Discussion in 'Auto Multi-Media' started by pissedoffsol, Feb 23, 2006.
That's the way I drive to work...
Seriously though, wow. You have to really learn the track. Its so easy to lose yourself on that track & lose perspective. I would love to do that. Why was he passing everyone so easily? Some of those cars "looked" like all out track cars. Is the car that much faster than everyone or was it all driver or combination.
I wonder how it looked from the other car when he passed him on that looong straightaway near the end! He looked like he was standing still!!!
Technology of the BMW M3 GTR
A muscular presence and a big heart: the BMW M3 GTR makes its mark
with a beefy body partly constructed of carbon-fibre, an output of more than 500 bhp from a V8 engine, and a thoroughbred racing chassis.
BMW Motorsport originally designed the GT CoupÃ© to compete in the American Le Mans Series (ALMS). In the 2001 season, the BMW M3 GTR took the title in every class: BMW works driver JÃ¶rg MÃ¼ller won the Driversâ€™ Championship in the GT Class, BMW Motorsport took the Team title, and BMW came top of the Manufacturersâ€™ standings in the companyâ€™s most important export market. In seven out of eight races, the BMW M3 GTR was first to cross the finish line.
The fundamental difference to the production M3 lies in the driveline.
The GTR is driven by a 4.0-litre V8 rather than a 3.2-litre straight-six engine. For improved aerodynamics, the M3 GTR has a front air dam extended forward by seven centimetres compared with the M3, a five-centimetre longer tail end, and a superstructure that is lower by around two centimetres.
To comply with the regulations of the NÃ¼rburgring 24 Hour Race, in particular the stringent noise and emissions standards, comprehensive and in part performance-reducing modifications had to be carried out.
Both BMW M3 GTRs will be contesting Class E1 reserved for works teams.
At the heart of the GTR is a V8 engine producing more than 500 bhp in race trim. A short-stroke, high-revving unit, it is fully in the tradition of M engines and lent itself to the BMW M3 GTR not least by virtue of its compact dimensions. A bank angle of 90% and a flat oil pan with dry sump lubrication meant it could be mounted in the M3. Lengthwise, the four-litre V8 takes up a space two cylinders short of that of the M3â€™s straight-six, which allowed for a new cooling concept. Immediately behind the front dam with its huge air intake, the water cooler (left) and oil cooler (right) are located next to each other at an oblique angle. The outlets for the air collected from below can be seen on the bonnet.
This positioning is a very efficient solution both thermally and aerodynamically. It allows for greater downforce without significantly increasing drag.
The coolers for the gearbox and differential are located at the rear of the car.
When it came to the model P60 engine, the greatest challenge was to provide sufficiently large flow cross-sections for the intake and exhaust side.
The P60 is aspirated by two air restrictors, as per regulations, which limit the intake cross-section to a diameter of 32 mm per cylinder bank. (In the ALMS the diameter of the air restrictors last measured 30.4 mm.) The trumpet-shaped air restrictors necessary for optimal cylinder charging are visible above the coolers.
In addition to the successful design of the flow channels, the V8 also features an efficient combustion chamber design. The engine has a rotary valve sleeve per cylinder and an engine control system specially developed by BMW Motorsport. Says BMW Motorsport Director Mario Theissen:
â€œLike all M engines, this V8 offers remarkably good efficiency, which makes it well suited to long-distance races.â€
A traction control system, which was not permitted by the ALMS regulations, has been specially integrated into the engine control unit specially for 24-hour events.
The block and cylinder head of the V8 unit are made of aluminium and were produced at the BMW foundry in plant Landshut, where BMW casts its Formula One engines close to the long-established foundry for production engine blocks.
The Nordschleife at the NÃ¼rburgring demands a different aerodynamic setting compromise compared to the requirements of the generally slower American race tracks for which the BMW M3 GTR was developed. These measures are also mirrored in the carâ€™s appearance.
The aerodynamic concept of the M3 GTR was originally developed using a 40 per cent scale model in the wind tunnel and later optimized with 1:1 model and simulation programs. While the front end is also designed for downforce on the front axle and optimal cooling air supply, the extended rear end is used to enhance the aerodynamic efficiency of the rear wing. For greater high-speed stability, the underbody is largely even. Concessions had to be made here for 24-hour racing with regard to the silencer system and the catalytic converters.
The racing chassis of the BMW M3 GTR features stiff, welded steel hub carriers, a greater track width compared to the production model, an extremely low-slung superstructure and axle kinematics in keeping with this. A forgiving suspension tuning which is also designed for high speeds is particularly important on the Nordschleife. The balanced weight distribution of the BMW M3 GTR allows for an optimal set-up for this particular circuit.
The rack-and-pinion steering has electro-hydraulic power assistance to take the strain off drivers.
The 18-inch alloy racing wheels by BBS have been strengthened in comparison with the ALMS involvement. In the ALMS the minimum kerb weight was 1,100 kilograms, while the NÃ¼rburgring prescribes 1,250 kg.
While the standard unitary M3 steel body and welded safety cell of highly rigid steel ensure structural stiffness, the M3 GTR, like the basic M3 version, features a thrust plate on the front axle for even greater driving accuracy.
For the new racing involvement, the rear axle has also been equipped with a stiffening thrust plate.
The brake system has been adapted to the extreme demands of the 24-hour races and, in collaboration with ContiTeves, has received a racing ABS system.
For improved driveline efficiency, the M3 GTR has a so-called step-up differential. Despite a low-positioned differential, it allows for minimal working angles of the transmission output shafts and features a combination of a viscous and multi-plate lock.
