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48-671: The class, derived from the former ' GT3 ' class in 1998, debuted in 1999 under the name of 'GT' in 24 Hours of Le Mans , American Le Mans Series and European Le Mans Series , and as 'N-GT' in the FIA GT Championship , and in 2000 as 'GTU' in the Grand-Am Rolex Sports Car Series , and 'GTO' in the British GT Championship . In 2005, the class was renamed GT2, below the faster GT1 class (formerly known as GT/GTS). Originally, it

96-6062: A Row" . us.motorsport.com . v t e Classes of auto racing Formula racing Active F1 F2 F3 F4 F600 Formula 1000 Formula Atlantic Formula Car Challenge Formula Continental Formula E Formula Enterprises Formula Ford FF1600 Formula Regional GB3 Formula Vee IndyCar Super Formula Supermodified BOSS GP Monoposto Racing Club V de V Challenge Monoplace Defunct F3000 F5000 Formula A (SCCA) Formula B (SCCA) Formula C (SCCA) FCJ Formula Dream Formula Holden S5000 Formula Junior Formula Libre Formula Mondial Formula Pacific Formula Super Vee Australian National Formula Grand Prix Masters Grand Prix motor racing Tasman Series One-make formulae Active Formula Car Challenge Formula Enterprise Indy NXT MRF Challenge SRF USF Pro 2000 USF2000 USF Juniors FIA Formula Championship 2 3 Defunct A1GP ADAC Formel Masters Auto GP Barber Pro CFGP FA1 Formula Asia Formula Abarth Alfa BMW Chrysler König LGB Swift Hyundai Lightning Maruti Masters China Russia Mazda Nissan Opel/Vauxhall Palmer Audi RUS Rolon Formula Renault 2.0L Grand Prix Masters GP2 GP3 International Formula Master Toyota Racing Series S5000 Superleague Formula One-make spec racing Active Caterham Racing Ferrari Challenge Fun Cup Ginetta Junior Championship Lamborghini Super Trofeo Lotus Cup Mazda MX-5 Cup Mini Challenge UK Mustang Challenge Porsche Carrera Cup Radical Cup Renault Clio Cup TVR Tuscan Challenge Defunct Audi R8 LMS Cup Audi Sport TT Cup Australian Mini Challenge Aston Martin Asia Cup BMW M1 Procar Championship Commodore Cup Dacia Cup Dodge Viper Challenge Ginetta GT4 Supercup Ginetta GT5 Challenge Jaguar I-Pace eTrophy Mégane Trophy Renault Sport Trophy SEAT Leon Supercopa Trofeo Maserati Volkswagen Jetta TDI Cup Volkswagen Scirocco R-Cup Karting KF1 KF2 KF3 KZ1 KZ2 Superkart Electric Touring car racing Active BTCC NGTC (TCN-1) TCR (TCN-2) Stock Car Pro Series Stock Series Supercars Top Race V6 Turismo Nacional Turismo Nacional BR TC2000 Defunct Appendix J BTC-T Group 1 Group 2 Group 5 Group A Group C Group E Group F Group G Group H Group N Aus Group S Class 1 Class 2 Super 2000 Diesel 2000 DTM ETCR Superstars V8Star WTCC WTCR Stock car racing Active ARCA Allison Legacy Series IMCA Sport Compact Late model Legends Modifieds NASCAR Cup Xfinity Truck Canada Whelen Euro Series Mexico Super Stock Street Stock Turismo Carretera Defunct ASCAR AUSCAR IROC SRX Oval BriSCA F1 BriSCA F2 V8 Hotstox Hot Rods Superstocks Superstox Sprint car racing Midget car racing Quarter midget racing Rallying Active Groups Rally Group Rally1 Group Rally2 Group Rally3 Group Rally4 Group Rally5 Group R-GT Defunct Group 1 Group 2 Group 4 Group A Group B Group S Group N Group R R5 Super 1600 Super 2000 World Rally Car Sports prototypes Active LMDh LMH LMP LMP2 LMP3 Clubmans Defunct DP DPi Group 3 Group 4 Group 5 Group 6 Group 7 Group A Group C Group CN GC GC-21 IMSA GTP (1981–1993 era) LMP LMP1 LMPC S2000 Grand touring Active GT3 GT2 GT4 GT500 GT300 Trans-Am Defunct Group 3 Group 4 Group 5 Group B Group D GT1 (1993–1999) GT1 (2000–2012) GT2 (1993–1999) GT2 (2005–2010) GT3 (1998–1999) LM GTE IMSA AAGT GTO GTS GTU GTX Appendix K Drag racing Active Top Fuel Dragster (TF/D) Funny Car (TF/FC) Top Alcohol Dragster (TA/D) Funny Car (TA/FC) Pro Stock (PS) Pro Modified (Pro Mod) Gas Super Stock Super Comp/Quick Rod Top Doorslammer Altered Competition Defunct Top Gas Modified Pro FWD Off-road Baja Bug Dune buggy Rallycross Autocross Trophy truck Group T1 Group T2 Group T3 Group T4 Group T5 Truggy Side by Side (UTV) Retrieved from " https://en.wikipedia.org/w/index.php?title=GT3_(1998–1999)&oldid=1245209994 " Categories : Sports car racing Grand tourers Sports Car Club of America GT World Challenge America IMSA GT Championship International Motor Sports Association Restrictor plate A restrictor plate or air restrictor

