Yes, the intermediate shaft is mostly the same between the two transmissions. That all added up to quite a bit, but I didn't weigh any of it. I had previously removed the wiring, the factory spoiler, the rear wiper motor, and all weatherstriping and trim. The hatch is definitely lighter now than when I started working on it last Friday, maybe 5-10 lbs or so by feel (the gas springs actually want to push it open now). I don't know how much the spoiler weighs but it's likely around 5-7lbs (it's all aluminum and Lexan). I had to add two 1/8"x1" reinforcing strips on the outside of the hatch screen to meet racing rules, which are about 48" long and weigh about 0.5 lbs each. If you were going to just swap out the glass for Lexan, it looks like you would save around 6,500 grams or 14lbs. The little "peep glass" thing in the back of the hatch is about 288 square inches, so another ~815 grams saved there. The hatch glass is about 1,800 square inches, so ~5,094 grams saved there. What a terrible mixed-unit way to do this, but here we go. Each side window is about 184 square inches, so overall swapping glass to Lexan (assuming it's all the same thickness) saves about 2.83 grams per square inch. The rivets are pretty light and I had to drill a hole to put them in, so I think it likely all washes out. I used some dense (but light) adhesive backed foam tape from the Home Depot Racing Warehouse in place of the urethane which I scraped off. The factory windows use a LOT of heavy urethane to seal them in, but no rivets. I managed to carefully extricate a factory quarter window and compare the glass version to the Lexan version directly (see pics below). Smaller sponsor payments mean that profit margins are lower then the single-seaters, meaning that the player will have to make even tougher decisions on how to improve their team.Click to expand.Excellent question, I was curious myself. GT teams are financed differently, with different car part prices to deal with. The top 10 cars have their tyre choices locked for the start of the race, forcing more care over tyre usage, as well as new qualifying and race-start strategies. Cars are eliminated after each qualifying round, meaning that getting through to the final stage is all-important. Meanwhile, Three Stage Qualifying makes its first appearance in Motorsport Manager, bringing a new challenge on Saturdays. A ballast system (exclusive to the GT series) changes up practice sessions, impacting the way that managers think about their drivers, with driver weight impacting how flexible your setup can be. It’s not just the races which have changed. The pack racing is much tighter, meaning that the first few laps are often white-knuckle thrillrides, with high speed overtaking action a regular occurrence. There are notable differences in braking and cornering speeds, tyre wear, pit stop times and the weight impact of fuel. The vehicles themselves operate on a modified version of the simulation model, so that they better reflect real-life GT cars. Rival teams will be boosting and enter hybrid mode as well, meaning that managers will need to keep on top of their opponents’ strategies in order to maximise their performance. The ERS can transform a manager’s approach to race strategy, adding a new layer of strategy. As the car moves around the track, it harvests energy, which managers can decide to use in two ways: Hybrid mode, which saves fuel, or Power mode, which gives your car an huge surge of energy, allowing for dramatic overtakes and defences of a position. Our beautiful GT cars utilise the brand new Energy Recovery System, which is a real game-changer. The GT Pack brings a fresh and exciting challenge, expanding our world of motorsport to the thrilling environment of closed-wheel racing! Managers can fight it out in two series, the proving ground of the GT Challenger Series and the prestigious International GT Championship, with both championships populated with new teams, drivers and staff.
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