning performance. the likes of which will be talked about for years to come. Group B Driver's Championship:  Group B Distance Covered:  Class Stats: Average Weight: 1125.2 kilograms Average Power: 511.5 horsepower Power/Weight Ratio (horsepower/tonne) Average: 455.29 High: 518.80 (Flamarbol Catalina B) Low: 394.27 (Hurricane Harvey GrB) Engine Reliability Average: 40.0 High: 53.6 (CVR Geryon Aristo) Low: 25.6 (Muira Puama Potency) Engine Specific Output (horsepower/liter) Average: 118.28 High: 194.18 (Automurdermotive Hinn) Low: 82.61 (CVR Geryon Aristo) MrChips fucked around with this message at 03:15 on Nov 16, 2017 |
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Nov 15, 2017 01:04
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Huh, just realized slothrop and I had the same basic idea.
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Nov 15, 2017 01:30
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The KRG Atljezza was a last minute entry, KRG as a whole in this championship was meant to use bodies from the lineup of an upstream manufacturer, so I wanted to have a sedan racing in GrB. since a sedan body meant poor aero and weight, I aimed for the smallest body and shoved the largest V8 I could into it. The chassis tuning was remarkably straightforward compared to the Origamis but I compromised on reliability in the engine and paid for it. The car was mostly a first draft with no time for further development, it probably has some potential still in it.
Kafouille fucked around with this message at 09:59 on Nov 15, 2017 |
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Nov 15, 2017 09:46
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Uhh... The GrB engine wasn't turbocharged, just plain old NA. I started my lineup with the group A car. I wanted it to be light, high bhp/tonne and fuel efficient. I picked the chassis half the field used, and dropped in the biggest aluminium crossplane V8 I could fit. Most of the rest is pretty standard fare IMO; 5 DOHC(you can't VVL), Multi Point EFI racing settings, tubular exhaust and leftover production units thrown into compression and the fuel injection. I was happy enough with the result that I set about adapting it to Group B standards. The GrB engine differed from the GrA version in the higher rev limit and the extra production units into quality points for even more compression and the fuel injection system, and the internals to keep the engine from destroying itself. This allowed me to add compression and a more aggressive cam profile. I thought from the get-go that the result was pretty underpowered, but nothing larger would fit the chassis and experiments with turbo charging consistently saw slower laptimes(and much worse fuel economy), so I rolled with what I had. The chassis is mostly unchanged between the GrA and GrB variants. The GrB could afford the PU for the lighter AHS steel body, the GrA had to do with plain steel. They used the same layout, pushrod suspension in the front and back, same spoiler, etc. Outside of that, the GrB had the wider tyres the rules allowed for, a different suspension tune and some quality points thrown into the gearbox and aero, and that's pretty much it.
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Nov 15, 2017 12:00
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drat, I knew my lack of free time would burn me. My GrB and GrC entrants were submitted in very much a half finished state and remained that way for the first two thirds of the season. I got much better reliability and speed when I was able to work on them! Oh well, next season!
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Nov 15, 2017 12:08
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You and me both, slothrop (except your entries did quite a lot better than mine :P). Now if I'd only had more time to tune the Muira Puamas... but this just gets me even more pumped for next season. Also, hot drat, the Stinger came in 3rd for distance covered?
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Nov 16, 2017 00:14
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Dance Officer posted:Uhh... The GrB engine wasn't turbocharged, just plain old NA. Whoops...I was apparently on cruise control when I wrote that...fixed now!