144-434: A car at Talladega Superspeedway without a restrictor plate in 2004, reaching a top speed of 228 mph (367 km/h) in the backstretch and a one-lap average of 221 mph (356 km/h). While admitting excitement at the achievement, Wallace also conceded, "There's no way we could be out there racing at those speeds... it would be insane to think we could have a pack of cars out there doing that." In 2016, following

192-552: A more permanent replacement in any event, was discontinued at New Hampshire for the following race for Cup only. However, the Modifieds still use a restrictor plate because the speeds are too great for that class of racecar without them. The track has since been changed with SAFER Barriers to improve racing safety. Restrictor plates remain a permanent fixture on the Modifieds and the racing has often broken 20 official lead changes for 100–125 laps of competition. Rusty Wallace tested

240-404: A phased transition from the seven-litre era (427 cubic inch) to the six-litre era (358 cubic inch) engine that would be in effect at the end of the 1973 season. Following testing and input from drivers such as David Pearson , Bobby Isaac , and Bobby Allison , NASCAR mandated the use of a restrictor plate for the big block seven-litre engines. Small block engines, in the 358 cubic inch range (which

288-714: A restrictor plate and tapered spacer at the two tracks. The third use came in 2000. Following fatal crashes of Adam Petty and Kenny Irwin Jr. at the New Hampshire International Speedway during the May Busch Series and July Winston Cup Series races, respectively, NASCAR adopted a one-inch (2.54 cm) restrictor plate to slow the cars headed towards the tight turns as part of a series of reforms to alleviate stuck throttle problems which were alleged to have caused both fatal crashes. For

336-406: A result of a wreck in the 1987 Winston 500 at Talladega that involved the car of Bobby Allison crashing into the frontstretch catch fence at a high enough speed to destroy almost 100 feet of the fence and put the race under a red flag condition for two hours. The following race at Talladega that year would be run with a smaller carburetor, however, NASCAR mandated the use of the restrictor plate at

384-475: A series of uncompetitive races at Indianapolis Motor Speedway , NASCAR began a series of tests for the Xfinity Series using a smaller restrictor plate than used at Daytona and Talladega and aerodynamic aids. After the tests were successful, the rules package was imposed for the 2017 race at Indianapolis. For 2018, the package is being used at Indianapolis, Michigan, and Pocono for the Xfinity Series and in

432-463: A tire going into the tri-oval at 200 mph (320 km/h), spun around and became airborne, flying tail-first into the catch fencing. While the car did not enter the grandstands it tore down nearly 100 feet of fencing and flying debris injured several spectators. After a summer where the two subsequent superspeedway races were run with smaller carburetors (390 cubic feet per minute (cfm) instead of 830 cfm) proved to be inadequate to sufficiently slow

