@StartYourEngines
First of all, it's nice to see a fellow member who's interested in sportscar racing on GCF in addition to
@Matski , me and the (very) few other members
There are interesting points you've raised in your posts that I'd like to discuss, so it'll be a bit long response...
I would say that this is more a 488 GTE without limitations than a 488 GT3.
Of course, the 488 GT3 Evo and the 488 GTE are very similar (in fact you can convert the former to the latter) but not identical.
You're correct about the relation between the GTE and the GT3, but I assume that the GT Modificata is more based on the GT3 EVO, judging by some visible factors: The front splitter, the front wheel well vents (grilled ones on the GT3 / GT M vs smooth, short opening for the GTE), the smaller side mirrors of the GT3, the pole position lights on the rear fender of the GTE version, the wing side plates (smaller on the GTE version vs. the larger ones of the GT3 / GT M) and the rear diffusor (the small winglets at the bottom of the largest opening on the GTE).
GT3 EVO:
GTE EVO:
GT Modificata:
Then, the Modificata integrates solutions that are banned for the GTE class from the GT3 Evo, such as the motorsport ABS.
ABS is allowed in GT3 racing but banned in LM GTE. I was going to mention the Pirelli tyres as they're exclusive to GT3, while GTE use Michelin or Dunlop, but there's no official resource to confirm. As you already mentioned, the suspension of the GT Modificata is from the GTE car, but the 488 in its both iterations is the most interchangeable platform in GT racing, as both share several components while having unique parts to comply with each group's regulations.
GTE cars are indeed usually faster than their GT3 counterparts and adopt more sophisticated technical solutions especially related to the suspensions.
This is a debate that I talked about for quite some time, and I found that it depends. LM GTE class is more restricted from the point of what can be built because it has a certain regulations on what's allowed or not, while GT3 allows the constructor more freedom to build what they want, but the performance limitations are more restricted in order to provide equal racing performance.
GT3 varies greatly in performance, depending on which series you look at. For example, in the American IMSA WSC, the GTD class are about 4~5 seconds slower per lap than the GTLM, and the GTD itself is slower than the SRO GT World Challenge series cars (about 1.3 seconds slower per lap on a circuit like Laguna Seca, if I'm correct). Then, you look at a series like International GT Open, and you see their GT3 cars go almost as fast as the LM GTE PRO of WEC, and if you look at the Japanese Super GT, the GT300 (the lower class of the series which are GT3 cars and some special built cars to a similar rulebook) go even faster than GTE on Fuji circuit.
The speed variance of GT3 depends on the power level allowed, and on the tyres. SRO uses Pirelli, while GT Open and NLS (Nurburgring Endurance) use Michelin, which is a grippier compound that allows for a lap that's quicker by an average of 2~4 seconds. I've had a brief chat with Ferrari driver David Perel about this, and he has the same thoughts, and he later mentioned that in another video about his lap record on Spa in a 488 GT3.
As for GTE, it also depends on the power level difference between the series, but since there are only 2 series that implement the GTE PRO class, it's easier to see the difference. In 2019, both IMSA WSC and FIA WEC shared a similar race event at Sebring International Raceway, and the GTLM Porsche 911 RSR was 1.5 seconds quicker than the GTE Porsche 911 RSR (both were pole setters in their class).
In terms of downforce, I know about that (in)famous claim of 1000 kg at 200 km/h for the GT-R GT3, but I wouldn't honestly consider that figure according to many other (more relevant, to me) sources.
For example, the ACURA NSX GT3 Evo generates around 860 kg of downforce at 241 km/h, while Maurizio Reggiani stated that the Huracan GT3 Evo has around 30% less downforce than the SCV12 (which produces 1200 kg at 250 km/h).
This would mean that the Huracan GT3 Evo would generate around 920 kg of downforce at 250 km/h, figure which, if scaled, matches perfectly the one claimed for the NSX GT3.
Moreover, the 2020 Acura ARX-05 DPi prototype is stated to generate up to 1360 kg at 241 km/h, so there's absolutely no way for the Nissan GT-R GTR to generate 1000 kg at 200 km/h because that would translate into 1450 kg at 241 km/h, which is more than a top-class, latest generation DPi prototype and that clearly doesn't make any sense.
That's why I personally never consider that claim for the GT-R GT3 as valid.
Good points, and I agree with you regarding the GT-R figure. I'm also not qualified to refute that claim, but it's somehow questionable when compared to other stated figures, and the car itself is larger and not as aerodynamically shaped as other supercar-based GT3 entries. Anyway, to me, the GT-R GT3 looks more like a drift car with its huge dive planes and the giant rear wing, and I like seeing them around because they're kinda rare outside Super GT.
Back to the 488 Modificata, more than 1000 kg at 230 km/h basically means that the car is matching (or perhaps maybe exceeding) the downforce level of the SCV12, which is (as said before) around 30% more than what is offered by a top-class, latest generation GT3 car (Huracan GT3 Evo).
Also, the 488 GT Modificata is much lighter than the SCV12, so expect this magnitude of downforce to be even more effective on track.
Even more, the Brabham BT-62 is stated to generate 1600 kg of downforce at 300 km/h and it produces far more downforce than a GT3 racing car.
Well, quick calculations show that, according to the provided value for the 488 GT Modificata, the unrestricted Ferrari appears to exceed even the BT-62 in terms of total net generated downforce, so I'd say that for sure it is should be far beyond the level of regular GT3 and GTE race cars.
As I mentioned above, GT3 cars are built to a certain level, then the BoP process dial back the performance to an equal level, so I believe that all GT3 cars, when they are unrestricted, generate huge performance figures within the max limit of their design, because even if they're purpose built race cars, they are based on road cars, not pure prototypes.
However, in my opinion, while all of these downforce figures seem impressive, it's not always possible to utilize such levels of downforce effectively. From the top of my head, I can think about Spa Francorchamps and Nordschleife as circuits with high speed corners that require a high level of downforce. The majority of other circuits will not have corners that a GT car can take at something close to 180 KPH, never mind 220~250 KPH. This high level of downforce will be translated to a huge amount of drag at high speed straights.
One last thing since you mentioned the BT-62. I hope that this car can make it somehow, even though I have my doubts. When they announced the car and how they intend to join the LM GTE, I was excited, but now, the LM GTE class is dwindling, and I don't know what is the financial situation of Brabham, but with the current pandemic and seeing major players leaving, I don't think I'll see the BT-62 challenging the usual suspects in GTE. Also, the car was a bit overhyped, at least performance-wise. I'm not the person who would care that much about lap times (more about the performance difference between the classes of race cars), but for example, when the BT-62 was announced as the new record holder of Mount Panorama in Australia, it turned out to be only 0.7 seconds faster than an unrestricted Audi R8 LMS GT3 with roughly 100 HP less. For something that has 700 HP and weighs less than a ton (dry weight), it's not that impressive. It could be that the car wasn't ready, however, but I don't know...
