Rick,
Back in old days before telemetry and data recorders, we attempted to do exactly what you are speaking of.
It was a dismal failure.
We made assumptions based on course layout, speeds at end of straights, braking distances, etc. We gave it our best inputs and thought and it still did not give good numbers. Compared to empirically based data it was junk.
Once we had telemetry and data logging, we found out that Driver verbal inputs and reports were way off course, consistency of braking was all over the map, and most all of our assumptions were bogus.
We found that you can take the identical car with two different drivers that turned laps within 2/10's of a second of each other at Road Atlanta and the brake temps and pad/rotor wear were dramatically different.
So much so, that one could reduce brake mass for one driver by 30% and still have brakes at the end of a stint. Plus the lap times stayed the same.
It would my best advice for you make the assumption that you will need to stop the car from a given terminal velocity 10 times in a row. With only the acceleration times for cooling.
Then increase the brake mass required by 10%. This will give sizing that will satisfy 99% of the braking requirements for these cars in road course usage.
Plus, this is something that you can put in a spread sheet fairly easily and be confident with the resulting numbers.
(By the way, your spreadsheet is much better than the stuff we were doing in old days. Good work!!!!!)
Of course, all we had were yellow legal pads and a HP calculator. Nothing like reverse polish notation.
Hybrid Mode