480-445: A transitional process, and as not every car used restrictor plates, this is not what most fans call "restrictor plate racing". This is similar to the 2006 Formula One season , where teams using V10 engines were run with air restrictors and rev limiters while teams running V8 engines were not. The second use came following the crash of Bobby Allison at the 1987 Winston 500 at Talladega Superspeedway . Allison's Buick LeSabre blew

528-408: A year). In order to be eligible, a big manufacturer must produced at least one car a week or a small manufacturer one car a month. The cars were be eligible to race when 100 road cars for big manufacturers or 25 road cars for small manufacturers were produced. The car must had an official launch campaign and sales network. The engine must be used in a production car; while this is usually the engine from

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576-550: Is a device installed at the intake of an engine to limit its power. This kind of system is occasionally used in road vehicles (e.g., motorcycles) for insurance purposes, but mainly in automobile racing , to limit top speed to provide equal level of competition, and to lower costs; insurance purposes have also factored in for motorsports. A few top classes like Formula One limit only the displacement and air intake mouth dimension. However, in 2006 air restrictors (as well as rev limiters) were used by Scuderia Toro Rosso to facilitate

624-453: Is still used today in NASCAR), were exempt from the plates; the first car to race with a small block engine was Dick Brooks at the 1971 Daytona 500 , where he ran a 1969 Dodge Daytona with a five-litre engine (to be exact, 305 CID). The transition period lasted until 1974, when the current 358 cubic inch (5870cc) limit was imposed. As the early 1970s use of restrictor plates was considered

672-756: The Ferrari 458 Italia GT2 (by points achieved). In the 2018/19 season, the most competitive LM GTE cars were the Porsche 911 RSR , the Ferrari 488 GTE Evo and the Ford GT (by points achieved). In 2021, IMSA announced that the GTLM class would be replaced with a GT3 based GTD pro class. The ACO also announced that GTE in the WEC would also be replaced by GT3 in 2024, with the GTE Pro class seeing its final race in 2022 and

720-566: The IMSA SportsCar Championship in 2021. GT3 (1998%E2%80%931999) Not to be confused with Group GT3 . [REDACTED] Mazda RX-7 GT3 GT3 is a former set of regulations used by both International Motor Sports Association (IMSA) and the Sports Car Club of America (SCCA) , for production-based grand touring racing, between 1998 and 1999. The rules denoted

768-489: The roof flaps used on the cars cannot keep them on the ground above 204 mph. The drawback to the use of the restrictor plates has been the increased size of packs of cars caused by the decreased power coupled with the drag the vehicles naturally produce. At Daytona and Talladega, most races are marred by at least one wreck, usually referred to as "the Big One" , as cars rarely become separated. Talladega has been considered

816-576: The 'old' specification of car was out of competition. Autosport magazine reported that on 20 August 2021 that the ACO had announced that they will be dropping the GTE class in favour of GT3 cars from the 2024 season onwards. The GTE class was to remain in place for the 2022 and 2023 WEC seasons, including Le Mans, following the decline of GTE racing with only four cars in the WEC Championship and three in

864-561: The 1990s, Group A cars were rumored to have reached 405 hp or more. So the FIA mandated restrictors for supercharged and turbocharged engines in all categories ( World Rally Car , Group A and Group N ). This means that the rally version of a car like the Mitsubishi Lancer Evolution may have less power than the street version (the "280" hp Evo VII was believed to have more than 300 hp, and in some markets

912-535: The 2012 racing season. The injection system used by NASCAR is a different system from that used in IndyCar Racing and other motorsports series; the EFI system that NASCAR put into use was compatible with the old restrictor plates, allowing NASCAR to continue to use them to keep the speeds lower at the superspeedways and save costs for race teams. The restrictor plates were bolted beneath a throttle body that sits in