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Nov 16, 2017 03:14
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SASC-90 Group C Showcase https://i.imgur.com/Gi4vGrw.gifv 8th Place: NEMW Kancamagus GTO (Kilonum) Best Finish: #995, 2nd at the 6 Hours of Jerez Top Tens: 24 Wins: 0 Retirements: 12 The Kancamagus GTO was a reasonably fast car, able to keep up with the midfield very easily, but it was hamstrung a little by its weight and below average reliability from it's highly-stressed, 7011cc V8; in areas other than reliability, the engine performed admirably, with good power and economy, it just lacked the reliability it needed to be competitive, especially in the longer races - the Kancamagus only finished two out of eight starts in the 24-hour races and four out of eight in the 12-hour races. This car was also optimised almost exclusively for high-speed circuits, with one of the highest top speeds in the class. https://i.imgur.com/H3g6HX1.gifv 7th Place: Speedster Superbug (Pursesnatcher) Best Finish: #104, 7th at the Daytona 24 Hours Top Tens: 7 Wins: 0 Retirements: 10 The Speedster Superbug was the most-improved car in the entire challenge - at first, it was absolutely hopeless as an entry, being slower than a goodly portion of the Group A cars, but after a huge update in the mid-season break that saw the addition of turbocharging and all-wheel drive saw the car shoot up from the back of the pack to suddenly a midfield contender, and with some more improvement could easily have challenged the frontrunners for wins. This car, being as small as it is, did not incur the same weight penalties that the other all-wheel drive entries did, coming in below the class average for weight, and while it was down on power it was able to make good use of what it had. https://i.imgur.com/VUhCXgh.gifv 6th Place: EMS Salope Superbe (mekilljoydammit) Best Finish: #66, 1st at the Sebring 12 Hours Top Tens: 21 Wins: 6 Retirements: 13 The EMS Salope Superbe was the ultimate version of the Salope family, running a very highly-stressed version of the MFV engine in the company's lightweight, mid-engine chassis. While this engine had the highest specific output in the class, it was also down on reliability, and the decision to stick with rear-wheel drive did mean the car was a handful to drive in a lot of situations. With regard to reliability, the Superbe holds the dubious honour of the most retirements of any entry in any class this season, with the entries finishing only 68% of their starts, retiring in six of eight 24-hour race starts and in four of eight 12-hour race starts. With better reliability, the Superbe would undoubtedly taken the Group C crown. https://i.imgur.com/vRtmRrl.gifv 5th Place: Flamarbol Catalina C (slothrop) Best Finish: #7, 2nd at the 6 Hours of Laguna Seca Top Tens: 28 Wins: 0 Retirements: 9 The Catalina C was similar in many respects to the Salope Superbe, in that the team opted to stick with rear-wheel drive in the face of a large number of all-wheel drive opponents. This did largely pay off, in that the Catalina C had the best power to weight ratio in the class, and was still largely able to put the power down to the track, even if it meant the car was a handful to drive in adverse conditions. Below average reliability in the first half of the season hurt the team, but a mid-season update brought them to just on the low side of average, which allowed the team to rack up a number of good finishes to move up the standings in the latter half. https://i.imgur.com/Az1xCFp.gifv 4th Place: LATOY RM2000-90 (Triple A) Best Finish: #27, 6th at the Le Mans 24 Hours Top Tens: 14 Wins: 0 Retirements: 1 Proof positive of the old endurance racing adage "to finish first, first you must finish...", the LATOY RM2000-90 took the Finnish team's solid, reliable RM2000 from the 1989 season and updated the suspension and engine, seeing the V12 gain a brace of turbochargers to take power output over 700 horsepower. While the RM2000-90 was frequently the slowest entry in Group C, it was by far the most reliable entry in the entire field, retiring only once over the entire season, the best record of any team in any class. Primitive suspension, along with a heavy, blocky body that just could not accommodate large enough front tires meant that the car was always going to be compromised in terms of handling, so it was decided to make it as fast as possible for the high-speed circuits almost exclusively, a strategy that worked reasonably well. https://i.imgur.com/LgXgfnO.gifv 3rd Place: Scuderia La Moore F1 (Chiwie) Best Finish: #90, 3rd at the Daytona 24 Hours Top Tens: 32 Wins: 0 Retirements: 3 Reasonably fast, with good handling and above-average