Acura: ARX-02a news
01-16-2009, 08:29 AM
#1
Senior Moderator
Thread Starter
Acura: ARX-02a news
To lessen our disappointment with no Honda F1 debut this year, let's focus instead on the Acura LMP1 programme. From Mulsanne Mike's excellent website:
Gil de Ferran testing the ARX-02a at Sebring last month.
Gil de Ferran testing the ARX-02a at Sebring last month.
01-16-2009, 10:41 AM
#2
Senior Moderator
Thread Starter
More recent photo with David Brabham driving the Highcroft Acura.
This car looks great, I hope it beats Audi at Sebring.
This car looks great, I hope it beats Audi at Sebring.
01-20-2009, 07:47 AM
#5
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Thread Starter
The only thing missing is the new Acura grill. 
01-25-2009, 08:44 PM
#6
Senior Moderator
Thread Starter
Dario Franchitti is to rejoin the Highcroft Acura team for the Sebring 12 Hours in March.
The Ganassi IndyCar driver had previously appeared for Highcroft at last year's Petit Le Mans, although he did not get chance to race the car as Scott Sharp crashed in the first stint.
Franchitti will line up alongside Sharp and David Brabham again in March, but this time with Acura's brand new LMP1 car. The Scot will join his co-drivers for the first test of the new car at Sebring tomorrow.
"I've been fortunate enough to win the Twelve Hours of Sebring before and I would like nothing more than to help David, Scott and Acura get the new LMP1 car into victory lane," Franchitti said.
The Ganassi IndyCar driver had previously appeared for Highcroft at last year's Petit Le Mans, although he did not get chance to race the car as Scott Sharp crashed in the first stint.
Franchitti will line up alongside Sharp and David Brabham again in March, but this time with Acura's brand new LMP1 car. The Scot will join his co-drivers for the first test of the new car at Sebring tomorrow.
"I've been fortunate enough to win the Twelve Hours of Sebring before and I would like nothing more than to help David, Scott and Acura get the new LMP1 car into victory lane," Franchitti said.
01-26-2009, 03:27 PM
#7
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Thread Starter
Trending Topics
01-26-2009, 05:01 PM
#8
Senior Moderator
so pretty
01-26-2009, 08:19 PM
#10
definitely can't wait to see these at Sebring....matches the Patron Highcroft beer pong table that we made for the series this year....gonna get it signed by the drivers at Sebring.....yeah....thats dedication!
01-26-2009, 08:34 PM
#11
Senior Moderator
very nice, the only thing acura has to worry about is fuel comsumption like at the sebring race last year. Those TDI cars run nearly forever!
@ rear wing mount
01-27-2009, 09:10 AM
#13
Senior Moderator
01-27-2009, 09:59 AM
#14
Senior Moderator
Thread Starter
They really put alot of effort into the wind tunnel. If you take away the wheel covers, it would essentially be a formula car.
01-27-2009, 03:11 PM
#15
Senior Moderator
Thread Starter
<--- :faints:
01-27-2009, 04:48 PM
#16
Big Block go VROOOM!
Speaking of which….I’ll throw this in here for the motorsport enginerds.
I just picked up the January ’09 issue of Racecar Engineering. In it the aerodynamics columnist had a chance to sit in on a test in the MIRA 100% wind tunnel with a current LMP1-spec Radical SR10. Surprisingly, the team involved let the author report on the actual data that was obtained.
It’s amazing how sensitive these cars are to small changes. In the case of this column, they were measuring the effects of ride height. The team had been testing the previous day at a circuit with some pretty brutal curbs that require higher than optimal ride heights. They took a baseline reading at these settings and then did incremental lower of the front and rear until they found optimal overall downforce.
Advanced Cliffs
The aerodynamics of cars like this can make them really sensitive to small changes in ride height. For example, lowering the front ride height by less than 1/4" can result in the front downforce increasing by over 15%.
Baseline ride heights: 50mm front, 85mm rear
Front Down 7mm to 43/85mm
-0.3% - drag change
+5.2% - downforce change (overall)
+15.9% - downforce change (front)
-0.1% - downforce change (rear)
Rear Down 5mm to 43/80mm
-0.5% - drag change
+0.4% - downforce change (overall)
-3.6% - downforce change (front)
+2.6% downforce change (rear)
Front Down (another) 8mm to 35/80mm
-1.4% - drag change
+8.7% - downforce change (overall)
+24.2% - downforce change (front)
+0.4% - downforce change (rear)
Basic numbers at 150mph for the optimum ride heights
Lift - 1,847 lbs
Drag – 687 lbs
L/D – 2.69
Front Downforce – 37.2%
According to the article, the downforce numbers are probably 15-30% lower than the actual values due to the fact that the MIRA tunnel is a fixed floor configuration and not a rolling road config. The drag number is supposedly fairly accurate though.
