Hey BMW
I would love to see your M-division build a pure sports car from the ground up. You haven’t done it since the M1 — the Z-series doesn’t count.
If your sedans can hang with supercars, I’m sure you guys can make something good.
Thanks,
B.E.
and probably the rest of the car enthusiast population.
The Lotus Elise S1 is Beautifully Engineered
On Sunday, I found a 2+ hour documentary on how the first generation Lotus Elise was designed and built. It’s one of the best documentaries I’ve ever seen; it really goes into detail regarding every step of the process. In recent years, a lot of docs have leaned toward a more dramatic overview of the subject, meant for general audiences — it’s nice to find a made-for-enthusiats gem like this every once in awhile.
I hope you enjoy it as much as I did.
In case it’s ever removed by Youtube, I have a copy saved. You can send me an ask if the link ever breaks.
Benedict Redgrove - Renault F1 V10
Ferrari 360 GT-C
The Ferrari 360 GTC is a race version of the 360 Modena. With a dry weight of 1100 kg, it was developed by the Corse Clienti Department in Maranello, in collaboration with Michelotto Automobili to compete in the N-GT class. It made use of recent evolutions successfully race tested on the Ferrari 360 GT, with a sequential six-speed gearbox and a further improved Magneti Marelli electronics package. The aerodynamics are substantially different from the 360 GT, given that the 360 GTC has been newly homologated by FIA/ACO from the Challenge Stradale, taking up from its basic elements: front bumper, side skirts, engine cover and double rear end. Wind tunnel research has led to a new system for the rear wing, with a notable improvement in vertical downforce. The performance of the 90-degree V8 3586.2 cc engine has been improved in terms of fuel consumption.
In 2009 a privately owned Veloqx-Prodrive Racing 360 raced de-restricted, fully tuned variations of the GT-C in endurance races around the world including; Silverstone, Sebring and Le-Mans.
The original 360GT power output was 445 horsepower (332 kW) at 8750 rpm, the GTC bettered that raising peak power to 472bhp while still breathing through the mandatory 30.8mm air restrictors. (Without the mandatory [for racing in N-GT class] air restrictors in place the engine dyno’s at an astonishing 550bhp).
Source: Wikipedia
The BMW M3 (E30) is Beautifully Engineered
Homologation special.
Based on the 1986 model year E30 3-Series, the first M3 was introduced with a 2.3 L I4 S14B23 engine. The engine design was based on various BMW parts: basic block layout from the M10 4-cylinder (found in the 2002 and 320 series) overbored and reinforced to similar specifications of the BMW M88 inline-6. The valve train and head architecture from BMW’s M1 and, later, M6 inline-6-cylinder was adopted for aggressive breathing.
The production of the E30 road car was to homologate the M3 for Group A Touring Car racing. It was to compete with the “2.3-16V”-model of the Mercedes-Benz W201 190E that was introduced in 1983. In its final years of competition, the 2.5-litre S14 engine in full race trim was capable of about 300 hp naturally aspirated. The first road-going version produced 192 bhp - 197.3 bhp, depending on the presence of a catalytic converter.
The E30 M3 differed from the rest of the E30 line-up in many ways. The M3, although using the same basic unit-body shell as the standard E30, was equipped with 12 different and unique body panels for the purposes of improving aerodynamics, as well as “box flared” wheel-arches in the front and rear to accommodate a wider track with wider and taller wheels and tires. The only exterior body panels the standard model 3-series and the M3 shared were the bonnet, roof panel, and sunroof.
It also had a 5x120 wheel bolt pattern, increased caster angle through major front suspension changes, specific solid rubber offset control arm bushings, and aluminum control arms. The front strut tubes where changed to a design similar (bolt on kingpins and swaybar mounted to strut tube) to the E28 5-series. It also had special front and rear brake calipers and rotors, and a special brake master cylinder. The rear suspension is a carry over from the E30.
US models received an overdrive transmission while European models were outfitted with a “dogleg” version, with first gear being down and to the left, and fifth gear being a direct 1:1 ratio. Rear differentials installed included a 4.10:1 final-drive ratio for US models. European versions were equipped with a 3.15:1 final drive ratio. All versions were clutch-type limited-slip differentials with 25% lockup
Evolution models (not sold in North America) continued with 2.3 litres but adopted a number of changes including a revised intake camshaft profile and modified exhaust camshaft timing, increased compression, and a more efficient cylinder head intake port design. Larger diameter exhaust header tubes along with the lack of a catalyst contributed to produce approximately 220 hp (160 kW). Other Evolution model changes included larger wheels (16 X 7.5 inches), thinner rear and side window glass, a lighter bootlid, a deeper front spoiler and additional rear spoiler. Later the Sport Evolution model production run of 600 (sometimes referred as Evolution III) increased engine displacement to 2.5 L and produced 238 hp (177 kW; 241 PS). Sport Evolution models had higher lift intake and exhaust camshafts, enlarged front bumper openings and an adjustable multi-position front splitter and rear wing. Brake cooling ducts were installed in place of front foglights.
