NA vs. 1000+hp Turbo Racecars

Monza (5.800 km) Records
http://en.wikipedia.org/wiki/Autodromo_Nazionale_Monza
1976-1993


1991 F1 McLaren MP4/6-Honda (NA) _ 1:21.114

1987 F1 Williams FW11B-Honda (Turbo) _ 1:23.460

1992 Group C Peugeot 905 Evo 1 (NA) _ 1:26.019

1990 Group C Sauber Mercedes C11 (Turbo) _ 1:29.165


http://en.espnf1.com/f1/motorsport/race/1900.html

http://en.wikipedia.org/wiki/McLaren_MP4/6

http://en.espnf1.com/f1/motorsport/race/1835.html

http://www.ultimatecarpage.com/car/1...11B-Honda.html

http://www.racingsportscars.com/phot...992-04-26.html

http://www.ultimatecarpage.com/car/3...Evo-1-Bis.html

http://wsrp.ic.cz/wsc1990.html

http://www.ultimatecarpage.com/car/5...cedes-C11.html

Mexico City (4.421 km) Records
Altitude: 7500 ft.
http://en.wikipedia.org/wiki/Mexican_Grand_Prix
1986-1992


1992 F1 Williams FW14B-Renault (NA) _ 1:16.346

1986 F1 Lotus 98T-Renault (Turbo) _ 1:16.990

1991 Group C Peugeot 905 Evo 1 (NA) _ 1:19.229

1990 Group C Jaguar XJR-11 (Turbo) _ 1:20.626


http://en.espnf1.com/f1/motorsport/race/1906.html

http://www.ultimatecarpage.com/car/1...B-Renault.html

http://en.espnf1.com/f1/motorsport/race/1823.html

http://www.ultimatecarpage.com/car/6...T-Renault.html

http://wsrp.ic.cz/wsc1991.html

http://www.ultimatecarpage.com/car/3...Evo-1-Bis.html

http://wsrp.ic.cz/wsc1990.html

http://www.ultimatecarpage.com/car/7...ar-XJR-11.html

Donington (4.023 km) Records
http://en.wikipedia.org/wiki/Donington_Park
1989-1993


1993 F1 Williams FW15C-Renault (NA) _ 1:10.458

1992 Group C Peugeot 905 Evo 1 (NA) _ 1:15.285

1990 Group C Sauber Mercedes C11 (Turbo) _ 1:16.952


http://en.espnf1.com/f1/motorsport/race/1923.html

http://www.ultimatecarpage.com/car/1...C-Renault.html

http://www.racingsportscars.com/phot...992-07-19.html

http://www.ultimatecarpage.com/car/3...Evo-1-Bis.html

http://www.racingsportscars.com/phot...990-09-02.html

http://www.ultimatecarpage.com/car/5...cedes-C11.html

Suzuka (5.86 km) Records
http://theracingline.net/racingcircu...an/Suzuka.html
1987-2000