960-522: The All-Star Race in the Cup Series. A frequent criticism of restrictor plates is the enormous size of packs in the racing, with "Big One" wrecks as noted above singled out for condemnation despite the greater violence of "smaller" crashes on unrestricted tracks. In restrictor plate racing the packs have brought about an often-enormous increase in positional passing; at Talladega Superspeedway

1008-476: The FQ-320, FQ-340, FQ-360, FQ-400 versions were sold, with the number representing the total horsepower). It also means that the torque and power curves of the engine are unusual. The engine produces peak torque and almost maximum power at a relatively low RPM, and from there to the rev limiter the torque drops and the power does not increase much. In 1995 Toyota Team Europe used an illegal device to bypass

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1056-517: The GTE Am class in 2023. The ACO had defined limits and requirements for the LM GTE category to ensure that cars are legitimately production-based. The car must had "an aptitude for sport with 2 doors, 2 or 2+2 seats, opened or closed, which could be used perfectly legally on the open road and available for sale." The ACO modified its regulations for “small manufacturers” (less than 2000 cars produced

1104-465: The ISCARS series with its new ownership) used restrictor plates at Bristol during at least the last years of the series' existence when the cars were using six-cylinder engines (compared to the traditional four cylinder engines), in addition to their Daytona races. However, restrictor plates were not initially used for Camping World Truck Series trucks. Rather, aerodynamic air intake reduction through

1152-578: The Sprint Cup cars have surpassed 40 official lead changes sixteen times from 1988 onward, including both 2010 Sprint Cup races at Talladega, which had 87 official lead changes in the regulation 188 laps. (The 2010 Aaron's 499 had 88 lead changes, but the 88th – the race-winning pass by Kevin Harvick – was on the last lap of the third attempt at a green-white-checkered finish ). Daytona International Speedway has generally been less competitive because

1200-519: The Winston Cup race, it was used just once at the 2000 Dura Lube 300 . Jeff Burton led all 300 laps in the ensuing race, despite a 23-car two-abreast battle in the first ten laps, a dramatic charge past 22 cars in 100 laps by John Andretti (who finished seventh), and two charges by Bobby Labonte in the final 50 laps where he took the lead but Burton beat him back to the stripe. The use of restrictor plates, intended as an emergency measure pending

1248-400: The age of the asphalt (the track was repaved in 1978 and again in 2010) has reduced grip for the cars and thus handling has impeded passing ability to a significant extent. The 2000 New Hampshire race was condemned because Jeff Burton led wire to wire; the plates were singled out as impeding ability to pass, a criticism contradicted by the use of restrictor plates in a Busch North support race

1296-597: The cars must be two-wheel-drive, use a steel tube frame or unibody chassis, and have an engine displacement ranging between 2.0 L (120 cu in) and 3.8 L (230 cu in). Certain vehicles used in the SCCA World Challenge were also eligible to compete in this division. Examples of cars that competed in this division included the BMW M3 , Acura NSX , Nissan 240SX , Mazda RX-7 , Porsche 911 RSR , and Porsche 993 . The class evolved into

1344-658: The cars, NASCAR imposed restrictor plates again, this time at the two fastest circuits, both superspeedways : Daytona for all NASCAR-sanctioned races and Talladega for Cup races. The Automobile Racing Club of America also enforced restrictor plates at their events at the two tracks. In 1992, when the Busch Grand National series began racing at Talladega, the plates were implemented, in keeping with their use at Daytona. NASCAR's concerns with speeds because of power-to-weight ratios result in restrictor plates at other tracks. The Goody's Dash Series (known now as

1392-401: The criticism was shot down in the first "modern" plate race, the 1988 Daytona 500 , as the lead changed 25 times officially and saw several bursts where the lead changed several times a lap and also several bursts of sustained side-by-side racing, notably in the final 50 laps between Bobby Allison , Darrell Waltrip , Neil Bonnett , and Buddy Baker . Said Waltrip before the race, "I feel, as

1440-443: The day before where the lead changed seven times in 100 laps and by the highly competitive nature of restrictor plated Modified races; as noted above the 300 also saw a 23-car battle for third in the first ten laps and a burst by 22 cars from John Andretti. The criticism stems from reduction in throttle response brought by the restriction. The reduction in throttle response, however, has never been shown to have impeded ability to pass;

