Pictures of the real Cars

What are the clear-ish lines going to the intake in that pic? Are those fuel lines?

 

Yes these are the fuel injector pipes on the Magnesium intake. Can be found also on some Ferrari and other cars.

 

Here is the story

 

Note the position of what I see as the turbos and how low is that power unit to the ground!!
So with the upcoming Group C!
Thanks to Peter Sauber after his previous versions in /1985/1986 C8's. Mercedes upped their involvement in 1988 to full factory backing. This paid off immediately as a Sauber Mercedes C9 was driven to victory in the Jerez 800 km, one lap clear of the dominant Jaguars. That year's Le Mans was an even bigger disappointment than the previous editions with both C9s forced to be withdrawn before the start. The combination of higher speeds and higher downforce had increased the loads on the tires too much, causing the rear tires to burst on one of the C9s at very high speed during qualifying. Starting the race was considered too dangerous.
***** Turbo position also heat, perhaps? Looks like turbo cooling vents on No 2 car
For 1989 Mercedes-Benz provided a completely new development of the alloy V8 engine, known as the M119. The biggest change was a full four valve head with double overhead camshafts. This bumped the power to 720 bhp and 810 Nm in race spec. The new quad-cam V8 engine was fitted to the proven C9 chassis. The Germans' involvement in the Sauber program was visibly increased as the cars were now painted silver; a clear drawback to the successful Silver Arrows of years past.
For the fifth Sauber Mercedes attempt, the team again fielded two cars. All of the four difficult previous editions were quickly forgotten as the two cars were placed first and second on the grid. After a trouble free race, the two cars crossed the line in the opposite order, clinching a convincing one-two victory. The winning C9 was driven by Jochen Mass, Manuel Reuter and Stanley ****ens. The team kept the Le Mans winning form for that season's World Championship and with seven wins out of eight races, they were crowned World Champions at the end of the season.
720 -800 bhp Whats not to like!
No wizardry electronics. Twin KKK turbos and music that the motor and blowers produce.

 

If you've got a few quid lying around
G40 Cup | Ginetta Racing Championships | Ginetta
G40 GT5 | Ginetta | Ginetta
Why not treat yourself?

 

Same kind of money and a Maser fan Id go for.
https://www.pistonheads.com/buy/listing/11227914

£35,950 inc vat!
Mmm sry John, not enough beans for the buck, Id'd prefere the Ferrari powered
S4374549-1.jpg

 

This is a very interesting series of 7 videos about someone who started racing with the Ginetta G40 :
Full playlist : This Is How To Become A Racing Driver - YouTube

 

Thanks for post.
Lol at second vid.
I hate people who drive and look at passenger while talking in this case camera. One should always look where their going Expensive error.

 

Its here at last Gordon Murray's wonderful Brabham fan car.
The car was has been wrongly described as banned. It was in fact never banned just withdrawn, mainly due to Bernie Ecclestones future financial interest
The Great Nicki Lauda in a 46 at Monaco, though driving there must have required some very special skills. For the 46b the extra downforce from the fan is best experienced at faster tracks with plenty of full throttle corners, being enginedriven. lack of high revs when cornering results in little downforce and the car is counterintuitive to drive. ATTACH=full]14056[/ATTACH]

With it engine driven fan that would visibly suck the car down to the ground whilst revving the engine and car stationary in the pits.

Take an Alfa Romero flat 12 engine that revs like a chainsaw, 6 speed box, etc and the Lotus 'black beauty' has some stiff competition with its skirts giving downforce.

Extra
Theres no stopping Gordan Murray he's just launched the Nicki Lauda 2021 fan 'track day' car

 

This popped up in my Youtube feed, thought it would fit nicely here

 

After the vacuum cleaner mybe a car the way around:

 

Any spare cash in the meantime ?
1974 Porsche 911 Carrera 3.0 RSR IROC race car owned by infamous drug lord Pablo Escobar—and raced by Emerson Fiitipaldi—is up for sale
The asking price is a cocaine-kingpin worthy $2.2 million.