1991 F1 McLaren MP4/6-Honda (NA) _ 1:34.700

1987 F1 Ferrari F1-87 (Turbo) _ 1:40.042

1992 Group C Peugeot 905 Evo 1 (NA) _ 1: 43.957

1990 Group C Toyota 90C-V (Turbo) _ 1:48.716


http://en.espnf1.com/f1/motorsport/race/1903.html

http://en.wikipedia.org/wiki/McLaren_MP4/6

http://en.espnf1.com/f1/motorsport/race/1839.html

http://www.ultimatecarpage.com/car/1...ari-F1-87.html

http://wsrp.ic.cz/wsc1992.html

http://www.ultimatecarpage.com/car/3...Evo-1-Bis.html

http://wsrp.ic.cz/wsc1990.html

http://www.toyotahybridracing.com/fa...istory/1990-2/

Silverstone (4.778 km) Records
http://www.allf1.info/
1987-1990


1987 F1 Williams FW11B-Honda (V6 Turbo 1100hp) _ 1:07.110

1990 F1 Ferrari F1-90-2 (V12 NA 700hp) _ 1:07.428

1990 Group C Sauber Mercedes C11 (V8 Turbo 1000hp) _ 1:12.073


http://en.espnf1.com/f1/motorsport/race/1831.html

http://www.ultimatecarpage.com/car/1...11B-Honda.html

http://en.espnf1.com/f1/motorsport/race/1880.html

http://www.ultimatecarpage.com/car/1...ri-641-F1.html

http://www.racingsportscars.com/phot...990-05-20.html

http://www.ultimatecarpage.com/car/5...cedes-C11.html

Monaco (3.328 km) Records
http://www.allf1.info/
1986-1996


1994 F1 Benetton B194-Ford (V8 NA 700hp) _ 1:18.560

1986 F1 McLaren MP4/2C-Porsche (V6 Turbo 1200hp) _ 1:22.627


http://en.espnf1.com/f1/motorsport/race/1940.html

http://en.wikipedia.org/wiki/Benetton_B194

http://en.espnf1.com/f1/motorsport/race/1812.html

http://www.ultimatecarpage.com/car/3...G-Porsche.html

1994 F1 Benetton B194-Ford

Indy Oval (2.5-mile) Records
http://www.indianapolismotorspeedway.com/indy500/


1996 IRL Reynard 95I-Cosworth (V8 Turbo 800hp) _ 239.260 mph

1996 IRL Lola-Buick (V6 Turbo 1000hp) _ 237.336 mph

2003 IRL Dallara-Honda (V8 NA 700hp) _ 232.202 mph


http://www.motorsportretro.com/2012/...arie-luyendyk/

http://en.wikipedia.org/wiki/1996_Indianapolis_500

http://techspecsart.com/indyracers/indy1990s.html#

http://en.wikipedia.org/wiki/2003_Indianapolis_500

http://www.ultimatecarpage.com/car/1...IR2-Honda.html

Arie Luyendyk

I was on the Indy 500 pole three times and won that race twice, but everyone talks about 1996 because that was the year I got the track record.

As a driver, when you peak at Indy and you've got the car working really good and your laps are really solid, everything seems to quiet down, in a way, because everything is working fine. And so when you make a change and it makes even just a 1mph difference, you really notice that. You're used to the car being settled in, but you'll notice a few more revs coming off Turn 2 and Turn 4, and it just adds up to 1mph quicker round the whole lap. Every little increase is noticeable.

But the difference in '96 was that the track had been resurfaced, the Firestones were phenomenal – not just when brand-new, but durable and consistent – and the track had taken out the rumble strips. They had been a really bad idea in the first place, when they put them in back in 1993, and so they got a chance to take them out when they repaved it. That gave the track, compared to before, another three to four feet at the apex of the corners. It meant the trajectories we were going in at were shallower, so we scrubbed off less speed.

Looking at the data, we saw that we never got below 235mph at the apex where the car had scrubbed off most of its speed, and the straightaway speed I remember was 243. The difference between top speed and average speed should be around about 5mph if your car's working well. It wasn't like the Penskes in 1994 with that special Mercedes motor, where they were really fast down the straights but not that quick through the turns.

Tim Wardrup was my engineer and he was so good. His setups proved that when you have these high speeds, it doesn't really relate to difficulty level. When the IRL changed the rules and I came back in 1997 with the normally aspirated engines and they had 300 horsepower less, the car had this colossal heavy gearbox in the back and that car scared me almost every lap. I could never get it really right, and although I got pole, doing 218mph in that car took a lot more from me mentally than doing 238 in the proper car. It's like a lot of races: the ones you win are usually the easy ones, and sometimes you finish 10th and you've driven your butt off and had the longest day of your life.

I remember hearing that “if Arie's quicker than the Menards cars, they must be doing something” – bending the rules. But it was totally legit. I was showing the data to Tony George through that month. The car was just phenomenal. We actually got to the point where Tim Wardrup asked me – kind of politely but wondering if he was going too far – “What do you think about running without the rear wing?” I said, “Huh? Are you out of your ****ing mind?!” I think from that he could tell no, I didn't want to take the rear wing off. His idea was that we had gone to negative-7 degrees with the rear wing anyway, so we couldn't go any further, and all that was restricting us was horsepower. In CART, they were using the new Cosworth but we had the XB which had about 35hp less. If we could have gotten our hands on that, I think we could have done a 240mph lap.

