Haha, that wasn't even fair, ACR just bitch slapped everyone lol. Bahhh they gave it damn near last for the exact reasons we all love Vipers for..rude, crude, and brutal
Me to but unfortenetly Laguna has some gay ass sound restriction rules.
It's pretty lame. Everytime you build a track in the middle of no where somebody builds a house and then complains about the noise. All those rich retired people up there have nothing else to complain about. I ran my 1st trackday at Laguna Seca when I was 17, 1991. It was thru the Capri Club which eventually turned into NASA. They used to have a muffler guy come to the track and weld on supertrapp tips and anything else they could do to make your car quit. I would always have to let off between 5 and 6 anyway because the dual 44 mikunis on my Datsun 510 made more noise than the exhaust.
It's pretty lame. Everytime you build a track in the middle of no where somebody builds a house and then complains about the noise. All those rich retired people up there have nothing else to complain about. I ran my 1st trackday at Laguna Seca when I was 17, 1991. It was thru the Capri Club which eventually turned into NASA. They used to have a muffler guy come to the track and weld on supertrapp tips and anything else they could do to make your car quit. I would always have to let off between 5 and 6 anyway because the dual 44 mikunis on my Datsun 510 made more noise than the exhaust.
On the numbers boards, the Dodge Viper ACR devastated the field. Quickest in the figure eight by nearly half a second. Most lateral grip by far. Fastest lap time by almost five seconds..."We just made the jump to light speed! Just raised the limits of cornering and braking into another dimension. Tires felt grippier than many full-slicks cars I've raced. But when they break away, it's quick and it's big. Still, I felt in complete control." ..."But it's brutal. It's like riding a bull. It's tremendous fun, and I love that there aren't any electronic stability controls, but if you're going to drive the Viper anywhere near its limit, you had better know what you're doing. It's not a finesse car. It's enjoyable but crude."
Translation: It's not 'cute,' it's not 'peppy,' it doesn't have an A/T and 12-way power seats for fat cougars with big furry hats, and wasn't designed for the Pickens/Palosi (Palozer)/Prius & mopeds gas plan...
speaking of gas...
Quote:
Originally Posted by No Man
According to Wikipedia, by their very nature, gay asses make little to no sound. Your alleged restrictions do not sound plausible.
I know a race organizer that used to give the the sound guys at Laguna an extra $20 each and a bottle of Jack a day and never had any sound problems there. He says that doesn't work anymore.
My best friend is getting an ACR whenever his is built. We love to race at Sebring, I am gonna have my work cut out for me to get my 06 to run with him, even though I am a better driver.
There was only one other car in its class, the R8, which beat it every way except track times. I think the 'track ready' concept isn't that appealing to most racers because it isn't actually a race car, and its road car manners are poor, so they don't really see the benefit of it.
There was only one other car in its class, the R8, which beat it every way except track times. I think the 'track ready' concept isn't that appealing to most racers because it isn't actually a race car, and its road car manners are poor, so they don't really see the benefit of it.
Fair statement but if you are gonna have a competition called: America's Best Handling Car: Track Testing then thats your benchmark. If you are going to have a daily driver/race car comparo then I would agree.
In the article, Pobst states his preference for cars that drift and are predictable, which is obviously why he felt the R8 was 'best' handling. The ACR is much more geared toward track use, and it shows. I wonder, however, how many people can really wring out the best in the car. Pobst says the same thing, essentially warning people about getting 'bit' when the ACR goes over the limit and something 'big and bad' happens. Its like the Ferrari 360 Challenge cars, when they get unsettled and get air under them they go airborne and you won't like your car very much at that moment (as you say goodbye).
What is really concerning me is that guys like Probst need a Dodge engineer to set up the car to run good laps. How does the average amateur track guy expect to ever get the car set up correctly? How many guys have trackside support? That could be a problem. Aero will slow you down, or worse, if it is not set up correctly. Adjustable susps are tricky too.
Note that the car is not driven off the showroom floor. A Dodge engineer is there to set up the car, and no doubt make the adjustments that Dodge says will void the warranty if done by the buyer (which I think is BS).
What Probst and mag edits are saying in this article, I think, is that a mid-engine car, properly tuned, is the 'best' handling. No surprise there. I would never expect to see an R8 at a track event other than an HPDE, but personally, I would love to drive both of those cars someday and would like to have one of both, for entirely different reasons.
In the article, Pobst states his preference for cars that drift and are predictable, which is obviously why he felt the R8 was 'best' handling. The ACR is much more geared toward track use, and it shows. I wonder, however, how many people can really wring out the best in the car. Pobst says the same thing, essentially warning people about getting 'bit' when the ACR goes over the limit and something 'big and bad' happens. Its like the Ferrari 360 Challenge cars, when they get unsettled and get air under them they go airborne and you won't like your car very much at that moment (as you say goodbye).
What is really concerning me is that guys like Probst need a Dodge engineer to set up the car to run good laps. How does the average amateur track guy expect to ever get the car set up correctly? How many guys have trackside support? That could be a problem. Aero will slow you down, or worse, if it is not set up correctly. Adjustable susps are tricky too.
Note that the car is not driven off the showroom floor. A Dodge engineer is there to set up the car, and no doubt make the adjustments that Dodge says will void the warranty if done by the buyer (which I think is BS).
What Probst and mag edits are saying in this article, I think, is that a mid-engine car, properly tuned