To Be OFFERED AT AUCTION at RM Sothebys' Monterey event, 12 - 14 August 2021. The #1 Sahara Beige Emerson Fittipaldi IROC RSROne of only 15 911 Carreras produced for the IROC seriesDriven by two-time Indianapolis 500 winner and two-time F1 champion, Emerson FittipaldiQualified on the pole position in the first ever IROC race at RiversideLater entered by privateers in marque endurance eventsMultiple runnings of the 12 Hours of Sebring and 24 Hours of Daytona between 1974 and 1978Powered by its correct 911/75, 3-0-liter "butterfly" racing engine and five-speed manual transmissionBeneficiary of an award-winning restoration completed in 2010 THE INTERNATIONAL RACE OF CHAMPIONSWith the introduction of the new 3.0-liter displacement limit for Group 5 World Championship Sports Cars, Porsche channeled its efforts into two very different programs for 1972 rather than continuing with a Works WSC effort. On one hand, Porsche would pursue the 1972 and 1973 Can-Am Championships with its formidable Penske-run 917/10 and 917/30 behemoths. It also continued development of the 911-based RS and RSR variants for the GT class of International long-distance racing.The staff at Weissach managed to further reduce the weight from the Carrera RS 2.7, while simultaneously increasing power without compromising reliability. By using GRP panels, plastic side windows, and stripping out all but the most essential items of interior trim, the RSR barely tipped the scales at 1,980 lbs. For 1974, a new 3.0-liter engine with Bosch twin-spark ignition was employed, with a resultant power increase to 330 horsepower. The now-redundant 917 parts bin was raided for brakes and center-lock wheels, while flared wheel arches, a front air dam, and the now iconic "tea-tray" spoiler gave the RSR a very aggressive posture.The International Race of Champions series, or IROC, was created by Roger Penske, Les Richter, and Mike Phelps as an all-star racing series with well-known drivers from different racing backgrounds including Formula 1, Indy car, NASCAR, and other racing series. For the inaugural 1973/1974 season, the chosen cars were Porsche's 911 Carrera RSR, of which 15 were built for the series; 12 for the competing drivers, plus 3 reserve cars. The 1973/1974 field was a competitive one, with the likes of Richard Petty, Mark Donohue, Bobby Unser, A.J. Foyt, Bobby Allison, Emerson Fittipaldi, George Follmer, Denis Hulme, Gordon Johncock, Roger McCluskey, and Peter Revson competing on the same stage. FITTIPALDI AT RIVERSIDE AND LATER PRIVATEERSThis Porsche 911 Carrera RSR 3.0 was sold new to Penske Productions in 1973 for participation in the inaugural IROC season. It was piloted by the two-time Formula 1 World Champion, Emerson Fittipaldi. For the first IROC race at Riverside International on 27 October, Fittipaldi used this Sahara Beige car to qualify on the pole position. However, because he arrived late to a driver's meeting on race day, he was penalized and forced to start at the back of the pack. Despite the penalty Fittipaldi negotiated his way back up the order, before ending up off track and developing a fuel leak, which forced his retirement. The #1 car would not compete in the remaining Riverside races or at Daytona; Fittipaldi used one of the competition's spare Carrera chassis for the remaining rounds.Shortly after Fittipaldi's singular excursion with this Sahara Beige RSR, Penske passed the car to North Lake Porsche-Audi in Tucker, Georgia. They subsequently sold it to T&C Racing of Sarasota, Florida on 21 June 1974 for $26,482. The car was campaigned into the late 1970s by John Tunstall and Charlie Kemp. Sponsored liveries varied from Day's Inn, to Southpoint Porsche, and Star Brite Auto Polish. Between 1974 and 1978, they raced this Porsche at Lime Rock, Talladega, Road Atlanta, Mid-Ohio, Road America, Mid-America, and even legendary races such as Sebring 12 Hours, and the Daytona 24 Hours. Historic imagery and a 1976 fundraising circular from T&C Racing show that the car's bodywork evolved with the rules of each series into which it was entered. As such, by the time it was last raced in domestic competition at the 1978 24 Hours of Daytona, the Porsche sported IMSA GT-style bodywork with wider, vented rear fenders, an enlarged front bumper, and gold-painted BBS racing wheels with aero discs.COLOMBIA AND REDISCOVERYIn 1979, the Porsche was sold by T&C Racing and passed sometime thereafter to Colombian drug kingpin and narcoterrorist, Pablo Escobar. The consignor notes that the car was fitted with 935-style bodywork by a Florida speed shop immediately prior to delivery to Escobar's estate. However unlikely, registration decals from its 1978 Daytona outing remained affixed to the rear quarter window in a period photo of Escobar and the now disguised, Martini-liveried IROC RSR. Escobar is recorded as having raced the car several times in domestic amateur hill climbs on public road courses. Its next Colombian custodian, Sergio Garcia, raced the car for several more seasons-most notably in the Esso 300 Miles at the Autódromo de Tocancipá in June 1992.In May 1993, this notable IROC RSR was tracked down by a marque expert and imported to the United States. Unfortunately, it was seized at the port of importation by US Customs; it remained there for several weeks while all parties which brokered the deal were investigated. Finding no fault, the car was thusly released to the importer and in turn, its first stateside owner since T&C Racing. However, the consignor notes that either Escobar, Garcia, or US Customs officials removed all the car's Colombian documentation and race registrations.Between 1994 and 2007, the car remained unrestored in its as-found state, still complete with its 935-type bodywork and Garcia livery. For most of this time, the car was owned by a noted Porsche collector, vintage racer, and avid PCA member in central Ohio. It was sometimes displayed during PCA events at the paddock of the Mid-Ohio Sports Car Course in Lexington, Ohio, but otherwise remained static.Thusly acquired by the previous owner in 2007, this supremely rarified RSR 3.0 was submitted for a complete restoration back to its original 1974 IROC specifications. The car's bodywork was addressed by a contingent of specialist shops in Southern California, while the powertrain and chassis underpinnings were entrusted to RennGruppe Motorsports in Lexington, North Carolina.Since emerging from this meticulous restoration in 2010, the reborn Sahara Beige/Fittipaldi IROC RSR has gone on to claim multiple concours awards. In 2011, it debuted at the Rennsport Reunion IV at Laguna Seca to tremendous fanfare. Two years later it claimed a coveted Amelia Award at the Amelia Island Concours d'Elegance. It also was exhibited on the show field at that year's Quail, A Motorsports Gathering in Pebble Beach, California. More recently, this remarkable IROC Porsche was awarded second in class at the 2018 Amelia Islan
Bonus video

