Considering a Mustang GT350R over a new Z06...am I crazy??
08-04-2015, 04:38 PM
#141
Safety Car
Only Corvette has the price point and economies of scale to make CCBs affordable. It's one big reason why I got the Z07. No way I'd buy CCBs on other cars.
08-04-2015, 04:56 PM
#142
CC rotors that have been optimized for nearly 8 years now, yeah. Tracking a car is hugely about keeping costs under control, that's why people switch. I don't buy into the "brake feel" benefit of the iron rotors. The "feel" is a function of the pad, Ferrari guys try out different compound to optimize feel at the cost of rotor life. Corvette guys can't afford it. Simple, it's always been about money. Why does the ACR come with CCB if they are not superior from a performance point of view? Why did the ZR1, and every top end Ferrari, Porsche, BMW? The answer is obvious.
CCB makes a ton more sense than carbon wheels. The unsprung weight savings will be huge compared to the size of iron the Mustang will have.
CCB makes a ton more sense than carbon wheels. The unsprung weight savings will be huge compared to the size of iron the Mustang will have.
The discussion is lap time vs. the Z/28. What is the typical weight savings in a steel vs. CC rotor? 50% has been quoted so 10-15lbs per wheel...15lbs per wheel is the weight savings of the CF wheels.
So in effect, the CF wheel advantage is negated by iron rotors? Interesting.
08-05-2015, 08:07 AM
#144
Ford is working with the AU OEM to develop a new mass-production technique that cuts production cost significantly. This has been written about a lot in the automotive press for quite some time. The catalyst was Ford coming along and committing to volume purchases. They may have shared development cost as well.
08-05-2015, 08:35 AM
#145
See the following thread for a load of information on braking. Having the highest torque brake setup isn't always the best.
https://www.corvetteforum.com/forums...questions.html
08-05-2015, 01:13 PM
#146
Safety Car
Surely they will simply move over to AP (or other high end disk manufacturer) and use their iron disks. A few of the ZR1 / Z06 guys have done this and not only reported increased disk life but also better brake feel.
See the following thread for a load of information on braking. Having the highest torque brake setup isn't always the best.
https://www.corvetteforum.com/forums...questions.html
See the following thread for a load of information on braking. Having the highest torque brake setup isn't always the best.
https://www.corvetteforum.com/forums...questions.html
08-05-2015, 09:44 PM
#148
This is disappointing...
...
08-05-2015, 10:49 PM
#149
Burning Brakes
I was going to buy a C7 Z06 and spent the same amount of money on a 2008 GT3. For a fun weekend car that's amazing on the track, its perfect for me. Additionally, its appreciating in value, yes you heard that right... it was a no brainer. I had a C6 previously to the 911 and the driving experience is so much more enjoyable. I haven't had the privilege to drive a C7Z but I'm sure its an amazing car.
08-06-2015, 03:31 PM
#152
Well, the way I understand it is there are more limitations than that. The whole "8-second rule" is kind of disappointing if it works how I think it does. Basically you can't stay up in that 6250-8250 rev range as long as you want even when banging through the gears, EVEN with the engine already warmed up. Eventually it will force you stay below 6250 until the engine is ran for 15 seconds below 6000 RPM's or the engine falls below 5000 RPM. Depends on the gearing, but you could easily be in that rev range for longer than 8 seconds.
08-06-2015, 03:37 PM
#153
08-06-2015, 03:39 PM
#154
Well, the way I understand it is there are more limitations than that. The whole "8-second rule" is kind of disappointing if it works how I think it does. Basically you can't stay up in that 6250-8250 rev range as long as you want even when banging through the gears, EVEN with the engine already warmed up. Eventually it will force you stay below 6250 until the engine is ran for 15 seconds below 6000 RPM's or the engine falls below 5000 RPM. Depends on the gearing, but you could easily be in that rev range for longer than 8 seconds.
08-06-2015, 03:39 PM
#155
Well, the way I understand it is there are more limitations than that. The whole "8-second rule" is kind of disappointing if it works how I think it does. Basically you can't stay up in that 6250-8250 rev range as long as you want even when banging through the gears, EVEN with the engine already warmed up. Eventually it will force you stay below 6250 until the engine is ran for 15 seconds below 6000 RPM's or the engine falls below 5000 RPM. Depends on the gearing, but you could easily be in that rev range for longer than 8 seconds.
08-06-2015, 04:20 PM
#156
Well, the way I understand it is there are more limitations than that. The whole "8-second rule" is kind of disappointing if it works how I think it does. Basically you can't stay up in that 6250-8250 rev range as long as you want even when banging through the gears, EVEN with the engine already warmed up. Eventually it will force you stay below 6250 until the engine is ran for 15 seconds below 6000 RPM's or the engine falls below 5000 RPM. Depends on the gearing, but you could easily be in that rev range for longer than 8 seconds.
Admittedly, I didn't read 100% of the piece and used other car's safety measures as a yard stick.
08-06-2015, 04:44 PM
#157
Safety Car
The 6250 rpm limiter is the stupidest thing I've seen in a long time. Sort of how Chris Harris reported the 911 turbo S cuts power in prolonged drifts. You need power to maintain a drift the same way you need to rev a high revving engine. 
So the GT350R is nothing more than a overhyped drag car. I'm sorry, but a proper high revving N/A engine LIVES in the last 2,000 rpm. What a joke.
Next.
So the GT350R is nothing more than a overhyped drag car. I'm sorry, but a proper high revving N/A engine LIVES in the last 2,000 rpm. What a joke.
Next.
