Prior to the creation of our RSD parts, we had participated in the Ferrari
Challenge Race in Japan for a total of six
years and visited many racetracks in Japan. We were fortunate
enough to win the F355 Challenge Series Championship twice and the 360
Challenge Series once.
After
the Ferrari Challenge Race, we did not keep the F355 or the F360. However, we
were simply unable to forget the magic and the potential of these Ferraris. We
always wondered if we had controlled the Ferraris perfectly or not. It stuck in
our minds. As a result, we decided to use these racing cars again, for after
all, they were the cars we had used to win the Champion Series in the Japanese
Ferrari Challenge three times.
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Questions
continued to haunt us: gIn the approach to that corner, couldnft we change the
breaking point at 50 centimeters farther?h, gCouldnft we start accelerating
much faster?h We would think, gAt that high-speed corner, professional racing drivers
may go through without releasing the accelerator at all.h
We continued to test our modified racing cars on the racetracks and
look for the answers. We reached the conclusion that in order to race fast and
safely, we needed not only the correct driving technique but also an adequate
suspension setup for stable high-speed cruising using increasing air friction.
Some
concepts began to emerge. If we gathered all of our technology and know-how
gained from our mechanical maintenance and race experience, we could do
something to improve the F355 and 360 Modena. We started to test
our cars on the Tsukuba Circuit and Twin Ring Motegi racetracks in Japan.
We
first developed the aerodynamic parts using downforce to stabilize the vehicle
for greater stability at high speeds straight ahead and to calm the driverfs anxiety
when going through corners.
At
the Twin Ring Motegi racetrack, there is a high-speed left corner turn named
130R right after what we call the First Under Bridge. When we would drive a 360
Challenge on this track with even new Pirelli slick tires, we noticed that we
were able to fully accelerate and try 130R on only the first few laps. A few
laps later, the Pirelli slick tires started to lose their grip, and we had to
adjust the acceleration after checking the tiresf grip condition.
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Also,
on the Tsukugba Circuit racetrack, we would worry about our rear tiresf condition
right after the approach of the final corner. We had not been able to appease
this anxiety since we had started attempting the Ferrari Challenge Series in Japan.
However,
we installed our newly designed RSD front lip spoiler and rear wing on our cars
to improve the downforce. Since then, we have not had to think about what will
happen after a few laps. Our RSD front lip spoiler and rear wing effectively improve
the downforce so that we do not have to be dependent on the tiresf grip
condition all the time.
Since
1998, the regulation of the Ferrari Challenge Race in Japan was changed to allow
the use of a rear wing on a vehicle. As a result, racetrack records were improved,
and cars showed better performance. However, none of the makers in Japan developed any front aerodynamic parts at that time. Nobody could solve
the gunder stealingh problem for the F355 at the mid- and high-speed
corners. From these experiences, we developed the front lip spoiler and
the rear wing, taking into account the front-rear weight ratio of the machine,
which led to a neutral steering response from the machine.
From these experiences, we developed the front lip spoiler and the rear wing, taking into account the front-rear weight ratio of the machine, which led to a neutral steering response from the machine.@@@@@@@@@@@@@@@@@@@@@@@@ |