I just picked up the January ’09 issue of Racecar Engineering. In it the aerodynamics columnist had a chance to sit in on a test in the MIRA 100% wind tunnel with a current LMP1-spec Radical SR10. Surprisingly, the team involved let the author report on the actual data that was obtained.
It’s amazing how sensitive these cars are to small changes. In the case of this column, they were measuring the effects of ride height. The team had been testing the previous day at a circuit with some pretty brutal curbs that require higher than optimal ride heights. They took a baseline reading at these settings and then did incremental lower of the front and rear until they found optimal overall downforce.
Advanced Cliffs
The aerodynamics of cars like this can make them really sensitive to small changes in ride height. For example, lowering the front ride height by less than 1/4" can result in the front downforce increasing by over 15%.
Baseline ride heights: 50mm front, 85mm rear
Front Down 7mm to 43/85mm
-0.3% - drag change
+5.2% - downforce change (overall)
+15.9% - downforce change (front)
-0.1% - downforce change (rear)
Rear Down 5mm to 43/80mm
-0.5% - drag change
+0.4% - downforce change (overall)
-3.6% - downforce change (front)
+2.6% downforce change (rear)
Front Down (another) 8mm to 35/80mm
-1.4% - drag change
+8.7% - downforce change (overall)
+24.2% - downforce change (front)
+0.4% - downforce change (rear)
Basic numbers at 150mph for the optimum ride heights
Lift - 1,847 lbs
Drag – 687 lbs
L/D – 2.69
Front Downforce – 37.2%
According to the article, the downforce numbers are probably 15-30% lower than the actual values due to the fact that the MIRA tunnel is a fixed floor configuration and not a rolling road config. The drag number is supposedly fairly accurate though.
01-27-2009, 07:47 PM
#17
Senior Moderator
Thread Starter
Speaking of which….I’ll throw this in here for the motorsport enginerds.
I just picked up the January ’09 issue of Racecar Engineering. In it the aerodynamics columnist had a chance to sit in on a test in the MIRA 100% wind tunnel with a current LMP1-spec Radical SR10. Surprisingly, the team involved let the author report on the actual data that was obtained.
It’s amazing how sensitive these cars are to small changes. In the case of this column, they were measuring the effects of ride height. The team had been testing the previous day at a circuit with some pretty brutal curbs that require higher than optimal ride heights. They took a baseline reading at these settings and then did incremental lower of the front and rear until they found optimal overall downforce.
Advanced Cliffs
The aerodynamics of cars like this can make them really sensitive to small changes in ride height. For example, lowering the front ride height by less than 1/4" can result in the front downforce increasing by over 15%.
Baseline ride heights: 50mm front, 85mm rear
Front Down 7mm to 43/85mm
-0.3% - drag change
+5.2% - downforce change (overall)
+15.9% - downforce change (front)
-0.1% - downforce change (rear)
Rear Down 5mm to 43/80mm
-0.5% - drag change
+0.4% - downforce change (overall)
-3.6% - downforce change (front)
+2.6% downforce change (rear)
Front Down (another) 8mm to 35/80mm
-1.4% - drag change
+8.7% - downforce change (overall)
+24.2% - downforce change (front)
+0.4% - downforce change (rear)
Basic numbers at 150mph for the optimum ride heights
Lift - 1,847 lbs
Drag – 687 lbs
L/D – 2.69
Front Downforce – 37.2%
According to the article, the downforce numbers are probably 15-30% lower than the actual values due to the fact that the MIRA tunnel is a fixed floor configuration and not a rolling road config. The drag number is supposedly fairly accurate though.
I just picked up the January ’09 issue of Racecar Engineering. In it the aerodynamics columnist had a chance to sit in on a test in the MIRA 100% wind tunnel with a current LMP1-spec Radical SR10. Surprisingly, the team involved let the author report on the actual data that was obtained.
It’s amazing how sensitive these cars are to small changes. In the case of this column, they were measuring the effects of ride height. The team had been testing the previous day at a circuit with some pretty brutal curbs that require higher than optimal ride heights. They took a baseline reading at these settings and then did incremental lower of the front and rear until they found optimal overall downforce.
