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Actually, there's a HUGE difference in these classes. A top-dollar ITB car would cost around 10-12k to build, maybe half that if you did all the work yourself. A top-dollar GT-4 car would cost 60-100k to build. In ITB, you can change very little, in GT-4, the only OEM parts that are required to be on the car are the roof and pillars, the block, and the head. Everything else can essentially be fabricated from scratch. Tubular chassis, composite bodywork, flares, slicks, racing brakes, billet engine parts, racing gearboxes, quick-change rear axles....the sky (and your wallet) is the limit.Originally posted by svopel
In which SCCA class (FP, GT4 or ITB) is the Opel GT most competitive? In scanning the SCCA 2003 specifications, I don't see much difference in the classes, except in carburetors permitted. In addition ... which class is the simplest to prepare prepare for (build a race car).
In my opinion, the best bang for the buck is an ITB Opel GT. You don't have to spend a fortune, but you have to spend the money where it counts. If you can make the GT handle, it will run at the front. Don't rely purely on HP to win races. HP will gain you 10ths of a second, cornering will gain you full seconds in improvement. Bob Dennard of TGSI Racing has fielded an Opel GT very successfully for years on the west coast. Bill Davidson from Michigan ran another very successfully in his region for some time before changing classes. And currently, Jim MacMahon from New Hampshire has had an incredible run of success in his ITB GT. His car is THE car to beat in the northeast, having won 4 championships in the past few years and setting pole position records (11 in a row) and track records too. And he has to contend with fields of 30-35 cars in his class, so it's very competitive.
Basically, the restrictions of ITB allow a blueprinted stock engine, 6" wide wheels, DOT racing tires, stock-type suspension (stronger shocks, springs and swaybars allowed), safety upgrades, and better brake pads. Not much else.
GT-4 has to be the next best class to run a GT in. Tom Drake ran his car for years as a 'tub car' (based on OEM unibody) in a class dominated by tube-frame cars. He even had a 2nd place finish at the Runoffs one year, and has held as many as 4 track recordss at various tracks simultaneously. But Tom has engineered the heck out of his car, and he can DRIVE. His car uses a fiberglass front body section, semi-tubed front clip with handmade suspension front and rear, vented racing brakes, quick-change rear axle, racing tranny and clutch, and a $6500 engine. Expect Tom to upgrade his car to fuel injection this year along with a fresh engine, and to make a full-blown attempt at the National championship.
FP is a tough class to run the GT in. The fastest FP cars are faster than the fastest GT-4 cars in the country. And seeing how the FP rules are stricter than the GT-4 rules, I don't see how a GT will ever be mega-competitive in that class. BUT, Stan Czacki may just prove me wrong some day in his FP Opel GT. If he ever sorts the car completely, it will be very fast at the Runoffs. He's had a run of bad luck there unfortunately, but this may be the year it all comes together. I don't predict him winning if the fastest cars are all there, but a top-three finish is definitely possible.
There, in a nutshell is my analysis of the GT's SCCA class capabilities. I'm sure some may disagree with my opinions, but I'm basing this on the success rates of various GT's run over the years.
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