 

The car that dominated the inaugural IROC series, driven by Mark Donohue, which is on display at the Penske Racing Museum.

 

Car of the week: BMW ProCar
If your a Procar fan, have a drink/coffee break.

1,000 hp
the maximum performance of individual M1 Procar vehicles constructed in accordance with Group 5 regulations.


ENHANCED PERFORMANCE FOR THE RACE TRACK.
Externally, the Procar version of the M1 differed from the road model thanks to its large rear spoiler, clearly flared mudguards and modified front apron. The engine was based on the production version, but with even more power – 470 hp. The M1 Procar could hit speeds of up to 310 km/h. Later, when the BMW M1 was built and further developed in accordance with Group 5 regulations, the in-line six-cylinder petrol engine was turbocharged, offering dizzying outputs of between 850 to nearly 1,000 hp. Oh Ya ha yes pls @Renato Simioni

Bonus Article
Christian Horner has an idea:
Race of champions

One car, one aim – provide extra thrills for Grand Prix spectators. For two glorious years Procar did exactly that, could it now be on the brink of a spectacular return?

In the aftermath of the deal that will lead to Liberty Media taking over the running of Formula 1, one question kept cropping up: how do you make the sport more accessible and entertaining to new fans? Executives spoke about harnessing the power of social media, reducing ticket prices and improving the racing.