reliability, the La Moore F1 was able to post consistently good results that it was able to finish in third overall. The F1 was held back by its weight more than anything else, and a couple of late engine failures that saw one of the two cars finishing parked squandered a few otherwise very good results. The relatively low number of retirements also helped the F1 as well, the team covering more distance than any one else in the class when all was said and done. About the only thing that would have taken the F1 from being a good entry to a great entry would be more power, to at least bring the power to weight ratio up to class averages. https://i.imgur.com/Xmc3BqZ.gifv 2nd Place: DttC GrC (Dance Officer) Best Finish: #55, 1st at the Nurburgring 24 Hours Top Tens: 34 Wins: 2 Retirements: 5 The DttC GrC followed a very different formula to their Group A and B entries, taking the largest V12 engine the team could find, and stuffing it into the most appropriate chassis they could find. The net result was a lightweight, fast and reliable car that unfortunately fell victim to plain old bad luck; a double DNF at the Daytona 24 Hours essentially made the difference between the GrC winning the title and not, when all was said and done. All in all, it was an excellent entry, with really no glaring issues that need to be remedied. https://i.imgur.com/yWEJliL.gifv 1st Place: CVR Geryon Colossus (MrChips) Best Finish: #4, Daytona 24 Hours Top Tens: 32 Wins: 12 Retirements: 4 The Geryon Colossus had arguably the best combination of speed and reliability of any car in the class; while it was not always the fastest car in class, as it was optimised more for high-speed circuits than the smaller, technical circuits. The biggest issue with the Geryon Colossus was its, err, colossal weight at over 1450 kilograms. This severely hampered the car's agility, meaning it had to be tuned for high-speed work. An attempt was made to remedy the low- and medium-speed handling by making a major adjustment to the aero balance of the car, but this had the effect of slowing the car down in every way, and unfortunately really wasn't fixed at all. Group C Driver's Championship:  Distance Covered:  Class Stats: Average Weight: 1198.3 kilograms Average Power: 659.2 horsepower Power/Weight Ratio (horsepower/tonne) Average: 551.58 High: 636.53 (Flamarbol Catalina C) Low: 486.12 (Scuderia La Moore F1) Engine Reliability Average: 38.9 High: 53.8 (CVR Geryon Colossus) Low: 22.6 (NEMW Kancamagus GTO) Engine Specific Output (horsepower/liter) Average: 131.09 High: 176.23 (EMS Salope Superbe) Low: 89.58 (Speedster Superbug, pre-update) MrChips fucked around with this message at 04:53 on Nov 16, 2017 |
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Nov 16, 2017 04:51
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Ah, the GrC. I chose the biggest V12 possible as a bit of a joke, but in tuning I found out it was a remarkably efficient design, and this is the angle I decided to push. I deliberately kept it down on power; the big lesson from SASC89 was that the group C cars started with way more power than was useful. We had AWD this time, so tyres weren't likely get killed by wheelspin from excessive engine power, but I never felt the need to up the power. It once again was NA, had very high compression, lean fuel-air mix and had a very high revlimit for its size. It was a remarkably reliable engine though, like 51-52 or something. The body was the same one MrChips used, though at first I used the inferior cabriolet version. It weighed in at 1300kg in its first iteration, so I decided that the body would have to be carbon fibre. This dropped weight by almost 200kg and gave a large boost to safety rating, so I recouped a bunch of production units (and kept it within the limits) by reducing the interior and safety quality. I did some testing with other bodies, and it seems most of them need to make some sacrifices in other places to be able to have a carbon fibre body. Finally, I chose AWD. This was the obvious choice; the car was front-heavy so RWD would have sucked.
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Nov 16, 2017 08:56
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The Superbe was basically an exercise of backing myself into a corner - same 4L V8 with turbos but more highly stressed, same RWD chassis as the other GT cars. From the start it was kind of a roll of the dice - and NACA duct related issues didn't help either, I think that was at least one double retirement. I tried a bunch of modifications for the second week revision to get more reliability (it was right around 30) but lost way too much pace and after the second week basically said "to hell with it".