Advanced Cliffs
The aerodynamics of cars like this can make them really sensitive to small changes in ride height. For example, lowering the front ride height by less than 1/4" can result in the front downforce increasing by over 15%.
Baseline ride heights: 50mm front, 85mm rear
Front Down 7mm to 43/85mm
-0.3% - drag change
+5.2% - downforce change (overall)
+15.9% - downforce change (front)
-0.1% - downforce change (rear)
Rear Down 5mm to 43/80mm
-0.5% - drag change
+0.4% - downforce change (overall)
-3.6% - downforce change (front)
+2.6% downforce change (rear)
Front Down (another) 8mm to 35/80mm
-1.4% - drag change
+8.7% - downforce change (overall)
+24.2% - downforce change (front)
+0.4% - downforce change (rear)
Basic numbers at 150mph for the optimum ride heights
Lift - 1,847 lbs
Drag – 687 lbs
L/D – 2.69
Front Downforce – 37.2%
According to the article, the downforce numbers are probably 15-30% lower than the actual values due to the fact that the MIRA tunnel is a fixed floor configuration and not a rolling road config. The drag number is supposedly fairly accurate though.
01-27-2009, 07:56 PM
#18
Senior Moderator
Thread Starter
It hasn't taken Simon Pagenaud long to come to grips with demanding Sebring International Raceway. The talented young Frenchman posted the fastest time for the second day of the American Le Mans Series' annual Winter Test at Sebring for Acura and de Ferran Motorsports.
Pagenaud set his quick time in the day's first session in de Ferran's Acura ARX-02a LMP1, a 1:44.814 (127.082 mph) lap. His time bettered Marco Werner's standing qualifying record around the famed 17-turn, 3.7-mile layout, set in 2007 in an Audi R10 TDI. It is a promising start for Pagenaud and co-drivers Scott Dixon and team owner Gil de Ferran with the trio eyeing a historic overall victory at this year's 57th Mobil 1 Twelve Hours of Sebring presented by Fresh from Florida.
Acuras held the top three positions overall. Adrian Fernandez, driving the Lowe's Fernandez Racing Acura ARX-01b LMP2 prototype, was second at 1:46.540 (125.023 mph). His also set his time in the morning session. For the 12 Hours, he will drive with full-season teammate Luis Diaz and Michel Jourdain Jr.
Fernandez bested his quickest time from Monday's session by more than a second.
Patrón Highcroft Racing's Scott Sharp was third in the team's LMP1 entry. His time of 1:46.824 (124.791 mph) was nearly a second quicker than the car's best time Monday. He will drive with David Brabham and Dario Franchitti in the 12 Hours.
Flying Lizard and Jorg Bergmeister set the pace in GT2 with their new Porsche.
Defending GT2 champion Jörg Bergmeister was quickest in class Tuesday in one of Flying Lizard Motorsports' Porsche 911 GT3 RSRs. The German turned a time of 2:01.866 (109.300 mph) in the car that he will share with Patrick Long.
Bergmeister's time nipped Richard Lietz in the Farnbacher Loles Racing Porsche by just 0.216 seconds. Lietz is driving this week with Dirk Werner and Wolf Henzler, last year's class champion with Bergmeister.
Panoz Team PTG was an encouraging third in class. Dominik Farnbacher, a four-time winner last season in GT2, turned in a time of 2:02.470 (108.761 mph) in the team's Panoz Esperante GTLM. He has split driving duties at the Test with Ian James.
The Winter Test concludes Wednesday at Sebring.
Pagenaud set his quick time in the day's first session in de Ferran's Acura ARX-02a LMP1, a 1:44.814 (127.082 mph) lap. His time bettered Marco Werner's standing qualifying record around the famed 17-turn, 3.7-mile layout, set in 2007 in an Audi R10 TDI. It is a promising start for Pagenaud and co-drivers Scott Dixon and team owner Gil de Ferran with the trio eyeing a historic overall victory at this year's 57th Mobil 1 Twelve Hours of Sebring presented by Fresh from Florida.
Acuras held the top three positions overall. Adrian Fernandez, driving the Lowe's Fernandez Racing Acura ARX-01b LMP2 prototype, was second at 1:46.540 (125.023 mph). His also set his time in the morning session. For the 12 Hours, he will drive with full-season teammate Luis Diaz and Michel Jourdain Jr.
Fernandez bested his quickest time from Monday's session by more than a second.