What was also interesting about that car was that the moment we picked up 1mph on the straightaway by changing the aerodynamics, we would also pick up 1mph in the corner. It sort of went together, and we saw that as soon as we started hitting 232. We might change the wing settings or ride height or rake and every time we picked up speed on the straights, it worked for us in the corner as well.

That was the best car I ever drove around the Speedway; I never had a moment with the car. Looking at the steering traces, a driver can see that the moment you turn, immediately you see the revs drop because you're creating tire scrub in the corner. So my whole approach was to turn the wheel as little as I could, and I experimented with lines until I found one that felt like it was the sweet spot. But it was the fact that the car was so good that meant I could try those things out.

http://www.racer.com/indy-500-retro-...rticle/202218/

Goodwood Hillclimb
http://www.goodwood.co.uk/festival-o...d/welcome.aspx


1998 F1 McLaren MP4/13-Mercedes (V10 NA 800hp) _ 41.6

1982 F1 Williams FW08D-Cosworth (V8 NA 500hp)


Patrick Head set about on a parallel design path. Williams would not only direct their resources to the regular FW08 follow-up, as the FW07 was finally reaching the end of its cycle. The team also embarked on a mysterious six-wheeler project, and by mixing the two projects, Head already accounted for the six-wheeled concept in the FW08 design. The FW08's wheelbase was purposely kept short to accommodate for the forthcoming addition of four-wheel rear drive.

This six-wheel set-up would again be four smaller wheels at the back, in a direct effort to improve straightline speed and traction out of corners due to the increased rubber contact, but also to allow the free flow of air along the sidepods all the way to the rear axle of the car. As ground effects were permitted within the wheelbase of the car, Head cunningly interpreted this rule as being from front axle to, well, the most rearward axle! In Head's mind, these would be ground effects almost to perfection. The leading rear axle was placed four inches ahead of its original place, with the driveshafts angled to cope. The most rearward axle was driven by an additional final drive added on the back of the transmission. Hewland provided assistance on the gearbox, using vital experience gained from the March 2-4-0.

In November 1981, at a cool but sunny Paul Ricard, Keke Rosberg climbed aboard the six-wheeled FW07 hack, which for reference purposes we shall call the FW07E, as its reported name "FW07D" later became the designation for the regular 1982 FW07. Reports in Autosprint magazine led everyone to believe that Keke's times at Ricard were unusually fast. However, Alain Prost's lap record of 1.04.5 had been set on October 26. Two weeks later, Keke and his FW07E lowered it to 1.04.3. Jonathan Palmer also tested the car at Croix-en-Ternois in the North of France to see what its performance would be like on a tight and twisty track, and matched the times set by the regular FW07C. Eventually though, the FW07E wasn't used in racing as the team found a major obstacle to its "perfect" ground effects – the lower wishbones of the rear suspension. So Head decided on incorporating this dilemma into the design of the FW08, which was designed to accommodate six wheels. The FW08 solution used fixed-length driveshafts that would be used as lateral lower location members as well, thus freeing the underwing tunnels from any obstruction.

The Williams team pressed on with its six-wheeler project and during the summer of 1982 a new car surfaced. This time an adapted FW08-01, codenamed FW08D, hit the Donington Park track. Its four-wheel driven times were stunning. In fact, they were so good that the FIA issued their 1983 regulations including a clause that outlawed six-wheelers and four-wheel drive.

At the 1994 Goodwood Festival of Speed, the Williams FW08D turned out one more time in the hands of Jonathan Palmer. On the hill at Goodwood it showed why it was outlawed before it got the chance to show it was a winner. The doctor comfortably set a record time that was only narrowly beaten by Nick Heidfeld, in a F1 McLaren-Mercedes (1999).

http://forix.autosport.com/8w/sixwheelers.html

http://www.f1technical.net/f1db/cars/810/mclaren-mp4-13