User:The359/Sandbox2

=Lola T600= The Lola T600 was a sports prototype race car developed by Lola Cars International. First constructed in 1981, the T600s were amongst the first sportscars to feature ground effects in their underbody design following Formula One's introduction of the technology in 1977. It was also the first car constructed by Lola to make use of lightweight carbon fiber.

Due to unique innovations, the T600s out performed several established competitors to win several events in both the World Endurance Championship and Camel GT Championship in the first years of use. The T600 was eventually usurped by newer prototypes which furthered the development of ground effects, such as the Porsche 956 and Lola's own T610.

Development
In the early 1980s, at a time when the Porsche 935 remained as one of the dominant sports cars in use in both Europe and North America, the organizing bodies of the Fédération Internationale de l'Automobile (FIA), Automobile Club de l'Ouest (ACO), and International Motor Sports Association (IMSA) began a restructuring of their rules. New class structures were to be created to replace the current FIA Group 5 and IMSA GTX classes in an attempt to attract more manufacturers to the sport to combat Porsche's silhouette cars.

Combining the elements of an existing closed-cockpit GTP class with the open-cockpit Group 6 category that had been phased out several years ago, a new class of custom-built sports-prototypes was created with plans to be introduced in 1982. For the FIA and ACO, this class became known as Group C, which allowed 800 kg (1764 lbs) cars that would be required to meet a fuel efficiency standard of 600 litres per 1000 kilometers. For IMSA, a similar class known as GTP was announced. Similar to Group C, the new rules lacked the fuel requirements, but created a weight scale dependent upon the size of the engine used in an attempt to equalize the field.

With the announcement of these two new classes for 1982, several manufacturers announced their interest in creating designs: BMW partnered with March Engineering to develop an IMSA GTP car, while Ford Motor Company and Zakspeed began development on the C100, and Porsche planned the 935's replacement, the 956. In the United States, driver Brian Redman and team owner Carl Haas sought the aid of Lola Cars International in launching an IMSA GTP team for 1981. Haas and Redman, official importers of Lola cars to the United States, believed that not only could an existing Lola design such as the T70 be updated and used successfully in the new category, but that they could sell these cars onto further customers.

Upon meeting with Lola owner Eric Broadley, the plans for using an existing car were abandoned in place of constructing an all new, purpose-built car. Thanks to developments in Formula One, ground effects had been developed to the point of winning the World Championship by 1979. With the gracious rules of the new GTP and Group C classes, sports cars could be built large enough and with sufficient bodywork to make ground effects successful, something which the production-based shape of the Group 5 cars did not allow. Lola's new car would therefore attempt to make use of the first ground effects in a full bodywork design.

Lacking the aerodynamic understanding and tools to properly develop the shape of the new car, Lola turned to aerodynamicist Max Sardou to aid design. The shape of the new car, termed the T600, would involve the use of two large tunnels on the bottom of the car which would wrap around the cockpit, engine, and transmission while also squeezing between the rear tires. The air entering these tunnels came from ducts located under the nose of the car as well as in the front wheel wells. The tunnels would shrink in size towards the middle of the car before expanding up and out underneath the rear wing at the tail end of the car, helping to create the ground effects necessary.

The shape of the tunnels led to the overall shape of the rest of the car, with a long flat nose dominating the design. A central NACA duct was integrated into the nose, while two more ducts were placed on the side of the bodywork to feed the T600's radiators. Air for the engine was fed through an intake built onto the side of the cockpit, immediately behind one of the cockpit doors. At the rear of the car, although the wing was mounted on central struts attached to the gearbox, the sides of the wing were also attached to the rear bodywork pontoons. Aerodynamic covers were developed to fit over the rear wheels when necessary in order to aid the car's top speed.

Mechnically, the T600 was specifically designed to be able to use a variety of engines for both IMSA and FIA use.

      

by year
HU1 1981 - Cooke-Woods Racing (Chevrolet) 1982 - Cooke Racing (Chevrolet) 1983 - 1984 - Electrodyne (Cheverolet)

HU2 1981 - Cooke-Woods Racing (Porsche)

HU3 1981 - Banco Occidental-Ultramar/Grid Team Lola (Ford)

HU4 1981 - Team JLP (Chevrolet) 1982 - 1983 - Team JLP/John Kalagian Racing 1984 - John Kalagian Racing/Boand-Wolf Racing 1985 - Boand-Wolf Racing 1986 -

HU5 1981 - Chris Cord Racing (Chevrolet) 1982 - 1983 - 1984 - Kendall Racing (Chevrolet) 1985 - 1987 -

HU6 1981 - Interscope Racing (Chevrolet) 1982 - 1983 -

HU7 1982 - Interscope Racing (Chevrolet) 1983 -

HU8 1983 - Bruce Levin/Bayside Disposal (Porsche) 1984 - Taco Almeida/Hi-Tech Racing (Porsche) 1985 - 1986 -

HU9 1983 - Interscope Racing (Chevrolet)

HU10 (GM)

HU11 1983 - Conte Racing (Chevrolet) 1984 -

HU12 1982 - Karl-Heinz Becker (BMW) 1983 - 1984 - 1985 - 1986 - 1987 - 1988 - 1989 - 1990 - 1991 - 1992 - 1993 - (BMW/Ford Cosworth)

=Toyota GT-One=

The Toyota GT-One (also known as the Toyota TS020) was a series of racing cars developed by Toyota Motor Corporation and their motorsports arm Toyota Team Europe (TTE) for use in endurance racing. Development of the car began in 1996 with its competition debut in 1998. A single street-legal variant was also built solely for the purpose of complying with the grand tourer regulations to which the GT-One was originally built. The GT-Ones were designed with radical interpretations of the regulations in the pursuit of higher performance and showed high potential speeds by earning pole positions and fastest laps throughout its career. Despite leading in all three races in which it participated, the GT-Ones failed to achieve victory; second place at the 1999 24 Hours of Le Mans was their best result. The GT-One project was abandoned in 2000 as Toyota and TTE moved into Formula One.