But could it be that there is a simpler answer? Bring back a short-lived and almost forgotten racing series that has gone down in racing folklore as one of the most exciting and addictive cult classics of all time: Procar.

Christian Horner seems to think so. The boss of Red Bull last season called for the return of the support series that ran for only two seasons between 1979-1980 and in which drivers such as Niki Lauda, James Hunt, Alain Prost and Emerson Fittipald go wheel to wheel in a single make series. And he hasn’t given up on the idea.

“When first I suggested it last year it was a romantic idea,” he says, “but I think it has merit – it would add an extra element to Grand Prix weekends. The difficulty is finding a way to do it without compromising any of the commercial deals the teams have. I haven’t discussed it in detail with Bernie – he’s had other things on his plate recently – but it would be a great way to make Formula 1 events even more appealing.”

Fans were treated to a nostalgic taste of the BMW M1 Procar Series – to give its full name – at the Austrian GP last June. It wasn’t quite as exuberant as the original, but it gave a taste of what was surely the most spectacular one-make series the sport has ever seen: over its two-year life no fewer than seven past or future world champions took part in Procar races, and a total of 35 drivers who started at least one Grand Prix featured on the entry list at some stage. It was also the last time that F1 drivers competed in support events on race weekends, before increasingly restrictive contracts and busy PR and briefing schedules made it impossible.

So how did it come about and why does it still hold such appeal? We tracked down some of the key figures to find out.

The series was the brainchild of then-BMW Motorsport boss Jochen Neerpasch. The company was developing the Giugiaro-styled M1 as a Group 4 racer, but hadn’t built them quickly enough to homologate the required 400 examples of the 3.5-litre powered machine.

The only short-term option was to have a bespoke series, and helped by his strong F2 connections with Max Mosley – boss of March and Bernie Ecclestone’s right-hand man at FOCA – he pushed through the concept of a Grand Prix support event.

“The person behind it was Neerpasch,” Mosley says. “He invented the name and came up with the whole idea, and we did it. We were very friendly in those days because of F2, and then Bernie obviously was in touch with them. Neerpasch wanted a presence at the F1 races, and the feeling was that if the F1 drivers were involved, then a lot of privateers would come along. That was the key to the whole thing.”

“I brought it about,” says Ecclestone. “It was something that we thought would be a good support event, which it turned out to be. BMW was happy and made a super car. And we put it together. It was a good series.”

“The way Bernie was selling it to the race organisers was that it was a much bigger and better show,” adds Mosley. “It was, ‘You’re getting more for your money.’ I think he realised quite early on that if you could have a Renault 5 race at Monaco, which was mind-numbingly boring, why couldn’t you have a proper race? Nowadays they look a bit primitive, a little like a DeLorean or something. In those days, they were it. If I had been little bit richer and slightly less grown up I would have wanted to buy one!”

Getting FOCA on board was crucial. It was agreed that the fastest five drivers in Friday’s F1 practice would qualify to take part in Saturday’s Procar race in works cars, and start from the first five grid slots.

Unfortunately Ferrari and Renault wouldn’t let their guys play, due to a Michelin/Goodyear clash, but the other teams were on board. Initially the difficult bit was persuading the big names actually to do it, but the prospect of earning some hard cash – personally distributed by Mosley – did the trick.

“They could not make up their minds if they wanted to do it or not,” says Ecclestone. “Everyone seemed to be happy except Mario Andretti. He thought it was too much to do during the weekend. Then I explained to him what we had in mind was rewarding these people with a little bit of cash, and suddenly he thought he wasn’t too busy after all!

“They got bonuses if they didn’t damage the car, all sorts of things. Carlos Reutemann was always collecting for that, he wouldn’t damage his car. It wasn’t a ‘brown envelope’, they got rewarded for their participation. The day job was all right, but not compared with today.”