Patrón Highcroft Racing's Scott Sharp was third in the team's LMP1 entry. His time of 1:46.824 (124.791 mph) was nearly a second quicker than the car's best time Monday. He will drive with David Brabham and Dario Franchitti in the 12 Hours.
Flying Lizard and Jorg Bergmeister set the pace in GT2 with their new Porsche.
Defending GT2 champion Jörg Bergmeister was quickest in class Tuesday in one of Flying Lizard Motorsports' Porsche 911 GT3 RSRs. The German turned a time of 2:01.866 (109.300 mph) in the car that he will share with Patrick Long.
Bergmeister's time nipped Richard Lietz in the Farnbacher Loles Racing Porsche by just 0.216 seconds. Lietz is driving this week with Dirk Werner and Wolf Henzler, last year's class champion with Bergmeister.
Panoz Team PTG was an encouraging third in class. Dominik Farnbacher, a four-time winner last season in GT2, turned in a time of 2:02.470 (108.761 mph) in the team's Panoz Esperante GTLM. He has split driving duties at the Test with Ian James.
The Winter Test concludes Wednesday at Sebring.
Last edited by F-C; 01-27-2009 at 07:59 PM.
01-28-2009, 08:36 PM
#19
Senior Moderator
Thread Starter
Scott Dixon turned in the fastest time on the final day of the American Le Mans Series' annual Winter Test on Wednesday. Dixon turned a lap of 1:45.671 (126.052 mph) in the morning session at Sebring International Raceway for de Ferran Motorsports.
The new Acura ARX-02a LMP1 entry that Dixon drove Wednesday morning was fastest in all but one of the eight sessions throughout the week. Teammate Simon Pagenaud has the week's quickest time, a 1:44.814 (127.082 mph) from Tuesday morning. His time bettered Marco Werner's standing qualifying record around the famed 17-turn, 3.7-mile layout, set in 2007 in an Audi R10 TDI. Pagenaud, Dixon and team owner Gil de Ferran will team for the season-opening Mobil 1 Twelve Hours of Sebring presented by Fresh from Florida on March 21.
Dario Franchitti was second in Patrón Highcroft Racing's Acura P1 with a fast lap of 1:46.367 (125.227 mph). He set his time in the day's final session and will drive in the 12 Hours with David Brabham and Scott Sharp.
This week was the first time Dixon and Franchitti drove the new Acura.
"It's much harder (than driving the previous Acura P2 car)," Franchitti said. "The weight and the size of the tires make it more physical. We still have a long way to go and some things to work on. But when the car is fully sorted out it will be unbelievable."
Adrian Fernandez was second in LMP2 on Wednesday in Lowe's Fernandez Racing's Acura ARX-01b. He set his lap of 1:49.008 (122.193 mph) during the second session in the car that he is sharing with Luis Diaz and Michel Jourdain Jr.
Fernandez was just 0.454 seconds better than Chris Dyson in Dyson Racing's Mazda-powered Lola B08/86. Dyson, Butch Leitzinger and Marino Franchitti each drove the car Wednesday.
The new Acura ARX-02a LMP1 entry that Dixon drove Wednesday morning was fastest in all but one of the eight sessions throughout the week. Teammate Simon Pagenaud has the week's quickest time, a 1:44.814 (127.082 mph) from Tuesday morning. His time bettered Marco Werner's standing qualifying record around the famed 17-turn, 3.7-mile layout, set in 2007 in an Audi R10 TDI. Pagenaud, Dixon and team owner Gil de Ferran will team for the season-opening Mobil 1 Twelve Hours of Sebring presented by Fresh from Florida on March 21.
Dario Franchitti was second in Patrón Highcroft Racing's Acura P1 with a fast lap of 1:46.367 (125.227 mph). He set his time in the day's final session and will drive in the 12 Hours with David Brabham and Scott Sharp.
This week was the first time Dixon and Franchitti drove the new Acura.
"It's much harder (than driving the previous Acura P2 car)," Franchitti said. "The weight and the size of the tires make it more physical. We still have a long way to go and some things to work on. But when the car is fully sorted out it will be unbelievable."
Adrian Fernandez was second in LMP2 on Wednesday in Lowe's Fernandez Racing's Acura ARX-01b. He set his lap of 1:49.008 (122.193 mph) during the second session in the car that he is sharing with Luis Diaz and Michel Jourdain Jr.
Fernandez was just 0.454 seconds better than Chris Dyson in Dyson Racing's Mazda-powered Lola B08/86. Dyson, Butch Leitzinger and Marino Franchitti each drove the car Wednesday.
