AVUS was planed to be even crazier at the end of 1939. Trees had been cleared and preliminary construction was started for a second identical banking on the south end but was never completed for obvious reasons. would love to try that in a sim Edit: Nice BJ shirt Aidan :)
I went to the Fontana race the same year that de Ferran set the closed course speed record there at 241+ MPH. I've been to over a dozen F1 races and more CART road races than I can remember, and I've never seen anything like it. It wasn't fun though. The race was rained out after about 20 laps and I was relieved. Sitting in the entrance to turn 1, which was so much tighter than it looked on TV but was still flat out at 230+ in race conditions, I knew any accident there was going to be huge and I didn't want to be there to see it. I did not go back on Monday for the restart.
Hi me born and raised in Berlin still remembers the time when there was no speedlimit on parts of the Avus in the 80s (born 77) and my dad would go as fast as 220 kmh/136 mph on it. Btw great Content . Greetings from Berlin Have a nice Day
To lower aero drag, you actually need to _raise_ the car's ride height (by quite a bit, in fact). That way, the floor of the car gets unstuck from the road, and lowers the amount of downforce (and consequently, drag) being made by the car's under tunnels. The same exact thing is true when you run the Lotus79 in iRacing: On the Indy oval, we _raise_ the ride heights by inches to get the top speed we need.
wrong actually. underbody downforce works differently from overbody downforce. lowering the car will create less drag and more downforce. you are completely wrong mate
@@sennasenna6023 Actually, you are wrong. Underbody downforce created via tunnels and diffusors _still create_ drag, just not as much drag (as a percentage) as compared to amount created by generating your downforce via wings or gurney flaps that are hung out directly into the airstream. While it is more aero efficient to generate your downforce under the car, there still exist drag penalties that come along with said downforce. There is no such thing as 'drag free' downforce, no matter how you create it. More downforce ALWAYS equals more drag.
@@sennasenna6023 I tried giving you a link, but youtubby keeps deleting it. So instead, just web search the phrase "Ground Effect Aerodynamics Of Race Cars". It'll be the first result at the top of the search. There ya go; study up, read that paper and get back to me.
This is also what the overtake button on the Williams FW15 did, it temporarily raised the ride height at the rear via the active suspension, to stall the diffuser and lower drag to increase the top speed and the chance of overtaking.
Wow if the old Indycars are this fast, I can’t imagine an old 90s V12 or modern V6 car with 1000+BPH with slicks, DRS and no restrictions, unmatched speeds
Which tells you why until he was more used to it, why Romain and his wife were against the super speedways. Even the current cars are fast AF and it's not like they're any less safe. The cars are safe, it's just there's only so much you can do at 240mph. F1 cars rarely ever see impact at those speeds. And yea I'm pretty sure current cars hit 240 at Indy in quali trim / draft.
Don't forget they aren't running full power on superspeedways. They're boost restricted to around 550hp in race trim and 625hp in Indy qualifying. They could get pretty close at full boost, and next year they'll be running around 900hp with a bigger engine and kers.
They weren't quite F1 V10 levels of noise, but they're a solid 2nd place and just as amazing in how much power and reliability Honda and Ford/Cosworth we're getting out of those engines.
I always enjoy your content Aiden, keep at it! Group B at AVUS..? Story time of Keith O’Dor’s accident that was fatal(check out the John Winter fireball for ….I knew this was coming)
Fascinating video. I was watching on my tablet and damn near felt the vibrations through it! Hope you're better soon. Tooth extractions are really painful. Not something I have to worry about any more, thankfully.
in terms of setup, I'm surprised you didn't both raise the ride height and set the suspension to have negative rake; eitiher/both, depending on the american oval series in question, were part of the setup characteristics that would be utilized to increase top speed. Note that when when NASCAR deregulated the ride heights for superspeedways, teams ran as low as they could , but would set up the rear to where at speed, the rear suspesion would bottom out, because spoiler closer to the free stream of air means even more drag.... meanwhile in Indycar, cars run fairly high in qualifying on superspeedways, and would also regularly run with negative rake for the top speeds (which contributed to a lot of the crazier oval crashes you saw in both CART and in Indycar, especially with the IR-05s...) because working the diffuser for downforce purposes meant more drag... Also I recall the active suspension Williams doing the negative-rake high-ride-height thing on straights.
lift the ride height these cars have large underbodies producing large amounts of downforce lifting the car will reduce downforce/drag or infact lift the front compared to the rear ;)
Others have said it but ill add mine. 1) next up Group C "monsters" vmax 2) same 3 cars on the VW Ehra-Lessien test track? Id guess the track is smoother so it might help maybe Idk. If its even in assetto corsa.
