Pushrod-activated overhead valves, 2 valves per cylinder
Compression ration (x:1)
Horsepower (hp @ rpm)
415 @ 6,000
Torque (lb-ft @ rpm)
415 @ 4,400
Transmission and axle ratios (x:1)
I = 3.01; II = 2.07; III = 1.43; IV = 1.00; V = 0.84; VI = 0.57; Final Drive = 3.70
Unfortunately, the most effective launch is the ugliest and most abusive, with lots of axle hop from a lowish 2,500 rpm. Higher rpm with smoother tire spin felt better, but was slower. The clutch took some getting used to, with low effort and a high engagement point. Also it feels as if there is a damper in it, slowing and smoothing aggressive shifts. The shifter is slick and accurate, however. Also, why no painted redline on the tach -- especially as this slow-reacting tachometer often is 500 rpm behind?
Very solid, fade-free braking performance. Moderate pedal effort, but so-so feedback. Still, this is a very good overall setup.
Skid pad: There's a noticeable "tipping point" where the GXP can go from benign understeer into a very slight oversteer attitude. Good balance here and a slideways drift is a piece of cake. Slalom: Unfortunately, that slight oversteer tendency we liked on the skid pad is more pronounced in the slalom, and it builds up as the cones pass. Entering with any kind of quick pace resulted in a pendulumlike, increasingly tail-happy run. The best run was earned by entering slowly and finishing strong, feeding throttle to keep the rear planted.