Η BMW επιστρέφει στο DTM με εργοστασιακή ομάδα μετά από 20 χρόνια και έτσι θέλησε να το γιορτάσει δημιουργώντας ένα promo video, θέλοντας να καταφέρει να έχει την ίδια επιτυχία με αυτή του παρελθόντος, όπου είχε πάρει 3 πρωταθλήματα οδηγών, 49 νίκες και 30 pole position.
Συνολικά θα συμμετέχει με 6 M3 DTM και μηχανικά φορά έναν V8 κινητήρα που πληρεί τους τεχνικούς κανονισμούς του πρωταθλήματος και αποδίδει κοντά στους 480 ίππους με 500 Nm ροπής. Ζυγίζει 1.200 κιλά, φορά έναν 6-τάχυτο σειριακό κιβώτιο με τα 0-100 χλμ/ώρα να τα κάνει σε 3 δευτερόλεπτα με την τελική του ταχύτητα υπολογίζεται στα 300 χλμ/ώρα.
[learn_more caption=”Δελτίο Τύπου”]
The Champion in Touring Car Racing. 25 years ago the BMW M3 started its unique series of victories.
Information from editor: data sheets will follow as soon as possible.
Munich. In August 1985, a rumour surfaced in motor magazine Auto-Deutschland which emanated from a new sports car. An A Group Car from BMW that was a thoroughbred racing car according to the rules but was also to be produced in a version licensed to drive on open roads for everyday use. Speculation about this dream car that could take to normal roads and was intended for the “Most dynamic among BMW 3 Series drivers” was right on target. But the pundits missed the mark about the motor-sport car by a mile on one prediction: They were convinced that anyone who “wants to be a key player in the A Team needs to be turbocharged under the bonnet”. Not true. The BMW M3 had a naturally aspirated engine. And it became the most successful touring car in the history of BMW.
The M3 project was launched just a few months earlier. Production of the M1 mid-engine sports car had already been discontinued for some time and BMW CEO Eberhard Kuenheim commissioned a design for a successor, almost as an aside, according to legend. After one of his regular visits to Motorsport GmbH in Munich’s Preußenstraße he said, almost as he was leaving: “Mr. Rosche, we need a sporty engine for the 3 Series.” His aspiration was in good hands. Motorsport GmbH with its managing director of technical development Paul Rosche had demonstrated its expertise with the legendary 5 Series saloons driven by M engines as well as developing the Formula 1 turbo engine that powered Brazilian Nelson Piquet to win the World Championship in the Brabham BMW in 1983.
Power source: a four-cylinder engine with 2.3 litres displacement and four-valve engineering.
The new 3 Series engine had something in common with this: the crankcase. It originated from volume production and actually formed the basis for the two-litre engine with four cylinders. Four cylinders meant less weight and high torque, an ideal platform for a sports engine in the projected displacement class. Naturally enough, the series four-cylinder engine was much too tame for a sports engine. A comprehensive power boost was called for in order to turn the plucky daily workhorse into an athletic and sporty power unit. The BMW design engineers increased the displacement to 2.3 litres and applied a formulation that had already achieved significant successes over a period of many years: four-valve engineering. There was also another reason for the decision to opt for a four-cylinder engine and not adopt the six-cylinder engine introduced in the BMW 3 Series. The longer crankshaft in the big engine started to vibrate much earlier than the shorter four-cylinder shaft. The design engineers therefore designed the crankshaft drive of the BMW M3 with sufficient torsional stability to achieve 10,000 revolutions a minute and more. By comparison with the four-cylinder engine installed in the series vehicles, this represented an increase of more than 60 percent.
Paul Rosche recalls: “We started work immediately. One advantage was that the big six-cylinder engine originally had the same cylinder gap as the four-cylinder engine. We therefore cut two combustion chambers off the four-cylinder head of the M88 and bolted a panel over the hole on the rear side.” This meant that the new four-cylinder engine had a second forebear. The six-cylinder engine that had initially created a sensation in the M1 and had meanwhile transformed the M635CSi into one of the fastest coupés in the world. Paul Rosche: “Whether you believe it or not – we had created an outstanding four-cylinder engine for the 3 Series within the space of two weeks. Under the development name S14, this engine was to generate headlines in sport and in volume production over the years to come. One Sunday, I drove to von Kuenheim’s flat and gave him the car for a test drive. When he came back he said: ‘Good, I like it.’ And that’s how the M3 came into being.”