01-30-2009, 03:50 AM
#21
2G TLX-S
Quick lap time is one thing, but good gas mileage is also important against the diesel contenders for long-hour endurance races. A pit stop visit wastes lots of time. More frequent pit stop fill up means losing lots of precious time to the competitors.
I cant wait for the season to start
02-05-2009, 08:33 AM
#24
Senior Moderator
Thread Starter
De Ferran Motorsports have recruited Robert Clarke, the former head of Honda's US racing operations, as their new CEO.
As president of Honda Performance Development, Clarke ran Honda's highly-successful Champ Car and IndyCar programmes, and initiated the American Le Mans Series Acura project that the de Ferran team are involved in, before retiring in early 2008.
Clarke said he been hired so that team owner/driver Gil de Ferran could focus more on his racing duties. The former Indianapolis 500 winner will partner Simon Pagenaud again this season as his team debut the new LMP1 Acura in the ALMS.
"Gil has been struggling to cope with all the demands that come with running a business, plus those of being a primary driver and assisting with the development of the new ARX-02a," said Clarke.
"I believe I can help Gil and the team by removing a portion of the workload while bringing more than 27 years of Honda corporate experience.
"We have been communicating closely over the past year and I am hugely impressed with what he has achieved to date."
De Ferran believes Clarke's arrival is a major boost for the team.
"I know and have worked with Robert in different capacities since 1996 and I believe we have employed one of the best and most experienced executives in this industry," he said.
"He is a unique talent, well versed in dealing with governing bodies, major manufacturers, teams and sponsors at the very highest level and I believe his appointment will play a key role in elevating our team to another level of professionalism."
As president of Honda Performance Development, Clarke ran Honda's highly-successful Champ Car and IndyCar programmes, and initiated the American Le Mans Series Acura project that the de Ferran team are involved in, before retiring in early 2008.
Clarke said he been hired so that team owner/driver Gil de Ferran could focus more on his racing duties. The former Indianapolis 500 winner will partner Simon Pagenaud again this season as his team debut the new LMP1 Acura in the ALMS.
"Gil has been struggling to cope with all the demands that come with running a business, plus those of being a primary driver and assisting with the development of the new ARX-02a," said Clarke.
"I believe I can help Gil and the team by removing a portion of the workload while bringing more than 27 years of Honda corporate experience.
"We have been communicating closely over the past year and I am hugely impressed with what he has achieved to date."
De Ferran believes Clarke's arrival is a major boost for the team.
"I know and have worked with Robert in different capacities since 1996 and I believe we have employed one of the best and most experienced executives in this industry," he said.
"He is a unique talent, well versed in dealing with governing bodies, major manufacturers, teams and sponsors at the very highest level and I believe his appointment will play a key role in elevating our team to another level of professionalism."
02-09-2009, 07:34 PM
#26
2G TLX-S
Team Peugeot has decided to enter two diesel LMP1 cars in the ALMS season opener - Sebring 12-hrs. This is gonna be exciting to watch. Go, Acura, go.
02-09-2009, 08:49 PM
#27
Senior Moderator
Thread Starter
Specs for the ARX-02a:
Designer: Wirth Research
Layout: Mid-engine, rear-wheel drive
Monocoque: Carbon fiber and aluminum honeycomb monocoque manufactured by Wirth Research
Engine: Acura LM-AR7, 4.0 liter normally aspirated V8, 4 valves per cylinder, DOHC, breathing through two ACO mandated 33.9 mm diameter restrictors
Engine management: Continental/Acura ECU
Horsepower: 620+ hp
Torque: 370+ lb-ft
Gearbox: 6-speed Wirth Research designed and manufactured, X-Trac internals, cast thin-walled aluminum gearbox/bellhousing and HPD paddle shift system.
Clutch: Carbon, AP pull type
Steering: Hydraulically assisted power steering (rack and pinion)
Suspension: Front: Upper and lower A-arms, flexure mounted, pushrod to monocoque mounted torsion bars. 4-way adjustable dampers.
Rear: Upper and lower A-arms, pushrod to bellhousing mounted torsion bars. 4-way adjustable dampers, vertically mounted internal to the bellhousing. Horizontally mounted through-shaft damper.