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Nov 16, 2017 12:21
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SASC-90 Prototype Showcase https://i.imgur.com/t8DpUjQ.gifv 3rd Place - CRT-90/NEMW Neponset (Kilonum) Best Finish: #993, 1st at the Bathurst 24 Hours Podiums: 7 Wins: 1 Retirements: 12 The NEMW Nepsonset had the largest, most efficient and most powerful engine in the class, and indeed in the entire series, with a mind-boggling 1100 horsepower. However, this did come with some very serious compromises; the huge engine made the Neponset very heavy and unwieldy in the corners, and being a highly-strung naturally-aspirated engine, very unreliable as well. Additionally, there comes a point in the Prototype class where additional power begins to become a detriment rather than a benefit; for the CRT-90 chassis, that is in the area of 950 horsepower or so. Still, the Neponset managed to run strong in spite of its retirements, taking a win at the finale in Australia to cap off their season. https://i.imgur.com/4IvJ9gC.gifv 2nd Place - CRT89B/EMS Salope Gran Vitesse (mekilljoydammit) Best Finish: #77, 1st at the Fuji 12 Hours Podiums: 21 Wins: 3 Retirements: 8 The EMS Salope Gran Vitesse underwent a major change from the first half of the season to the last half, where the team swapped out its MFV engine variant, good for 832 horsepower, for a turbocharged variant of the Murgo V6 that was introduced in the Salope Sprint Group A car earlier in the season. The new engine improved reliability and power, but at the cost of slightly increased weight and also potentially locking the team out from engine revisions for the rest of the season. The resulting engine closed the gap to CVR almost completely, but CVR's superior reliability and strong start had made the hurdle just too large to overcome. https://i.imgur.com/eXb5yUm.gifv 1st Place - CRT90/CVR Typhon (MrChips) Best Finish: #4, 1st at the Daytona 24 Hours Podiums: 30 Wins: 16 Retirements: 1 The CVR Typhon exploded out of the gates and never looked back, with the winning combination of speed and reliability to absolutely dominate the Prototype class. Powered by the ultimate version of the Typhon V8, the Typhon routinely exceeded 400 km/h in low-downforce testing, and at Le Mans exceeded 360 km/h, even on the abbreviated Mulsanne straight. In high-downforce trim, as seen in the last half of the season before the team withdrew due to financial constraints, the Typhon could generate almost 1.6g of lateral acceleration at 200 km/h, allowing the car to achieve corner speeds far higher than either of its competitors. The only downside was that the Typhon needed to be faster than its competition naturally, as it was naturally very hard on tires, even running hard tires essentially all the time. Prototype Driver's Championship:  Distance Covered:  Class Stats: Average Weight: 1102.3 kilograms Average Power: 942.0 horsepower Power/Weight Ratio (horsepower/tonne) Average: 852.14 High: 920.50 (NEMW Neponset) Low: 818.9 (EMS Salope Gran Vitesse, pre-update) Engine Reliability Average: 37.7 High: 49.2 (CVR Typhon) Low: 26.3 (NEMW Typhon) Engine Specific Output (horsepower/liter) Average: 157.49 High: 222.82 (EMS Salope Gran Vitesse, pre-update) Low: 111.29 (NEMW Neponset)
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Nov 17, 2017 00:58
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The prototype class was just weird to me. The first MFT-E version, I tried out builds with all 3 chassis and couldn't make anything as fast as the 89 - the engine fit in the Scorcher, but it just didn't work. I made a low-downforce version for LeMans week but it didn't work either. And front downforce didn't work on anything either really but the rear wing slider was all the way up on everything but the Sprint (GrA) The V6 version of the prototype was inarguably superior - I posted the full details of the V8 before, and good lord it was the very definition of stretched to meet power targets. But, well, the championship was pretty much decided after the second LeMans week. Maybe more could have been done with pit strategy, but to be perfectly frank, I never messed with it - it might have been clear to other people how to adjust things to work better than default but it sure wasn't to me.
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Nov 17, 2017 01:40
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quote:SASC Organisers Announce Changes for 1991 Season And with that, we are basically done here, unless anyone else has something they'd like to add. Further discussion, and nominations for the final three tracks to run in 1991 will continue main Automation thread in Games. Thank you all for participating, congratulations to the winners, and I hope to see you all back for the 1991 season!
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Nov 18, 2017 03:29
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We could mention one of the major influences to the prototypes getting scrapped is the bubble economy of Japan popping and the unification of the Germanies causing a downturn in the EEC.
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Nov 18, 2017 12:16
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| # ? May 8, 2024 20:56 |
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Thanks for putting in the time and work to run the thing, MrChips! I honestly had a blast and because of this spent more time playing Automation than every other game I own combined during the time the challenge was running. Looking forwards to the next season
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Nov 18, 2017 13:52
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