Production of the original E30 M3 ended in early 1992.
Video:
Source: Wikipedia
January 11, 1923 - May 10, 2012
The Mitsubishi Lancer Evolution IX is Beautifully Engineered
Many machines on Ix. New machines. Better than those on Richese.
The Mitsubishi Lancer Evolution, colloquially known as the Lancer Evo or Evo, is a high-performance sedan manufactured by Mitsubishi Motors. There have been ten official versions to date, and the designation of each model is most commonly a roman numeral. All use two litre, turbocharged engines and four-wheel drive systems.
Mitsubishi introduced the Lancer Evolution IX in Japan on March 3, 2005, and exhibited the car at the Geneva Motor Show for the European market the same day. The North American markets saw the model exhibited at the New York International Auto Show the following month. The 2.0 L Mitsubishi 4G63 engine gained MIVEC technology (variable valve timing), and a revised turbocharger design boosting official power output at the crankshaft to 291 PS (214 kW; 287 hp) and torque to 392 N·m (289 lb·ft).
The USDM Lancer Evolution IX models: standard (Grand Sport Rally or “GSR” in some markets), RS (Rally Sport), SE (Special Edition) and MR (Mitsubishi Racing) varied slightly in their performance capabilities. Subtleties unique to each model accounted for variations in acceleration, handling and top speed.
The IX MR retained the features of the Evolution VIII MR, like Bilstein shocks, a 6-speed manual transmission, a rooftop vortex generator, BBS forged wheels, HID xenon headlights, foglights, accessory gauge package, “zero lift” kit, special badging and an aluminum roof. All models continued to sport Recaro bucket seats, Brembo brakes and Momo steering wheels. Additional revisions from 2005 included a closer gear ratio for the 5-speed manual transmission, new lighter Enkei wheels on non-MR models, a redesigned front end with a more efficient air dam (the most noticeable feature are the two small oval ducts to cool the intercooler pipes), and a new rear bumper with a diffuser undersurface to smooth out the airflow coming out of the car for non-US models.
The US versions of the Lancer Evolution IX did not come with the AYC but the ACD was still present. The drivers can select from three different driving modes, “Tarmac” “Gravel” and “Snow”, and the car’s computer system relatively promotes the active center differential to change the differential locking which, eventually changes the front/rear power distribution to increase traction, thus providing an optimum driving experience. Although the US versions did not come with the AYC, it did come with a rear 1.5way clutch type LSD (limited slip differential)which, limits the slip from both rear wheels causing less traction loss of the rear wheels. The most common setup is the 1.5 way LSD, locking on throttle and partially locking on braking. In racing, Lancer Evolutions are not equipped with AYC or ACD because it is believed that better lap times are achieved by pure driver skill without any computer based assistance systems.
One of the changes from the previous iteration of the Lancer Evolution, was the change in the engine, the new 4G63 came with MIVEC, Mitsubishi’s variable valve lifting technology, which drastically improves the fuel consumption by changing the valve timing on the intake cam. The MIVEC system is similar to Honda’s i-VTEC system only that it doesn’t change valve lift, only intake valve timing.
Three trims were available for Japan, Asia and Europe. Although all models used the same 291 PS (214 kW; 287 hp) engine, the torque differed from one model to another. In Europe, however, the Evolution IX was advertised to have 280 PS (206 kW; 276 hp). The GSR produced 400 N·m (295 lb·ft) of torque, while the RS and GT produced 407 N·m (300 lb·ft).
Further Reading:
Video:
Source: Wikipedia
I was cleaning out my garage today when I found this relic.
I stole this banner from Road Atlanta during the inaugural season of Formula D (2004). I was a junior in high school and drove a 1986 Toyota Corolla GT-S that was totally stripped out and in poor condition, but it was my first car and it was $750. I went with 4 of my best friends and we stayed the whole weekend and even camped out in the infield (I wish Road Atlanta would still allow that).
Never ever selling this.
1994 BMW Wheel Catalog - A selection of pages.