Contrary to the situation with the mid-engine sports car, the BMW M3 was not going to be crafted by hand in small batches. This car was to be produced as a mass-production automobile on an assembly line. It was destined to compete in near-production touring car motor sport, or more precisely as a Group A racing car, defined as a “production car”, of which at least 5,000 units have to be built within the space of twelve consecutive months in accordance with Annex J of the international automobile sport regulations.
300 hp for competitive racing.
However, many of them immediately disappeared again into garages and workshops to be given a new outfit. After all, the M3 had been designed as a racing car, and this was the time to prove that it really could “race”. A World Touring Car Championship was held for the first time in 1987. And that was exactly what the M3 had been built for. But not quite in the guise in which it was seen on the streets. Instead of 200 hp, the 2.3 litre engine delivered up to 300 hp at 8,200 rpm in the racing version. This put it on a par with the BMW M635CSi. BMW didn’t line up on the starting grid with its own team but supported a number of famous racing outfits like Schnitzer, Linder, Zackspeed and Bigazzi. Drivers like Markus Oestreich, Christian Danner, Roberto Ravaglia and Wilfried Vogt took the wheel, and Annette Meeuvissen and Mercedes Stermitz were the first women drivers.
Roberto Ravaglia in the M3: first World Touring Car Champion.
The first race for the 1987 World Touring Car Championship started in Monza on 22 March 1987 – and ended with a sensation. All the M3 cars were excluded from the placings. The vehicles were checked under chaotic conditions and disqualified because of sheet-metal thicknesses that were allegedly contrary to the regulations. BMW appealed but the sports tribunal decided that the appeal had been lodged too late. There was no longer any talk of infringements of the rules. All the brouhaha naturally didn’t have any effect on the result of the championship. At the end of the season, Roberto Ravaglia was standing on the podium as the first World Touring Car Champion. But that was only the pinnacle of the success list. Wilfried Vogt took the title of European Champion. Altfried Heger came in second – both driving a BMW M3. In 1987, the German Touring Car Championship (DTM) also went to the new BMW M3, with Eric van de Poele behind the wheel. Moreover, the most sporty 3 Series car was also winning competitions off the race track. An M3 crossed the finishing line in first place in the Corsica Rally and secured a victory for BMW after a gap of 14 years in a race for the World Rally Championship.
24 Hour Race: M3 one-two victory on the Nürburgring.
In 1988, the BMW M3 continued the success story and took the national titles in France, England and Spain. In the following year came another victory in the German Touring Car Championship (DTM), this time with Roberto Ravaglia in the driver’s seat, alongside wins at the national championships in Belgium, Holland, France, Italy, Finland, Spain, Sweden and Yugoslavia. Meanwhile, the displacement had been increased to 320 hp and the BMW M3 drove the competition into the ground. Belgian driver Marc Duez battled his way through the Monte Carlo Rally with an M3 and took eighth place as best driver in a car without a four-wheel drive. The sensational one-two victory in the 24-hour classic on the Nürburgring crowned this series of successes in 1989 with the driver combinations Pirro/Ravaglia/Giroix and Heger/Grohs/Manthey.
Playing with displacement: the right engine for each race.
The M3 had a commanding presence on the international touring car racing scene for five years. It became the most successful touring car of all times by winning the two champion’s titles in the European Touring Car Championship and twice in the German Touring Car Championship. There were also numerous further victories and championship wins at international level. Depending on the competition rules, the four-valve engine had to be adapted to national regulations. For example, the capacity for England was limited to 2 litres while for Germany and France it was raised to 2.5 litres with effect from 1990. This enabled the four-cylinder to deliver up to 355 hp. In the version with the biggest capacity, the engineers of BMW M GmbH went up against the limits of what was feasible. In order to make full use of the 2.5 litre limit, they not only increased the stroke of the 2.3 litre unit from 84 to 87 millimetres, but also increased the cylinder bore from 94 millimetres to 95.5 millimetres. This reduced the width between the cylinders to just 4.5 millimetres. But success proved the development engineers right. The engines withstood the stresses and strains of touring-car racing even at maximum output without any problem.
1992: the first BMW M3 with a six-cylinder engine.