“I remember Andretti saying he wouldn’t do it, but when the time came, he did,” adds Mosley. “As far as I remember it was something like $9000 if you were on pole, and then $6000, $4000, $3000, like the F1 points in those days. We used to deduct money if they damaged the cars. Reutemann would be in the middle of a shunt and still emerge without a scratch.

“I think it was Bernie’s idea that they should be given cash. If you say you are going to transfer some money, it’s not very exciting. If you put cash on the table… I once got photographed paying Niki Lauda behind the pits at Zandvoort.”

In fact Lauda was so impressed by the Procar concept that he put together a deal to run the whole series in his own entry, backed by Marlboro and run by F2 team owner Ron Dennis, whose Project 4 organisation had built most of the M1 race cars. Niki could still use F1 practice to guarantee himself a top grid slot.

“The BMW project was very lucrative because of the failure of Lamborghini, who were the other party making the cars,” says Dennis. “We’d made 25, and they’d made one. BMW became very pressured in respect of making the cars quickly, and that was something which we were heavily rewarded for, and that provided me with the money to be able to build the first carbon-fibre F1 car…”

Alongside the established stars, the Procar series attracted three other classes of driver – BMW protégés and other youngsters on the fringes of F1, big names from the touring car world and finally one-make specialists and gentleman racers who could enjoy the chance to share a grid with the stars.

The first race at Zolder in May 1979 proved to be a disappointment. To the surprise of the sceptics the F1 drivers did take part, and those who ‘qualified’ on Friday were Lauda in his Project 4 car, plus Andretti, Jacques Laffite, Clay Regazzoni and Nelson Piquet in the Bob Sparshott-run works machines. In addition Hans Stuck, Elio de Angelis and Bruno Giacomelli all appeared in private entries.

At first the cars proved to be difficult to drive with the base set-up established by BMW development driver Marc Surer – it turned out that Goodyear had elected not to use the tyre construction that the Swiss driver had chosen, for cost reasons. In the race accidents and mechanical failures claimed many of the big names, and de Angelis proved to be a surprise winner for Osella.

There followed some controversy as FIA president Jean-Marie Balestre – wearing his FFSA hat – announced that the new series was a “publicity demonstration,” and would not be welcome at the French GP at Dijon. Ecclestone pointed out that Procar was part of the package, and in the end the Dijon event did go ahead, albeit officially billed as a ‘show’.

“It was guerrilla warfare with Balestre,” Mosley recalls. “We were always trying to think of something to annoy him, and he was always trying to think of something to annoy us…”

After the shaky start at Zolder the series began to establish itself. Procar became an entertaining part of European F1 weekends, while also appearing at Donington Park for the Gunnar Nilsson charity event. The cars were soon dialled in as teams and drivers explored set-ups. “I did one race in Monaco,” says Emerson Fittipaldi. “I never liked to do other races when I was in F1, but it was a lot of fun to drive and it was a very good idea from BMW. It was a big car for Monaco!”

The F1 stars enjoyed driving the cars, and not just because they knew they’d start at the front.

“As an F1 driver you had the advantage of being used to a mid-engined car,” Surer says. “A lot of typical touring car specialists were not so good in this car. It took them a long time to adapt to this nervousness. The F1 drivers could live with that, because it was closer to a single-seater. The car was fastest if you drove with very little rear wing, but then it was more nervous.”

“I liked the car a lot,” says Christian Danner, who entered in 1980. “It was mid-engined and you could drive it with very little steering effort. It was not like an arms-and-elbows car, it required a lot of precision.

“The only trouble was it didn’t have a 12-cylinder engine, which people had expected. The sole racing unit they had available was that straight six, which is a really stupid engine. It was so heavy, and not just because the block was big and crankshaft so long. The masses that you had to move to get revs were so high. It had good torque, but it took forever for the revs to come up.”

Top private entrants such as Schnitzer, Eggenberger, Sauber, Heidegger, TWR and Helmut Marko supported the series, and inevitably everyone was seeking an advantage over the works machines.

