Cars Make Math More Fun
Math probably isn’t everyone’s favorite subject. But the reality is, numbers are what make some of the best cars out there truly memorable. Engineering isn’t just throwing darts at a board and hoping for the best, but rather computing for the best possible solution… and hoping for the best.
We have channels like Jason Fenske’s Engineering Explained that simplify the seemingly dizzying world of automotive engineering by explaining things to us as if we were five years old. In many ways, he’s managed to make us understand why certain cars are the way they are and appreciate what makes them good or promising.
Dissecting the Toyota GR GT
For Fenske’s latest video, he went on a deep dive with Toyota‘s flagship sports car, the GR GT. Based on specs and dimensions, he’s given a few estimates, along with a few neat details that are worth pointing out.
He went as far as comparing the GR GT to some of its stablemates like the GR 86, GR Corolla, and the recently discontinued GR Supra. He also went ahead and compared the Lexus LFA, Porsche 911 Turbo, and other similar sports cars. So, if you have about 15 minutes to spare, we say it’s worth a watch.
Toyota
Smaller Than We Think
Turns out, the GR GT is smaller than what the photos suggest. It’s apparently about three inches shorter in height compared to the Honda S2000, so that puts things into perspective. He first determined the center of gravity using Toyota’s official data and by measuring pixels.
We’ll spare you the details, but the computation was bang on Toyota’s claim of a 45:55 weight distribution, as well as an estimated center of gravity of 20.4 inches. That’s impressively low, but apparently not as low as the GR86 and Supra. Fenske suspects it’s the high-mounted hybrid system that raised it, but it’s still a good number nonetheless.
Toyota
Sub-3 Second 0-60 Possible
Based on center of gravity, horsepower, weight, and tire grip, Fenske computed the GR GT’s possible 0-60 mph time. Assuming a high friction coefficient, it’s estimated that the car can pull .95g while accelerating and can reach 60 mph in 2.9 seconds sans rollout. In less than ideal conditions, it could drop down to 3.2 seconds. Fenske reckons a more realistic figure between the low-to-mid threes due to the car’s weight.
As it’s a front-engined car, it won’t be able to lay down the power as well as, say, a Corvette ZR1. The ZR1 could still hold the advantage over the GR GT in the acceleration stakes, but the hybrid assist means it could get the jump on the ‘Vette with more immediate response.
Toyota
Toyota Reliability Expected
A couple of details Fenske pointed out were the parts fitted to the GR GT. By the looks of it, it relies more on mechanical parts to offer optimal performance. For instance, it has a mechanical, limited-slip differential rather than an electronic one, and the transaxle is positioned towards the rear for a more even weight distribution. But that’s not all.
We’re assuming it has electronic dampers, but it’s mated to trust coil springs. All aerodynamic components are passive, so there’s no need for actuators in the spoilers, inlets, or outlets to increase weight and complexity. For the engine, it’s both port and direct-injected, reducing the chances of carbon buildup that plagues direct-injection engines, therefore keeping performance consistent. The engine uses a straightforward overhead cam setup, and it uses a timing chain instead of a belt.
Sure, Toyota could’ve saved a few grams by slapping on a belt, but this is a brand with a reputation to uphold. Speaking of which, we reckon the hybrid system won’t be much of an issue given that Toyota has been cranking out hybrids for nearly 30 years now. With that, we’re just scratching the surface of the car’s engineering here. It’s already pretty impressive, and it won’t even be as expensive as its spiritual predecessor.
