Inte för att ngn bryr sig...

...men nu vet jag svaret!

I början av rejsa.nu:s framfart förekom ganska många "Gissa vilken bil?!".

På en av bilderna fanns det en sportvagnsprototyp lackerad i BMW Motorsportfärger, men inge visste direkt vad det var för bil.

Men nu...

Bilen är en March med McLarenkaross samt en utveckling av BMW:s F1-motor. (4 cyl. radmaskin med turbo på allt mellan 600-1400+hk).
Denna verison heter dock M12/14 (F1 hette M12/13) så troligen är den på mer volym en de 1499cc F1:an var på.

AL,
Du kan ju inte starta nya trådar när det finns gamla med samma innehåll. Använd genast sökfunktionen!

Lennart Mäkinen skrev:

AL, Du kan ju inte starta nya trådar när det finns gamla med samma innehåll. Använd genast sökfunktionen!

Exakt!!!

Dessutom så kom vi ju fram till vad det var för bil i den tråden (tror jag...). Tror tom att vi klurade ut chassi-nummret på bilen i fråga.

Edit: Chassinummer behandlades tydligen inte alls i den tråden.
Måste ha drömt om det.
Här finns iaf den infon: http://www.classicscars.com/chassis/grc/ChassisMarch.html

Hrmmmm,
Bilden saknas ju, men i Anders länk en bit ner i tråden finns den.
https://rejsa.nu/forum/viewtopic.php?t=867&highlight=march

Re: Inte för att ngn bryr sig...

AL skrev:

Denna verison heter dock M12/14 (F1 hette M12/13) så troligen är den på mer volym en de 1499cc F1:an var på.

Jag är ganska värdelös på franska men här finns lite mer tekniska data.
http://gto-racing.nexenservices.com/Nouveau_dossier/groupeGTP_BMWGTP.h . . . .

Men så mycket fattar jag att den är på två liter och har en stycken turbo. Någon kan översätta lite?

Lennart Mäkinen skrev:

AL, Du kan ju inte starta nya trådar när det finns gamla med samma innehåll. Använd genast sökfunktionen!

Å va f***n tror du jag gjorde i 30 minuter...fast det stog helt still!





Jag hade iaf rätt angående motorkoden och volymen!

Re: Inte för att ngn bryr sig...

Anders Dauner skrev:

AL skrev: Denna verison heter dock M12/14 (F1 hette M12/13) så troligen är den på mer volym en de 1499cc F1:an var på. Jag är ganska värdelös på franska men här finns lite mer tekniska data. http://gto-racing.nexenservices.com/Nouveau_dossier/groupeGTP_BMWGTP.h . . . . Men så mycket fattar jag att den är på två liter och har en stycken turbo. Någon kan översätta lite?

Franska! Franska!

Groätartugg!

http://babelfish.altavista.com/babelfish/tr



With close the failure of BMW M1/C in 1981 the German manufacturer (or rather his American division) was withdrawn from championship IMSA GTP to return there only a few years later with new ambitions. Noting that Ford and Chevrolet invested the ground in the higher category of the IMSA with more or less of success, BMW North America decides to again try its chance with a new program running over three years.



The return of BMW in the North-American championship begins with autumn 85 when Hans Riedel, director of the services marketing and commercial of BMW N.A., names Erik Wensberg with the head of the sporting program in IMSA GTP.

As in 1981 BMW N.A. does not profit from any official support of the head office BMW A.G., except the contribution of the engines and some advised technical councils. For this new project BMW America joins, like habit since 1976, at the firm McLaren North America, which sees themselves entrusting the dévelop- pement engines and the preparation of the cars for the race.



The team of Wensberg acquires of March 85 G which will be used as a basis for BMW GTP. The engine which prOpels the frame of English origin is a version 2,0 liters of the 4 cylinders type M12/14 1,5 liters drawn by Paul Rosche and used by the Bavarian mark 1 Formulates some. The body, as for it, is built by McLaren N.A.



The car makes its great beginnings at the 3 hours of Daytona, final test of season 85. David Hobbs rolls, then, in the group of head when, after 30 turns of race it stops definitively by the fault of a blocked box.



1986 mark, in a more significant way, the arrival in force of BMW of category GTP with two cars and David Hobbs, John Watson, Davy Jones and John Andretti are recruited. Between october 1985 and Juin 1986 it are not less than six frames 86 G designed by Robin Herd and Adrian Newey who are comman- dice in March. March 86 G, drawn by Peter Vanecke, was conceived and built especially for BMW (Nissan also uses this frame in a version modified for the development of its R86 V).



The beginnings of BMW GTP 86 are very hard. Two frames are destroyed by fire under unexplained conditions during the beginning of season.

Later the cause of these fires will be charged to the vibrations of the engine (the reboring of the cubic capacity of 1,5 liters to 2,0 liters is, in fact at the origin as of the these vibrations) which causes the depression of the back part of the body on the exhausts when the car is with full load at high speed.

Time to elucidate these problems which affect the two cars hard, BMW must declare fixed price for the 24 hours of Daytona.

The true beginnings take place in Miami, second sleeve of the season, where Hobbs and Watson finish ninth whereas Jones and Andretti give up.

At the 12 hours of Sebring Bobby Rahal, then at the wheel of one of the cars, sees its mounting escaping to him after the engine cowling flew away.

Following this new incident BMW N.A. decides, then not to take part in the race.



of return in competition to Road Atlanta, at the beginning of April, the German cars essuient a new failure.

Mow of this situation the direction of BMW N.A. becomes aware that the TEAM has need of more than means and John Dick, defector of the stable Conte Racing, is seen entrusting the direction of the team of race to replace Emory Donaldson.

This change in the flow chart of the stable causes a true catch and BMW GTP raise the head in race.

It is finally on the track of Watkins Glen in September that comes the first and single victory in IMSA GTP.

After seizehaving seized the pole Andretti carries out the debates in race when it yields its place to its team-member, Davy Jones, which ends up being essential in front of a group of Porsche 962. With the occasion of the preceding sleeve on the circuit of Road America, as in Daytona at the time of the finale of the championship, Watson and Hobbs their competitors dominate again but are, each time, constrained with the abandonment on engine trouble.



Wearied by the little of result, the problems with repetitions and concerned of the public image of the firm the persons in charge marketing for BMW decide, at the end of the season, not to continue ahead. The TEAM is finally dismantled and two of the March/BMW frames are sold to Gianpiero Moretti and its new associate, Ian Dawson (ex-Grid). The two machines will reappear in race in 1988 prOpelled this times by of V6 Buick 4,5 liters atmo and 3,0 liters turbo.





BMW GTP/BMW N.A. (1985)



Frame: (March 85 G)
Body: /
Engine:








Standard L4 BMW M12/14

4 valves/cylinder

1 turbo AiResearch

2000 DC

800 CH with 9000 t/mn

Transmission: /
Dimensions:
/

Tires: /
Rims: /
Brakes: /
Maximum speed: /



BMW GTP/BMW N.A. (1986)



Frame:


(March 86 G)

monoshell aluminium/honeycomb

Body: carbon fibre composite and kevlar
Engine:










Standard L4 BMW M12/14

4 valves/cylinder

1 turbo Garrett AiResearch

2000 DC (89,1 X 80 mm)

+ 800 CH

Management Bosch Motronic

Transmission: March box 86 T with 5 reports/ratios
Dimensions:


Weight: 850 kg

E: 2685 mm

Tires: Goodyear
Rims: BBS
Brakes: /
Maximum speed: /