“It was exciting,” says Marko, who ran BMW rising star Markus Höttinger. “Always with Grands Prix, and against the Grand Prix drivers, so it was a really good challenge for the youngsters. It was the usual things, set-up, friction, trying to go as easy as possible on the bearings, tyre management, the normal stuff.”

“Scrutineering wasn’t that strict,” says Danner. “Our Cassani car wasn’t 100 per cent straight. We just cut the corners off the square front spoiler, so ours was kind of round. That reduced the drag a lot, and changed the airflow around the side of the car. And you know those things [louvres] on the rear window? If you put the third one the other way around, immediately you had much better airflow to the rear wing!”

Lauda proved to be the star of the first year, winning in Monaco, Silverstone and Hockenheim and pipping Stuck to the title.

“They were easy to drive, nice and powerful,” says the triple world champion. “I was lucky that I had the one Marlboro car, while the others were switching cars. This was an advantage. Ron Dennis was very good and we won the championship.”

Lauda retired from F1 after the ’79 season, but was later tempted back by his former Procar team boss: “I knew Ron anyway from Rondel Racing, and he was a known, good quantity. He developed, I developed, and we met again. He came back to me, and it served us both.”

There was a change for 1980 as the F1 drivers were no longer guaranteed the top five starting slots, so the rest had more of a chance to qualify at the front and win races. As well as the GP supports BMW retained Donington and added high-profile stand-alone events at AVUS and Norisring, although the F1 drivers still made the effort to take part. Piquet won the last three rounds to secure the championship, beating Alan Jones and Stuck.

By now series instigator Neerpasch had left BMW, and the Munich manufacturer was focusing on its F1 turbo project with Ecclestone’s Brabham team, so had other priorities.

“It was a one-year deal, and it was renewed for a second year,” says Mosley. “And after that BMW probably thought it was too expensive, and they’d had the best out of it.”

So Procar quietly faded away after two spectacular seasons, leaving nothing but memories and a roll call of drivers that – as well as those already mentioned – included Patrick Depailler, Didier Pironi, John Watson, Jochen Mass, Jean-Pierre Jarier, Riccardo Patrese, Arturo Merzario and Jean-Pierre Beltoise.

“I think it was the best series ever around F1,” says Surer, who still drives his tweaked M1 road car. “It was expensive for BMW, who paid the drivers and paid Bernie for permission to do it. As soon as the car was homologated for Group 4, in 1981, they stopped Procar and we did Le Mans and long-distance racing.

“This car is deep in my heart. Paul Rosche gave me a special engine and, with the set-up I have on mine, it’s the best road car you can find. People still look at it and say, ‘A BMW? I haven’t seen one of those yet. It must be new…’”

So could we see Procar’s return? Commercial deals probably rule out many teams and drivers, but Horner hasn’t given up. “If we weren’t able to make it work with current drivers, I still think there would be a place for it for the stars of yesteryear – there are plenty around.”


We live in hope. M V6
Have fun
Pls add your images and info of real cars AMS2 only
OP#1

 

Procar post
Pictures of the real Cars
+

Dirt section variant in Ams2 future?

 

View attachment 23269
'The Chevrolet Corvette GTP was a GTP-class racing car which participated in the IMSA GT Championship from 1984 until 1989. Used for General Motors factory effort in IMSA GT, the car was developed in conjunction with Lola Cars International. Although using the Chevrolet Corvette name, the car shared almost nothing mechanically with the Corvette and borrowed only some styling elements.

Development

Prior to 1984, Chevrolet naturally-aspirated V8s and Buick turbocharged V6s were popular engines in the GTP class for privateer teams. However General Motors (GM) saw the opportunity to enter the IMSA GT Championship for themselves in the 1984 season in an attempt to bolster their image by fighting against Jaguar, Porsche, Nissan, and Mazda.

