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Key Gen3 numbers emerge

A SERIES of important details regarding Supercars’ Gen3 machines have come to light as the prototypes were put through their latest test today.

James Courtney, Will Brown, James Golding, Warren Luff and Porsche Carrera Cup youngster Bayley Hall were on deck to cut laps at Queensland Raceway.

Seven weeks remain until the first Gen3 shakedown by teams: the southern squads were initially supposed to head to Winton Motor Raceway on January 24 but that has since been delayed to February 1, while their Queensland counterparts are locked in for January 30 at QR.

From there, there’ll be another series of split tests and then an all-in pre-season day at Sydney Motorsport Park on February 22 before Round 1 takes place on the second weekend of March on the streets of Newcastle.

As the prototypes inch towards final specification, several key numbers are getting closer to being locked in.

There will be a reduction of circa 50 horsepower compared to the Gen2 cars.

Prototype weight levels are 110-120kg below Gen2, pending the addition of further minor parts and verification from a larger sample size of production cars.

And all importantly, downforce is still on track to be slashed.

“We’re in that 63 to 64 percent less aero than the current cars. It’s significantly less,” said Supercars head of motorsport Adrian Burgess.

Contrary to the above three factors, increasing is the fuel cell capacity; from 110 litres to 133-134 litres.

The flow-on effect of that move is more format options at Supercars’ disposal.

All event formats are locked in for 2023, the key change being Sandown’s switch from a SuperSprint to a two-driver 500km enduro, but longer sprint races can now be investigated for down the track.

“The reason you go bigger on the volume as opposed to smaller is you can open up all your options; whether it’s race distance, strategy, it just gives you more variables,” said Burgess.

“I think the priority for Supercars is getting the cars built, let’s go racing, and we’ll tweak as we learn and operate the car, for 2024 we’ll start to be a bit more adventurous with things again.

“But at the moment I think consistency and a known format and a known product outside of the car is probably the most sensible approach… let’s learn the car first and go racing, make sure they’re reliable and they’ve delivered close racing and all these things.

“That’s more important than trying to come up with some Formula 1 strategy.”

Burgess also confirmed a mandatory fuel drop will remain for refuelling races.

“Once again, this is a by-product of the homologation process, making sure that we have got fuel consumption car-to-car to within a tolerance where you could get rid of the notion if you wanted to,” he said.

“But for me, and for the teams, it’s probably more about keeping the strategy options available.

“Having the fuel drop actually makes them come in and take fuel as opposed to the pitlane time just being purely based on tyre changes.

“You change the dynamic of the race and the strategy by having the fuel drop component.”

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