I don’t buy any of the % loss stuff. I know it takes torque to turn items, and that thermal loss is mute at 150-300°F in a metal or carbon fiber gear set or driveshaft. You don’t magically see the metal or carbon fiber melt and eat up torque much like gum at 300°F and no transmission or differential I know on a factory car is very comfy at 300°f. Most set them to operate in and at 1500-250°. So if the metals aren’t molten in any way, there is at most a 1% thermal loss that could be assumed only because of surface gumming. And that’s a stretch imo. So from there let’s say linearly torque is eaten up to rotate the transmission, differentials, half shafts, hubs and wheels to 7500rpm, totaling about 50tq. Considering that 50tq and 80hp is enough to motivate a 1800lbs 1980’s vw big to 100mph, I think it’s safe to assume it only takes about 50tq to move the rotating assembly on the gt500 to 7500rpm in a 1:1 gear on a 28” tire. The main reason I think the trinity gt500’s ate up so much torque to the wheels is because of the 3.31 rear. The 3.73 in the gt500 is much more mechanically advantageous, as are the much lighter wheels. The heavier brakes are something I can’t readily figure into the mix but seeing they also get centrifugal affects much like the wheel/tire, I’m not as worried. There isn’t a gear being turned to specifically spin the brake rotators separate of the drivetrain assembly so I don’t even factory it in honestly. I’m not a mechanic, I just play one on tv. Mechanics and technicians I do talk to agree with this general assessment, but don’t know the values so they say they just use the % as it’s easier.