General Motors turned to Lola Cars International of the United Kingdom(GOODWOOD), who had previous experience building cars for Mazda, to build their own chassis, termed the Corvette GTP in an attempt to improve the Corvette image. Following testing on an older Lola T600 with a Chevrolet V8, an all new car was built, termed the T710. The first chassis were delivered to General Motors in 1984 and outfitted with a 3.4 litre turbocharged V6, similar to the Buick unit previously used. A second chassis, known as T711 used the alternative 5.7 litre naturally-aspirated V8, and arrived at GM before the close of 1984. This would allow GM to be able to keep on pace with at least one car, dependent on which engine better suited a track.

The cars featured bodywork similar to a Chevrolet Corvette C4 at the front, with a long pontoon-style tail featuring Corvette tail lights. Large side intakes would feed the radiators while the turbocharged chassis had a snorkel built into the top of the fender to feed the turbocharger.

Later Chassis

Following the first full season for the Corvette GTP in 1985, the cars were replaced with new chassis for 1986. Termed T86/10 by Lola, the new cars featured evolved bodywork which included a smaller opening for the side radiator. The rear pontoons were also able to be removed on the new chassis for courses that did not require longer tails. GM mostly abandoned the use of the naturally aspirated V8, opting instead for the turbocharged V6, now at a smaller 3.0 litre displacement.

A third chassis was also built in 1987 which introduced modifications made by GM subsidiary Lotus. Termed T86/12 by Lola, this car featured an active suspension system that would allow the car to alter its suspension stiffness during the race. The car was used in competition only once where its suspension system failed. It was then retained by GM mostly as a developmental prototype.

Two more chassis were added to the Corvette GTP fleet over the next few years, with one built at the end of 1987 for use in 1988, while the other would be completed midway through 1988. Both would regain a naturally aspirated V8, now running at 6.0 litres, but feature only minor mechanical and visual differences from the T86/10s.

Eagle 700

Following the abandonment of the project at the end of 1988 by General Motors and the end of privateer competition by Peerless Racing in 1989, the decision was made to take Peerless' car into international racing, entering the 1990 24 Hours of Le Mans. The car was used as a platform for Eagle Performance to attempt to use a 10.2 litre 4 cam,32 valve V8 engine (based on the BB Chevy engine layout) to take on large manufacturers at Le Mans. The car was (slightly) modified to the point that Eagle chose to rename it the Eagle 700. Beyond the modifications necessary to house the large V8 engine internally, the car remained the same as it was run in IMSA series including the 'unique' short tail design that GM developed in its wind tunnel testing for this car and became the basis of the design for the tail section of late (1992 - 1996) C4 Corvettes.

This car (T8811-HU01) was the pinnacle of Corvette race development and is currently being put back to IMSA spec's with the SBC engine for Vintage Racing.

Chassis

In total, seven cars would be built under the Corvette GTP name, although nearly all had different designations by Lola.

The '10' in the chassis number indicates a 'Turbo V-6' factory designation and the '11' in the chassis number indicates a 'V-8' factory designated design'

Lola Chevy @Goodwood circuit in development
Jonathan Palmer Testing

quick look/tryout

 

So it has the same number of wheels as a Corvette then
Great post though, thanks for sharing the info.

 

Not sure if people had the same confusion as me but when looking online at pictures of the Corvette GTP I was confused because it seemed that all pictured showed a different rear from the one in the game, such as this:



Eventually I found a "short tail version" which is dubbed T88/11-HU01

Source: https://corvettegtp.com/GTPsToday.html
This website shows different versions of the car. The chassis mentioned seem to match the closest the 3D model in the game. Hopefully some developer can confirm.
Also suggested https://corvettegtp.com/UniqueBodyCharacteristics.html

 

Spoiler/tail Matches the LM rear


Corvette GTP | LM Sportcars
https://fastly.jwwb.nl/public/l/e/d/temp-dvgkxfpvpifrtjnyghfj/u7olej/IMG_4815.jpeg

 

Definitely the Le Mans partecipant (although under number #59)
Chassis T8811-HU01 - Complete Archive - Racing Sports Cars , bottom of the page

Not sure about ovals, I doubt they raced on those