Every racing series strives to have fair competition between dissimilar cars. The NASA Super Touring series, Gridlife, Pineview Challenge Cup, and many others use the weight of the car divided by horsepower as the primary balancing factor. Any why not? Mathematically, that seems like a good way to create parity between different cars. Well, if they were all racing in a vacuum.
In the real world, air has resistance, and overcoming resistance requires power. Drag increases at the square of the speed, so there’s about twice as much drag at 100 mph as there is at 70 mph.
In other words, at a faster track, you want power at the expense of weight. To illustrate that, let’s see what happens in OptimumLap when we add power, but keep the power-to-weight ratio the same. In the following table, all cars are at 20 lbs/hp. I’ll run simulations on three very different tracks, Watkins Glen, New York Safety Track, and Pineview Run. (Conveniently all within 100 miles of me.)
As you can see, the heaviest car is the fastest at every track. It’s a small difference at Pineview, and a significant 1.5 seconds at Safety Track, but a whopping 4 seconds at Watkins Glen. The simulator shows the difference in top speed is 12 mph at WGI. Wow. A difference of 4 seconds and 12 mph with cars that are supposed to be equal!
But don’t lighter cars corner faster? Not really. Friction (grip) depends on weight, and the more weight, the more friction. Don’t lighter cars stop faster? Not really. A lighter car still has less grip because of less weight. The simulator factors all this in so we don’t need to.
In many racing series, lightweight cars are further handicapped by having to run skinnier tires. So, for example, a lightweight car might be limited to a 205-width tire, while heavier cars could use 225, 245, or whatever. And what’s the logic behind that? I’m not sure. As you can see, the lightweight cars are already at a disadvantage (anywhere outside of a vacuum), and limiting their tire width only makes it worse.
In the NASA system, not only are lighter cars penalized with narrower tires, but as cars get lighter, they take additional penalties to HP. So if your car weighs 2450 lbs, it takes a .4 lbs/hp penalty. If it weighs 2250 lbs, that’s a .5 penalty. This is completely the opposite of how it works in the simulation, because lighter cars need more power to be competitive.
Ideally, there should be a reverse corrective factor that balances the lbs/hp ratio for cars of any weight, so that lighter cars get a bit more power, and heavier cars less. Let’s take a look at what that factor could be. Ideally, you’d like to see the 1800-lb car, the 2400-lb car, and the 3000-lb car in the same second at all tracks, not 4 seconds apart.
If I do a corrective factor to figure lbs/hp like this:
Then I get simulated lap times like this:
The heaviest car still wins at Watkins Glen, but at least it’s within the same second as the slowest (lightest) car. At Pineview, the lightest car wins, but only by 3/10ths. And at New York Safety Track, it’s mostly a draw until the cars get heavier than 2400 lbs, but then the greatest difference is only 2/10ths instead of 1.5 seconds.
Naturally the formula could be adjusted slightly, by using a different median weight (2600 lbs instead of 2400 lbs, for example), or changing the hp factor from .016 to a lower or higher number. In any case, for a series that used lbs/hp series for classing, they can make it more fair by using such an adjustment. Of course they won’t, but data supports that they should. I mean, ideally, they’d have a different adjustment for every track….
I wrote the rules for the Pineview Challenge Cup series, and those rules also use lbs/hp as the basis. Pineview is a slower track (72 mph top speed in this simulation), so there’s much less in the deltas. One of the benefits of this series is the thin rule book, so I’m not tempted to complicate things. But if we ran our series at any other track, I would make an adjustment like this.
The reality of it is, if you race in a series that uses power-to-weight ratio as a balancing factor, you’re better off with a heavier car and more power. This often gets you into a wider tire size, as well. Adding lightness is adding slowness.