1488-513: The earlier era of Le Mans, such as requiring at least 150 cubic decimetres of luggage space. At Le Mans, LM GTE was divided into two classes: GTE-Pro and GTE-Am. GTE-Am cars were must be at least one year old or be built to the previous year's spec, and had limits on the qualification of drivers allowed in the lineup. The Endurance Committee of the ACO had the absolute right to modify the Balance of Performance between LM GTE cars through adjusting

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1536-546: The end of the season. The restrictions are in the interest of driver and fan safety because speeds higher than the 190 mph range used for Daytona and Talladega risk cars turning over through sheer aerodynamic forces alone. The severity of crashes at higher speeds is also much greater, shown by telemetry readings of wrecks such as Elliott Sadler at Pocono Raceway and Michael McDowell at Texas Motor Speedway that were far higher than registered on restrictor plate tracks. Drivers such as Rusty Wallace have cited data showing that

1584-614: The first year of competition. Small aerodynamic modifications were allowed for Le Mans each year. If the road car was upgraded with a new part, that part could also be used on the LM GTE car through updating the homologation. Manufacturers could also apply for waivers to allow the homologation of cars or parts that would normally be banned by the rules. Overall, the technical regulations were focused on keeping LM GTE cars relatively close to road cars in terms of parts and dimensions. Aerodynamic devices such as spoilers were heavily regulated. There were also minor requirements that were holdovers from

1632-438: The generally greater severity of impact on non-restricted tracks. In addition, the packs were far smaller in 1988 through 1990 until more teams mastered the nuances of this kind of racing and improved their cars (and drivers) accordingly. The 2011 Sprint Cup season was the last complete Cup season with carbureted engines; at the end of the 2011 season, NASCAR announced that it would change to an electronic fuel injection system for

1680-405: The manifold, increasing fuel performance, while ensuring airflow is still restricted. With that change, NASCAR also mandated the use of larger rear spoilers, larger front splitters, and specially-placed front end aero ducts. The combination of those features increased drag on the cars, counteracting the increased horsepower, keeping the cars close to the speeds they were running prior to the switch to

1728-454: The more likely track for these instances to occur as the track is incredibly wide, enough to have three to four distinct lines of cars running side by side. With the new pavement at Daytona, three-wide racing became far easier, and multi-car wrecks became more common. The 2011 Daytona 500 saw a record number of cautions including an early 17-car pile-up. These wrecks tend to be singled out for criticism despite multicar crashes at other tracks and

1776-429: The restrictor (allowing an estimated extra 50 hp). Due to this the team lost their results in the 1995 season and was banned from rallying until the end of 1996. The NASCAR Cup Series and Xfinity Series have mandated the use of restrictor plates at Daytona International Speedway and Talladega Superspeedway since 1988, and until the 2019 Daytona 500 for Cup Series only. The plates were put into use in 1988 as

1824-463: The road car, the ACO had made exceptions for cars like the BMW Z4 GTE which use engines from other models. Carbon fiber, titanium and magnesium were banned except for special parts like spoilers or wheels. Cars with carbon cockpits (that are not directly attached to the suspension) were allowed. The engine displacement was limited to 5.5L naturally aspirated or 4.0L turbo/supercharged. The SRT Viper

1872-466: The safety of the cars. The regulations became restrictive, and so there was a reduced reliance on waivers to allow certain cars to compete. One example of this was the increased freedom of aerodynamic development within specific regions of the car. The new cars were able to compete in LM GTE Pro from 2016 alongside the 'old' specification of car, before becoming available for LM GTE Am in 2017. In 2018,

1920-428: The same place as the former carburetors. The last race with the original restrictor plates was the 2019 Daytona 500 ; after that race, the cars moved to a variable-sized tapered spacer already used at all other tracks, with the exception that the spacer would have smaller holes than the ones used at the smaller tracks, to ensure speeds stay under 200 mph. The shape of the spacer helps a car funnel more air smoothly into