The safety tank system is located in a protective carbon-fibre sump below the boot and has been modified for fuelling with an injection nozzle. Tank capacity has been increased from 100 to 120 litres. Refuelling times during a pit stop on the NÃ¼rburgring are determined by the standard flow rate of the fuel pumps, which means a service stop will take about three times as long as in the 2001 ALMS.
Vehicle specifications BMW M3 GTR.
Length: 4,612 mm
Width: approx. 1,900 mm maximum as per regulations
Height: approx. 1,320 â€“1,330 mm
Wheelbase: 2,731 mm
Track: 1,609 mm front, 1,602 mm rear
Weight: 1,250 kg (minimum weight as per regulations)
Tank capacity: 120 litres (maximum capacity as per regulations)
Chassis/Body: unitary construction steel body with welded safety cell
of highly rigid precision steel tubing; front and rear aprons, bonnet, doors, front wings, rear wing extensions, rear wing, rear cover, roof outer layer and rear diffusor made of carbon-reinforced plastic;
partially smooth underbody made of sheet steel, safety fuel tank below the luggage compartment made
of carbon fibre-reinforced plastic sandwich, pneumatic four-stamp rapid jack system
Transmission: pulled triple-disc carbon-fibre clutch; straight-cogged six-speed manual gearbox with oil/air cooling at rear; step-up differential with viscous lock and mechanical spreader and multi-plate differential; steel drive shafts with tripod links
Front axle: single-pivot strut axle with friction-reduced strut bearings; four-position adjustable shock absorbers; welded hub carriers in steel design;
anti-roll bar with adjustment rods
Rear axle: central link-arm axle with welded longitudinal link in steel and double wishbone; four-position adjustable shock absorbers; anti-roll bar with adjustment rods
Brakes: racing ABS system, ContiTeves
Front: six-piston monoblock aluminium callipers; inner-vented grey cast-iron brake discs of 380 mm diameter
Rear: four-piston monoblock aluminium callipers; inner-vented grey cast-iron disc brakes of 313 mm diameter;
Steering: rack-and-pinion steering with electro-hydraulic power assistance
Wheels: forged aluminium rims from BBS with integral drive pegs, diameter 18 inches, width 11 inches
Tyres: Michelin racing tyres sizes 27/65-18 (front)
and 27/68-18 (rear)
Engine specifications BMW V8.
Type: 8 cylinder naturally aspirated V engine with 90-degree bank angle
Displacement: 3,997 cc
Bore x stroke: 94 x 72 mm
Compression ratio: 13:1
Max output: 500 bhp at approx. 8,000 rpm
Max torque: approx. 480 Nm at approx. 6,500 rpm
Max engine speed: approx. 8,500 rpm
Cylinder block: aluminium construction with nikasil-coated and exposure-honed liners
Pistons: forged box pistons
Connecting rods: highly rigid steel
Cylinder head: rigid aluminium construction with spherical valve arrangement, four valves per cylinder
Valve operation: four overhead camshafts, chain drive, mechanical bucket tappets
Intake system: rotary valve sleeves, air collector made of carbon fibre-reinforced plastic with load change-optimised swing tubes, two air restrictors with a diameter of 32 mm each
Exhaust system: high-performance header with additional silencer, two catalysts and side outlet
Fuel system: single-cylinder injection with one injection valve per cylinder, injection pressure approx. 5 bar
Lubrication system: dry sump with oil tank in luggage compartment
Cooling: water/air and oil/air cooler
Fuel: uniform fuel, premium unleaded
Engine: BMW ECU 12A-V8 with three high-performance microprocessors, external ignition drivers close to spark plugs, eight individual ignition coils, grid switchover function controllable by driver, individual cylinder injection and ignition, engine logbook, integral traction control
Vehicle: four xenon headlamps with special light module and two corner lights; multifunction steering wheel with six special functions; carbon fibre-reinforced racing display with programmable multifunctional LCD display and integral switch lamps; special racing safety wiring harness; 42-channel data recording system, telemetry system for car-to-pits data transmission
I have never seen the Nurbergring taken so fast in all my life. I didn't know tires were made that could grip like that.
my god that car is insane. the speeds he was turning at were nuts. it sounded like he ran out of gear a couple times and i cant imagine its any slower than 150mph. i bet that thing would give an f1 car a run for its money
an f1 car? no way. a lemans car--- maybe
I don't know what I would give to have that as my ride, or be able to drive like that.
you would have to give both your balls, in trade for some new ultanium ones
This is kinda old, no? I know I've seen this before. And also, he is driving on the Sudschleif as well as the Nordschleif. I will have the opportuninty on May 15th to drive drive a few laps on the Nordschleif in a rental car (not sure what i'm renting yet, gotta drive from Frankfurt to Nancy, FR over the course of 3 days). I'm going to try and bring a video camera with me and have my g/f hold it as I attempt to drive it. haha.
Rent a Brabus Smart.
Uh.. no. Actually, I dont think i've seen any of the agencies have the for rent in Germany anways.
What a shame. Can you rent a Mugen factory car ?
smart cars are bad ass. id rip one!!!
and im jelous as shit of you.
driving the ring is something i will do before i die.... OR while i die. LOL
Yea, it's old. I have it saved on my computer: says June 30, 2005 as Date Modified
i posted this like 6 months ago on here
It was on my list of things to do before I die, now I'll get to cross it off. My choices seem to be an A4, 318, Benz 230 or Golf
I posted this a couple months back, and got bitched out by B because it's a motherfucking REPOST.
no joke repost....like 4th time...youre slipping B.
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