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It's time for another edition of what we call pre-race race
car [INAUDIBLE].
Now from Elkhart Lake, Wisconsin, Road America, where
we're going to take advantage of the combination of two
series coming together.
At this weekend, Grand-Am is racing, as well as the
American Le Mans Series, getting ready for the 2014
United Sports Car Racing collaboration.
And to do that, we're going to take a look at two
Ferrari race cars.
The Rolex GT car, the Ferrari 458 you see here, a
Motorsport.
Then we're going to walk down the paddock and take a look at
the Alex Job racing, Ferrari GTE, their race car.
High respect, but guess what.
When we look at both of them, you'll see the glamor that is
Ferrari, and the racing technology that makes both of
them, true race cars.
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Based on GT3 construction, modified to Grand-Am safety
and aero adjustments, this car will be further adjusted to
the United Sports Car Racing GTD class in 2014.
Final specs to be determined as of this video.
A production-based rear diffuser drives downforce, in
addition to the Grand-Am mandated spec rear wing that
rides with every Rolex GT GTD race car, regardless of brand.
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GTD Aero is closer to production, basically, simpler
race car air-flow ducting, but still, with the race car laws
of physics required front splitter.
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Rolex GT, and next year's GTD, roll on Continental tires.
A 4.5-liter near-production engine spec, still good for
485 horsepower, even when rev-limited by the rules at
8,000 RPM--
part of the reason this GTD Ferrari sounds different from
the American Le Mans series Ferrari GTE.
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GTD cars are not as sophisticated as
the ALMS GTE cars.
But this one still is capable of over 200 miles an hour at
races, like the Daytona 24.
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This car, in this class, requires closer to
production-based suspension mounting points and pieces.
Racing brakes are part of the deal, but no ABS, no traction
control, no electronic suspension control, for now.
2014 rules have not been finalized.
Three-piece wheels for cost control, or one piece, are a
team choice as Grand-Am moves away from pure single-spec
rules requirements.
To balance performance between the two, the lighter one-piece
wheel requires the car to carry 20 pounds of ballast.
Ferrari gives its teams the option of paddle-shift control
on the steering column or on the wheel.
6-speed sequential gearbox for the race car versus 7 for a
production 458.
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The Ferrari 458 Italia GTD is a sensual and sensational race
car to drive, to race, and to see on track.
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The American Le Mans Series GTE race cars are more complex
with more pure race car technology and design
flexibility to take it a step up from its
production car roots.
Next year, these cars will be called the United Sports Car
Racing GTLM, Le Mans, class race cars.
The rear wing is custom built by Ferrari and its race car
construction partner, Michelotto.
And even though the rules require a one-plane design,
this wing has a step in it.
Maybe to create some drag-reducing turbulence for
the high-speed tracks, like here at Road America, in
addition to all the adjustability built into the
wing design.
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GTLM sports more aero everywhere.
More internal ducting, external vents, more airflow
control with add-ons and more complex shapes.
More downforce, less drag.
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This Ferrari GTLM engine is a race model
with appropriate internals.
But this 4.5 liter is air restricted to 465 horsepower,
520 pound feet of torque.
A bit lighter in weight, versus GTD, but packed with
more race car technology in suspension design, breaking,
aero, and traction control, all pure race car
configuration, not production-based, making the
GTLM cars the quickest, most visceral GT cars on track.
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