MoslerSuperGT

MOSLER MT900

One man's vision...

The Mosler SuperGT car is designed as a development avenue car based on the highly successful Mosler MT900 GT3 car. It started life as the Japanese SuperGT300 car that we made at the beginning of 2010. That then morphed into the Mosler Cup car. Within its so far short life in our hands, we have realised that this car surpasses the concept of a ‘Cup’ car in that’s its performance is potentially significantly higher than the GT3 car that we produce. Hence we have renamed it SuperGT.

 

When we started on this project, we wanted to keep the important elements of the GT3 car, but improve on other areas, and try also to reduce costs......a difficult thing to achieve these days. There are certain championships that work on a power to weight ratio system, rather than the highly restrictive GT2/GT3 format. This allows car designers more freedom. With power to weight ratio in mind, we decided to work on advancing the aerodynamics of the car, and improving chassis stiffness. To improve the aero, we needed to modify the chassis significantly, to allow in particular the fitment of a more aggressive diffuser, with many hours of development put into CFD work on our Japanese Super GT chassis.

We knew the areas where we could gain most with this car. The flat floor generates the biggest potential of downforce, but it needs 'exciting' and that excitement is driven by the diffuser at the rear. To get the shape we wanted, we needed a new rear chassis design. Whilst we were doing that, we decided that we may as well design a whole new space frame chassis, a backwards step in some ways over the GT3 car, but it allowed easy aero tweaks, along with reduced costs from the road car carbon honeycomb tub employed on the GT3 cars.

 

The weight comes out essentially the same, with a basic cars weight potentially as low as 1100 kilos. The difference has proved to be in handling and braking. With the stiffer chassis, we can run much stiffer springs (up to 30% higher) than on the GT3 car, and also we can run the car lower, generating higher downforce. The aerodynamics work extremely well, with corner entry speeds much higher, and braking areas significantly reduced.

Corum GT300.jpg
Corum GT300.jpg
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gtcup3.jpg
gtcup3.jpg
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nurburgring1.jpg
nurburgring1.jpg
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Thunderasia 2.jpg
Thunderasia 2.jpg
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The driving experience is very much enhanced, with the car feeling more prototype than GT. The car is surefooted in wet and dry. The feeling is that on most corners, particularly fast ones that you could have gone in faster. With no testing, and very little track time, the 'Cup' car that we raced in Britcar 24 hours went into overall lead, overtaking GT3 Moslers fitted with 7 litre engines. We had a 5.7 litre engine fitted. The airbox design was rushed, and we found ourselves with probably a 200 bhp deficit over the bigger engined cars, but found in short time that the car was very competitive, and economic on fuel as well. 

When we ran at Assen in Dutch Supercar we realised how poor the airbox was. With a 7 litre engine fitted, and missing around 100 bhp, the car still quickly went into the overall lead of the race, by 40 seconds. A huge puddle on the last lap proved the undoing of our first win sadly. The next day, again, we went into the lead, from 12th place, in wet conditions. Cor Euser commented on the huge grip we had. With very little track time, the 'Cup' car, now renamed SuperGT, has proven to be extremely fast. It will certainly get faster. The design of the chassis lends itself to even further advances in aerodynamics. We will also be able to supply cars with the advanced Japanese GT300 bodywork and the car will be called the SuperGT600. This gives even better aero and cooling advantages for hotter climates and bigger engine applications.

 

All cars in this format will be available to be hand built to customers requirements, starting with a base price package, from a rolling chassis and body to a full track ready race car. Engine specifications can be selected, from Chevy 5.7 to 7 litres, and even to include Judd V8 as per our 2010 Japanese SuperGT300 car.  We will be able to tailor a package for current Mosler owners that want to modify their own cars as many of the Mosler GT3 parts will fit into the Super GT car. Engine, gearbox, the majority of the suspension, bodywork with modifications etc, so Mosler owners can decide to either sell their cars as is, or use that as a base for a faster car. We can carry the work out for our customers, or guide them as to what is required.

More detail on prices and latest upgrades  and modifications are available on our Upgrades pages  here.