i'm assuming because both are intended to exhaust engine bay heat. since circuit has them on the hood, they don't need to be there in the fender...?
It’s because of the wing, the air going through some of the duct work lifted the front end up or something along those lines per an engineer.
so should people be blocking those ducts all the same when they put a big wing on?
I guess if it creates too much lift. I’m curious if the Super Taikyu car has the same issue or even the Japanese spec cars.
Those are purpose built/setup cars. They probably never reach high mphs, which is where the front end can probably become unstable. If the GR Corolla can hit 150mph, it needs to do it safely, performance at low mph be dammed.
I doubt it's going to be that simple. I would look at what others have done.
Not sure if I agree with the good showing. With Cup2's and all the Morizo changes to increase performance it's .8 seconds or less than .9% faster than the Elantra N. Half that difference, if not more, is simply the tires. Core/Circuit on PS4's are likely as fast or slower than the Elantra N on that course. Of course the difference is easier to swallow comparing against the Core/Circuit than the Morizo price wise but not sure if that's what GR Corolla owners were shooting for. Think most people believe the GR Corolla core/circuit is less of a track car than the CTR but don't think many expected it to be on par with the Elantra N. The gaps between the tiers are kind of surprising but at the same time not, the RS3 gapped the 4 cylinders then M4CSL gapped the RS3... the track layout appears to favor power with 4 extended power sections per lap just didn't expect a 4 second gap between the CTR (if we downgrade to the stock PS4S) and RS3 then a little less surprising another 4+ second gap to the M4 CSL.
I'd argue that 0.6s per lap is very much a driver's race.
I'd presume all the various manufacturers provided brand new tires and brake pads at the least for all the cars before they handed them over.
Keep in mind for all these tests the cars are constantly on track. Allowed time to cool, possibly swap out the tires/brake pads (if the OEM provides, sometimes they dont), and back out on the track. There's a constant rotation with multiple cars on the track. Is this going to make the most ideal 'hero' lap? No. But is that really what the article is about? As most of these aren't professional drivers but maybe grassroots backgrounds but now are journalists. So being this nitpicky about the times, and the differences between car times aren't even all that close anyway, is somewhat pointless. It's about a given group of above average drivers hustling the car to the limit of their ability and stock of tires/brakes and getting the best time the group can muster. Thing is on a whole most cars that MotorTrend does this with for the CoTY tests don't survive 2-3 laps because of stock brake fade and they have to pull off for cool down period so no one really has even 5 back to back laps to learn the quirks of the car and how best to attack the off camber jumps, compressions or whatever the track has.
I also wonder if the track is favorable to the car with most power.
My favorite metric for a car's handling is the tsukuba lap time and sector times. Very tight and short, not sure what other track is like this in the US side but i'd love to know!
How they described the GRC feeling (take a great powertrain, put it in a regular car) is how every sporty Corolla was in the past. lmao
I'm glad my dislike of fwd is reinforced.
