Originally Posted by
Mb3195
I've only recently got myself a lw body shell and have not even used it yet. I can however immediately notice the massive benefit it will give you over a standard weight.
With the new shell sprayed up, it is coming in 22g lighter than the normal weight. Although this doesn't sound much, if you think about it, this is unsprung weight, plus you have got to take into consideration g-force.
Actually, it's sprung weight.
The benefit in regards to mass of a lightweight body is a lower CG, it's still mounted to the chassis, which is carried by the springs, so there's a reduction in
sprung weight, not a reduction in
unsprung weight.
These cars are probably generating in excess of 5g when going round a sweeper at the end of a straight, if you say conservatively they generate 3G, this then makes the actual weight of my new lw shell 66g lighter going round a bend! When you then think about the position of the unsprung weight.......that is a huge amount!
The usual bench mark for a rubber tire on flat pavement in regards to G's pulled around a corner without aerodynamic aid is 1.3G. A formula one car generating 2.5 times the physical weight of the car aerodynamically will briefly touch 3.5 G.
Without a physical measurement, I would doubt a TC is pulling more than 2 G [on the high side] with a GBS body. Even with that, your logic is still flawed, as the major benefit is still from a lower CG, which would allow for more efficient cornering on a properly set-up car.
In terms of durability, they do seem very "soft" in comparison, even reaming out holes, the reamer seems to push the lexan out of the way rather than file it, so I think they will bend and dent a lot easier but won't crack as easy, and it's the cracking which really reduces the life!
I agree with this.
Properly supported, the LW bodies to seem to hold up better, as long as any contact doesn't result in ripping the body, such as sharp track barrier corners, nails/screw heads, etc.