In other words it’s as easy to extract the max from as, say, a Nissan Micra. There’s a line in the literature that says “95 per cent of the performance is achievable by 95 per cent of drivers”. But I get your point about the baseline figures, although that’s a pretty poor way of judging the driving experience. Don’t forget the slicks and set-up work, too. Although that will of course actually slow you down on the straights. But only 10kg lighter than the road car.Ī bit lighter, a bit more downforce, a bit more power. Most of the body panels are unique to the GTR, the brakes are from the standard Senna, but with different pads and brake booster.ġ,188kg dry. The hydraulic K damper that did heave control and height adjustability on the Senna has been dropped – no need for it. The arms, lighter and stiffer than the Senna’s, are from the 720S GT3, as are the Ohlins dampers – although the valving and tuning is different. Suspension is double wishbone with bespoke uprights. Total downforce is over a tonne at 155mph. The pylons have been tilted backwards moving the wing aft. The side supports aren’t there for structural reasons, nor are they load generating, instead they manage the airflow down the side of the car, allowing the rear wing to work more effectively. The front splitter has been extended out several inches (the GTR is 220mm longer overall), dive planes have been added, vents above the front wheels, a prolapsed rear diffuser like Bane’s gum guard and a rear wing of towering magnificence. 80mm of front ground clearance rises to 120mm at the rear, reducing air pressure and increasing downforce.
RFACTOR 2 GTR PLUS
For the GTR the wings and aero surfaces don’t have to sit within the extremities of the car, plus you can have sharper edges, and alter the cars angle of attack. The road car wasn’t pretty, but sneaking 800kg of downforce through homologation was very clever indeed.
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