Zr1
#61
07-06-2010 | 06:07 PM
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#62
07-06-2010 | 06:21 PM
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They have a level of skill higher than mine, I remember when testing the Carrera GT that Walter Rohrl himself said that he could not recover from a certain degree of inertia oversteer slide in a Carrera GT.
And with the right setup RWD has been proven on the most powerful cars on planet earth. This car run 8's with the stock IRS on pump gas and it does not brutalize the tires like some other cars do. A stalled auto will do wonders for its launch performance!
http://www.youtube.com/watch?v=gL2su...eature=related
#63
07-06-2010 | 07:03 PM
Makes you think twice about Porsche
...........they got it right 60 years ago!
#66
07-06-2010 | 08:51 PM
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Weight distribution is the key factor ya'll are referring to here.
Corvettes are front-engine brawlers that have come all the way back around to kickin' *** and takin' names on the tracks... FR layout FTW
If you want somethin' different, there are plenty of exotics to choose from.
Corvettes are front-engine brawlers that have come all the way back around to kickin' *** and takin' names on the tracks... FR layout FTW
If you want somethin' different, there are plenty of exotics to choose from.
#68
07-06-2010 | 09:23 PM
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Porsche did a lot of development on their front engine , rear transaxle layout in the 928 and the 924. This layout was pioneered by De Dion in their Bouton and more widespread use was pioneered in the Stutz Bearcat. The Pontiac Tempest was arguably the first mainstream car to use this layout.
The Corvette with its rear transaxle and some chassis changes could very easily move to a rear weight bias from its 50/50 FM configuration. The 599 GTB has a similar layout and is able to have crushing corner exit speeds due to its rear weight bias.
The Corvette with its rear transaxle and some chassis changes could very easily move to a rear weight bias from its 50/50 FM configuration. The 599 GTB has a similar layout and is able to have crushing corner exit speeds due to its rear weight bias.
#69
07-06-2010 | 09:34 PM
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There are bad MR layouts, although they have a low polar moment of inertia which makes them better to rotate there have been setups with a high cg that were pretty nasty to the unintended. Ferrari's 365 GT4 BB and 512 BB were known for there interesting handling because of the high cg caused by packaging the gearbox under the engine!
#73
07-10-2010 | 08:46 AM
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There are a couple of local guys to me that have some of those very cars...
An MR2 with an LSx in the back (middle), and FD3 with an LSx in the front. Both are quite formidable. I'm looking forward to watching some upcoming performance. Either way - I think the trend I'm seeing here is that Chevy engines aren't too bad.
An MR2 with an LSx in the back (middle), and FD3 with an LSx in the front. Both are quite formidable. I'm looking forward to watching some upcoming performance. Either way - I think the trend I'm seeing here is that Chevy engines aren't too bad.
#74
07-11-2010 | 12:56 PM
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Yes, I agree. One the things that appeals to me about the car is it's day to day practicality. People say that you are either a Porsche guy or Corvette. I was once of the same opinion but am always open to the possibility of change and improvement. Now, more a performance car guy regardless of brand as my recent foray with the GTR will show(loved it). My question with regard to the ZR1 is feel and driving satisfaction. Realizing that Porsche's GT cars are more precise in terms of feel, I'm wondering if I could tolerate the lack of the same in the ZR1. I acknowledge that it's a completely different design and package and it's ultimate performance may be higher. Further, I've heard the ZR1 has a very smooth ride to compliment the DD role. However, handling feel is an important component that I'd hate to compromise. It should be fun to drive at minimum. That's why I ask about experiences.
- Mark