1968-454: The tapered spacer. While the racing quality noticeably improved, and passing was made easier with larger horsepower and bigger runs, speeds also noticeably increased past 200 mph, and even into 205 mph ranges. Starting in 2022, restrictor plate rules were used for Atlanta Motor Speedway because of concerns over speed after the circuit was repaved and reconfigured to 28 degree banking. NASCAR used restrictor plates first in 1970 as part of

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2016-691: The then GT (now known as LM GTE) category for the new American Le Mans Series in 1999, while the class continued to be used in the final season of the revived United States Road Racing Championship . It is essentially an evolution and continuation of the former GTU (known as GTS-2 between 1995 and 1996; and as GTS-3 in 1997) class . See also [ edit ] IMSA GT classes References [ edit ] ^ "USRRC Announces Revamped 1998 Rules" . www.theautochannel.com . ^ "New Rules Announced" . us.motorsport.com . ^ "1998 Mid Ohio - USRRC" . www.zoompics.com . ^ "BMW M3s Dominate for Third Year in

2064-591: The transition to a new engine formula. Many other racing series use additional air restrictors. After Group B cars were outlawed from rallying because they were too powerful (rumored to have reached 600 hp), too fast and too dangerous, the FISA decided that rally cars should not have more than 300 hp (220 kW). For a while no special restrictions were needed for that (e.g. the Group A Lancia Delta HF 4WD had about 250 hp in 1987). But with development in

2112-567: The use of a 390 cfm carburetor, and eventually a tapered carburetor spacer were implemented for those races. Combined with the aerodynamic disadvantage of the trucks, this allowed NASCAR to avoid the use of such equipment for the trucks until 2008. In 2008, the Nationwide Series (now known as Xfinity Series) and Truck Series began implementation of tapered spacers in the engines to restrict power compared to Sprint Cup cars at all 35 (NNS) and 25 (NCTS) races. Both these NASCAR series now use

2160-463: The weight, engine or aerodynamics. Air restrictors were used with default values for specific engine capacities. At the 2015 24 Hours of Le Mans , the ACO announced a range of changes for the LM GTE class for the 2016 season. The aim of the changes was to increase the performance of the cars relative to the GT3 -spec machinery that they compete against in certain series, whilst reducing cost and improving

2208-635: Was dominated by the Porsche 911 GT3 in its R, RS and RSR versions, but the Ferrari 360 Modena , Ferrari F430 and Panoz Esperante were also successful, as well as the BMW M3 in the United States. Other models entered were the Aston Martin V8 Vantage , Morgan Aero 8 , Spyker C8 and TVR Tuscan . After the GT1 class was dropped from ACO competitions for the 2011 season, the GT2 class

2256-922: Was granted a special waiver to 8.0L. The minimum weight was 1,245 kg including driver, fuel, helmet and liquids. Cars must had working lights and windshield wipers at all times. To distinguish from faster Le Mans Prototypes at night, LM GTE cars must used yellow headlights (not in WEC). Four-wheel drive was banned while engine-based traction control was allowed. Gearboxes were limited to six forward gears. All cars must also had rear-view cameras in addition to side mirrors. 4,800 millimetres (190 in) 2,050 millimetres (81 in) (excluding rear view mirrors) turbocharged/supercharged: 4.0 litres (240 in) 90 litres (24 US gal) (subject to BoP) free composition 1 Bronze plus 1 Bronze or Silver Cars were allowed one set of modifications every two years. Brand new cars were allowed one extra set of modifications in

2304-634: Was renamed as LM GTE in Europe and as GT in the United States. The new main rivals for the Porsche 911 were the Ferrari 458 Italia , Aston Martin V8 Vantage, Chevrolet Corvette , BMW M3, BMW Z4 (E89) and SRT Viper . Other less successful models in the early 2010s were the Jaguar XK R, Lamborghini Gallardo , Lotus Evora and Ford GT . In 2015, the two dominating cars were the Porsche 911 RSR and

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