A weight advantage of close to 300kg (to TCR) certainly helps as well.Put three cars of the different regulations on the track together, and there is little doubt that the Super Touring car would come out on top on most of the circuits in the world.Not too bad considering the development that has taken place over the last decades.Photo: PSP Images, WTCR, TCR Japan, TCR Europe, BMW, Cupra, Cyan Racing, STCC.© 2020 TouringCarTimes. Is it fair to say that Super Touring still is the fastest of the three?Let us have a look at the average time per kilometre of the three circuits:We would like to argue that Super Touring indeed is the fastest of the three.But to be on the safe side, we have made calculations on two further circuits in the form of the former F1 circuit Anderstorp in Sweden and Croft in the UK.The reason we did not include these circuits above is that there are question marks around the competitiveness of the S2000 races held at Anderstorp (the majority of the later races rained away) and Croft that only had two years of TCR UK with relatively small grids.1:37.057 – Super Touring – Tommy Rustad – Nissan Primera – 1999,1:21.611 – Super Touring – Rickard Rydell – Ford Mondeo – 2000.Super Touring notches up another two victories with TCR in second followed by S2000 on both circuits.And what does that do to our average times per kilometre for all five circuits?There is little change, with Super Touring still on top while S2000 drops further behind TCR, further underlining our conclusion.As previously mentioned, there are plenty of uncertainties, especially for TCR, as is still comparatively “young”. below is a summary of the regulations for the british touring car championship. TCR has the widest tyres with 10″ on 18″ rims.While the majority of S2000 and TCR championships have used a control tyre from manufacturers such as Michelin or Yokohama, there was a full-scale tyre war during the Super Touring era.Michelin was the predominantly used tyre manufacturer during Super Touring but there was plenty of other alternatives often used by different teams in the same championship from Dunlop, Yokohama and others.Super Touring also allowed for different tyre compounds while S2000 and TCR only had two options: dry tyres or wet tyres.This was again a key change to keep costs down and prevent the crazy amount of tyre test days during the Super Touring era, when teams often had as many different tyre compounds on the cars as it had wheels.The freedom regarding suspension was one of the key things in the spiralling costs of Super Touring, with a vast number of parts being free to develop and without homologation.S2000 had suspension that was really close to its road car equivalent, too close even. The past 30 years has seen three different major regulations rule the touring car world.Super Touring had its heyday during the nineties, S2000 took over until the mid-2010s and 2015 saw the introduction of TCR.Join us as we take a look at the numbers, some of which might surprise you.Before we delve into lap times, let’s start with the technical bits.At a quick glance, all three sets of rules look rather similar. The S2000 cars were really close to the Super Touring cars, requiring another three hundredths of a second.An interesting detail is that of the S2000 lap record that was set in 2008, despite the STCC running S2000 regulations another four years, including the introduction of turbo charged cars.The main factor behind this is most likely that 2008 was the last year the championship ran with Michelin tyres, switching to the Yokohama control tyre the year after with lap times increasing, again highlighting the importance of tyres.Salzburgring has been used by competitive championship running under all three regulations. Super 2000 was the FIA’s replacement for the Super Touring class that dominated the 1990’s.
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BMW was the only officially involved manufacturer utilising rear-wheel drive while a number of independent projects – such as the Mercedes C200 for the STCC – also were RWD.TCR is once again limited compared to its predecessors, with FWD only allowed in order to keep costs down and parity up.The majority of cars in all three regulations have used sequential six-speed gearboxes, with some exceptions such as the five-speed H-pattern gearbox that featured in the S2000 BMWs and DSG gearboxes of some early TCR cars.Weight is always a complex part of touring car racing as there is a vast range of penalty weight systems and balance of performance, as well as exceptions for national homologations.That is why we only list the base regulation minimum weights in the figures below.The Super Touring cars were lightest of the three, with FWD cars at 975kg, RWD cars at 1000kg and AWD cars at 1040kg.S2000 increased the minimum weight by 165kg (FWD) in order to, again, save costs – with FWD cars at 1140kg and RWD cars at 1170kg.The TCR cars are heaviest by far, weighing in at 1265kg, again as a move to avoid escalating costs when chasing kilos with exotic light-weight materials.The Super Touring cars had 9″ tyres and 19″ rims while S2000 moved down two inches on the rims to 9″/17″.
Changes had to be made to the regulations, enabling the teams to strengthen the suspension that often failed and forced teams to make costly preparations to prevent that.The TCR cars are more limited compared to the Super Touring cars but are not as close to its road car base as S2000.
The SEAT version of the Leon raced in the BTCC in the S2000 era, with SEAT running a factory programme with both petrol and diesel powered versions of the car and independent programmes being run by a number of teams including Special Tuning Racing and GR Asia. A lot of hard work and countless hours lie ahead, but we are confident that we can turn this new car into a competitive beast that will be mixing it at the front from the get-go next season.”.Series boss Alan Gow said he was delighted to see the announcement of another new NGTC programme.“It’s always fantastic to see more new cars join the BTCC, this time with Team HARD Racing,” he said.
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