Open up a telemetry app and find out if you really are bottoming. It looks like the setup page allows for greater suspension travel through the "travel range" option, so maybe soften springs and increase travel range.
Love this…but a bit of constructive criticism. The car is a good 1100 rpm off the redline in 6th gear when you hit top speed, meaning you only have 890-920 hp rather than the full 960 that qualifying boost provides. As a general rule when you hit top speed you want to be about 100 rpm off the redline in top gear. I reckon that if you lowered the gears a little so that you hit top speed at 14,800-14,900 rpm (redline is 15,000) you could potentially even reach 270 mph, as you would have another 40-60 hp. Still, faster than a Veyron with less power is really impressive.
1930s top speed focused racing when people were like stuffing what were effectively airplane engines into primitive racing chassis was just fucking bonkers. I wonder if we brought that back and started throwing in like commercial turboprop engines into cars that make like 4,000+ shaft horsepower what would happen!
I genuinely have trouble going full whack around banked corners around that even in sim races. It's almost like it's TOO immersive and my common sense is kicking in
Many years ago I was talking with a PacWest engineer (well a former one) who stated at tracks like Fontana/Michigan, they'd gear for 250/260 when going flat out at those tracks, for context. Pacwest from 95 to 2002, so right in the ballpark for this car. That's 250/260 in race trim, so in the draft, but I've a feeling 240-250 was achieveable. I've seen it said somewhere De Ferran in 2000 hit the low to mid 250s at points during his record lap, and...of course...the speed traps at Indy in 1994 were insan when the Penskes came flying past
In 1994, Fittipaldi hit 247 on the backstretch at Indy. That was powered by the MB Monster. DeFerran probably could have set a land speed record at Bonneville with that thing he had.
Wasn't someone killed during a BTCC round there and that's one of the reasons it's closed, or am I getting mixed up with something else? Great video either way! 👍 I just checked and it was Keith O'dors who was killed in 1995 during the BTCC round at the Avus
@@jsquared1013 yes the frontal area is bigger on a Cup but it has lower drag than an Indycar due to the exposed wheels on the Indycar. In 2004 Rusty Wallace tested an unrestricted Cup car at Talladega which has way shorter straights than Avus hitting a top speed of 228 mph. His crew chief said if they would've change the gearing it could've done 235 mph.
@@willracer1jz At stock car DID hit that number, Road & Track did a top speed shootout between a Stock Car and a Porsche 962 GTP back in the late 80's. They went to the 7.5 mile transportation centers test track in Ohio were the Porsche maxed out in the high 220's using group C LeMans body work, Road America (shorter than optimal) gearing and a sick engine. The Stock Car hit 240 with the grill taped up, that was with a engine rated at 650 HP.
Try this with slipstream 10x and with another CART car or Koenigsegg One in front. I've achived 404kmh wiht the Ferrari 2004 and 425kmh with the Sauber C9.
2 for 2, about to get some sleep then i get the notification. however i've been wondering about the avus Vmax part 2 electric boogaloo. can we get group C Vmax eventually?
Aidan - You’re not gettting aggressive on the banked curve to start the lap. Tyre wear isn’t a issue for peak speed, so could you not just stay high on the banking, pick a spot, dive in and just beef it, taking advantage of the gradient? A la Valentino Rossi? The car then uses the compression of the banking. The tyres obviously get shredded but they are not the issue here, and all those last bits of energy count.
Indycars , save for the Beast, ran faster around only 2 miles of Michigan then the 2.5 miles of Indy from the layout and higher banked corners. Best thing to do for a real test? Daytona or better yet, Talledega.
I know absolutely buttons about all this alt reality sim stuff as I’m old as fuck…but see if there is a way that you can jerry rig a 90’s Indy car to run on toluene at 5 bar boost and test again for comparison purposes…
@@AidanMillward Camber also introduces more tyre deformation = heat = friction, the effects could be negligible but what I can find on the subject, its found to increase rolling resistance. But depend how the game simulates it.
Just think, the "Beast" was barely developed and had about 50 to 100 more HP (read the book by Jade Gurss, you will realise how much was left on the table .. .
take a gen 4 nascar thats 1992-2006 a gen 5 car thats 2008-2013 a gen 6 thats 2014 to 2021 and the new gen 7 all to le mans i want to know their top speeds
CART was never as fast as F1. But nothing looked as good. F1 should ditch the top-mounted air intakes ASAP. Although with the halo device on the car, it would still spoil the lines.