Brakes: 6-piston AP calipers, Brembo/Hitco carbon discs, 380 mm diameter
Uprights: Metal matrix, Acura/Wirth Research design
Wheels: BBS
Front: 14.5" x 18"
Rear: 14.5" x 18"
Tires: Michelin radial
Front: 37/71-18
Rear: 37/71-18
Length: 4650 mm
Width: 2000 mm
Height: 1030 mm
Wheelbase: 2900 mm
Front Overhang: 1000 mm
Rear Overhang: 750 mm
Weights: 900 kgs
Tank capacity: 90 liters
Designer: Wirth Research
Layout: Mid-engine, rear-wheel drive
Monocoque: Carbon fiber and aluminum honeycomb monocoque manufactured by Wirth Research
Engine: Acura LM-AR7, 4.0 liter normally aspirated V8, 4 valves per cylinder, DOHC, breathing through two ACO mandated 33.9 mm diameter restrictors
Engine management: Continental/Acura ECU
Horsepower: 620+ hp
Torque: 370+ lb-ft
Gearbox: 6-speed Wirth Research designed and manufactured, X-Trac internals, cast thin-walled aluminum gearbox/bellhousing and HPD paddle shift system.
Clutch: Carbon, AP pull type
Steering: Hydraulically assisted power steering (rack and pinion)
Suspension: Front: Upper and lower A-arms, flexure mounted, pushrod to monocoque mounted torsion bars. 4-way adjustable dampers.
Rear: Upper and lower A-arms, pushrod to bellhousing mounted torsion bars. 4-way adjustable dampers, vertically mounted internal to the bellhousing. Horizontally mounted through-shaft damper.
Brakes: 6-piston AP calipers, Brembo/Hitco carbon discs, 380 mm diameter
Uprights: Metal matrix, Acura/Wirth Research design
Wheels: BBS
Front: 14.5" x 18"
Rear: 14.5" x 18"
Tires: Michelin radial
Front: 37/71-18
Rear: 37/71-18
Length: 4650 mm
Width: 2000 mm
Height: 1030 mm
Wheelbase: 2900 mm
Front Overhang: 1000 mm
Rear Overhang: 750 mm
Weights: 900 kgs
Tank capacity: 90 liters
03-11-2009, 07:53 AM
#28
Senior Moderator
Thread Starter
Set your DVRs, Speed will have a new documentary on the Acura LMP before Sebring. It will be shown at 8pm EST on March 19.
03-12-2009, 12:51 PM
#31
2G TLX-S
Just can't wait til next week's Sebring 12-hours.
03-14-2009, 05:57 PM
#32
Not just a smell
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It'll be a classic tortise vs. hare race: can the Acuras use their speed and manage their pit stops to overcome the slower diesel's better fuel economy.
03-14-2009, 06:24 PM
#33
2G TLX-S
The documentary was on Speed today! The whole success of the car rests on this key design: same sized tires front and back. It supposedly has unbelievable grip and takes the fast corners very, very fast.
It'll be a classic tortise vs. hare race: can the Acuras use their speed and manage their pit stops to overcome the slower diesel's better fuel economy.
It'll be a classic tortise vs. hare race: can the Acuras use their speed and manage their pit stops to overcome the slower diesel's better fuel economy.
03-14-2009, 06:41 PM
#34
Not just a smell
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With their decision to reveal the "secret" so early, they must be confident that the other teams don't have time and/or perhaps the resources to achieve comparable results.
03-17-2009, 03:15 PM
#35
2G TLX-S
I don't think there is time to do the development this season. Its not just about slapping on bigger fronts; the whole chassis needs to be redesigned and tuned.
With their decision to reveal the "secret" so early, they must be confident that the other teams don't have time and/or perhaps the resources to achieve comparable results.
With their decision to reveal the "secret" so early, they must be confident that the other teams don't have time and/or perhaps the resources to achieve comparable results.
03-18-2009, 09:54 PM
#36
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The Acuras will definitely improve over the year as development continues, and I don't think next year will be any easier for their competitors. Who knows, Audi may bail out of LMP1 since I doubt they can/want to compete with Honda head to head in North America
03-19-2009, 09:38 AM
#37
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Acura should be entering into the craftsman truck series soon because all they are going to make are suvs and crossovers just drop the RL add a pickup and they can race. Why does acura race, it has no sports car to show off race technology in?
03-20-2009, 12:48 AM
#39
2G TLX-S
03-20-2009, 03:35 PM
#40
TellinItLikeItIsSince1/06
nice info in this thread.
Acura better kick ass, and they better bring some of this technology to the street. I'll leave it at that to not get off topic.
Acura better kick ass, and they better bring some of this technology to the street. I'll leave it at that to not get off topic.