How would you get sub 5 second 0-60?
12-19-06, 09:19 PM
#31
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1. Cold air. Run her in sub 60 temperature
2. Top high performance tires for street. Semi-slicks if your really serious. Keep the tires WARM for best grip for the best start
3. Delete spare, no NAV, no sunroof, no carpet, get rid of sound deadening.
4. Lower fluids, keep 1/4 mile of gas in the tank
5. BBK, 2 piece brakes weight less than stock brakes
6. Lightweight 17" wheels.
No stickers
12-20-06, 01:25 AM
#33
Tech Info Resource
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survey says:
(bzzzz) Oooo, soo sorry. Lighter, in a race car, is better, because it allows you to control WHERE you want the weight you DO have.
By locating the majority of the downward force* of the vehicle as closely together as possible (towards the middle of the car, where the big heavy things like engines and drivers sit), you can lower the rotational inertia of the car, which gives you the handling properties of the cars you mentioned.
Using the suspension, you can control then where that downward force interacts with the ground: cornering forces and downward forces are DIRECTLY proportional, in general: more weight on the tire = higher normal force = higher friction force. The more you push down with your hand on a table, for example, the harder it is to slide your hand across the table.
I put a * next to downward force, because weight isn't always the only component, on high end racecars (and even high end sports cars these days), you actually have aerodynamic downforce being generated "pushing" the car onto the road. Why would engineers go through so much effort to add what is essentially weight to a car?
I've driven a car that had too little weight: a Formula SAE car. With driver, it weighed under 650 lbs, and made almost 85 horsepower at the wheels. If you ever put even the slightest bit too much throttle into it (on extra-soft race slicks, no less), you'd light those suckers faster than a chain smoker could light his next cancer stick. I don't think its a very big coincidence that the biggest drivers at FSAE schools are typically the fastest: they've inherently got an extra 50-60 lbs of normal force to work with, and sometimes more.
(bzzzz) Oooo, soo sorry. Lighter, in a race car, is better, because it allows you to control WHERE you want the weight you DO have.
By locating the majority of the downward force* of the vehicle as closely together as possible (towards the middle of the car, where the big heavy things like engines and drivers sit), you can lower the rotational inertia of the car, which gives you the handling properties of the cars you mentioned.
Using the suspension, you can control then where that downward force interacts with the ground: cornering forces and downward forces are DIRECTLY proportional, in general: more weight on the tire = higher normal force = higher friction force. The more you push down with your hand on a table, for example, the harder it is to slide your hand across the table.
I put a * next to downward force, because weight isn't always the only component, on high end racecars (and even high end sports cars these days), you actually have aerodynamic downforce being generated "pushing" the car onto the road. Why would engineers go through so much effort to add what is essentially weight to a car?
I've driven a car that had too little weight: a Formula SAE car. With driver, it weighed under 650 lbs, and made almost 85 horsepower at the wheels. If you ever put even the slightest bit too much throttle into it (on extra-soft race slicks, no less), you'd light those suckers faster than a chain smoker could light his next cancer stick. I don't think its a very big coincidence that the biggest drivers at FSAE schools are typically the fastest: they've inherently got an extra 50-60 lbs of normal force to work with, and sometimes more.
You're missing the concept here. Designers use aerodynamics to effectively increase weight without increasing mass. That's the whole point. Analyse the vectors and you will see a car with 2000 lbs weight + 500 lbs downforce will out corner a car with 2500 lbs weight and 0 downforce every time. Lighter is always better. Just because it is hard to drive doesn't mean it isn't faster. Look at any Formula/CART/IRL car and figure out just how much throttle you need to light up some very impressively grippy slicks.
And being able to position the weight only applies when their is a minimum weight. If there's no minimum weight, you can bet the car will be made of the most exotic materials in the most Chapmanesque way possible. Colin knew it too - lighter is always better.
12-20-06, 02:16 AM
#34
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You forgot the point that people want to be unique.
The whole point of the IS350 is to blend performance and luxury. If an owner is willing to strip out most of the luxury in the quest for more performance, me thinks he bought the wrong car. There are any number of cars, e.g., WRX STI, EVO, that are quick, less expensive, and cheaper to modify.
The whole point of the IS350 is to blend performance and luxury. If an owner is willing to strip out most of the luxury in the quest for more performance, me thinks he bought the wrong car. There are any number of cars, e.g., WRX STI, EVO, that are quick, less expensive, and cheaper to modify.
12-20-06, 08:24 AM
#37
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I would think so. Little gas in the tank, R-compound tires, cold day, exhaust a la LMS, I bet you'd hit sub-5 seconds fairly easily. I could be wrong, though, looking at Caymandive's numbers. I think the cold, dry weather would be the biggest help.
12-20-06, 11:17 AM
#43
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12-20-06, 11:25 AM
#44
You're missing the concept here. Designers use aerodynamics to effectively increase weight without increasing mass. That's the whole point. Analyse the vectors and you will see a car with 2000 lbs weight + 500 lbs downforce will out corner a car with 2500 lbs weight and 0 downforce every time. Lighter is always better. Just because it is hard to drive doesn't mean it isn't faster.
Now if your car is able to swing out easily on a light weight car, then either you do not have enough downforce, or your tires must not traction.