The year 1992 saw the birth of a completely new M3, this time with an advanced six-cylinder engine. Once again, Motorsport GmbH developed a version for competition in record time. In April 1993, the new M3 was due to line up at the start of the first race for the German Touring Car Championship (DTM). But due to discrepancies in the new regulations, BMW changed its strategy and instead set up a BMW M3 GTR in the striking design of a starting flag and entered the Warsteiner ADAC GT Cup organised by the German Automobile Association. The six-cylinder now generated 325 hp, the car weighed 1300 kilos in accordance with the regulations. A strong BMW team lined up at the start with Johnny Cecotto and Kris Nissen, and Cecotto ended up taking the championship at the end of the season. However, this was the end of the motor-sport chapter for this M3 GTR for the time being. Changes in the regulations meant that the potent 3 Series had no realistic changes of victory any more.
The BMW M3 GTR: the most powerful M3 ever.
BMW only returned to motor sport as a works team with a BMW M3 seven years later. In 2001, the first starting flag came down for the new BMW M3 GTR powered by a 450 hp V8 engine. The most powerful M3 ever set benchmarks in the GT class of the American Le Mans Series (ALMS) with its four-litre engine and raced in a quartet: Team BMW Motorsport entered two cars under the management of Charly Lamm and two other cars were raced by the American BMW Team PTG run by Tom Milner, who hailed originally from Germany. The coupé took seven victories in ten races, six of them were from pole positions. BMW works driver Jörg Müller won the driver’s championship in the GT Class, BMW Motorsport won the team placings, and BMW became constructors’ champion in the company’s most important export market.
But the advanced BMW M3 GTR also caused a sensation in Europe. Two each of these eight-cylinder racing cars lined up at the start of the 24 Hour Race at Spa-Francorchamps in Belgium and on the Nürburgring in 2004 and 2005.The result: In both years, BWM took a one-two victory on the Nürburgring, and class victory went to BMW in Spa in 2004.
In 2009, the next generation of the M3 started in the American Le Mans Series. The V8 engine was beefed up to 485 hp and entered the Twelve Hour Race at Sebring for the first time. The successes meant that the M3 was also raced in Europe in the following year. It lined up at the start of the 24 Hour Race on the Nürburgring, in Le Mans and in Spa-Francorchamps. The result: outright victory on the Nürburgring – for the 19th time – and class victory in Spa.
And the next winner will soon be on the starting line in 2012. BMW will be back at the German Touring Car Masters (DTM) with three teams and the new BMW M3 DTM.
Back after 20 years: BMW Motorsport makes its DTM return at the Hockenheimring.
Munich, 23rd April 2012. The waiting is over: this weekend, BMW Motorsport will line up at the iconic Hockenheimring (DE) for the first race of its comeback season in the DTM. After an absence of almost 20 years, BMW is returning to the series to face a new challenge with three teams and six BMW M3 DTM cars. The race on Sunday marks the return of the BMW M3 to the DTM. The racing version of the sports car made its debut 25 years ago, and promptly won the DTM title at the first attempt. Now, as BMW M celebrates its 40th anniversary, the car is back again to perform in front of its many fans in the DTM.
The brand was involved in the series on a works level between 1984 and 1992, during which time it really made a mark, notching up 49 wins, 30 pole positions and three drivers’ titles. The very first DTM race ever was won by a BMW driver: Harold Grohs (DE), at the wheel of the BMW 635 CSi. By the end of the season, Volker Strycek (DE) had secured the title in the same car. When the BMW M3 arrived on the scene in 1987, it immediately dominated proceedings and helped Eric van de Poele (BE) to victory in the drivers’ standings in 1987 – a feat that was repeated two years later by Roberto Ravaglia (IT). The first era of BMW in the DTM drew to a close in Hockenheim on 11th October 1992, and the company now returns to the same circuit to open a new chapter in its successful motorsport history.
Reigning DTM champion Martin Tomczyk (DE) will contest the season alongside Joey Hand (US) with BMW Team RMG. Just as it was back then, BMW Team Schnitzer is once again involved under the leadership of Team Principal Charly Lamm. Bruno Spengler (CA) and Dirk Werner (DE) will line up for the team from Freilassing. Three-time World Touring Car Champion, Andy Priaulx (GB), and Augusto Farfus (BR) will represent BMW Team RBM.
The six drivers have a strong ally in the BMW M3 DTM. It has been developed from scratch by BMW Motorsport and will follow in the footsteps of the legendary first generation of M3 when it takes to the track in 2012. Following the roll-out in July 2011, the BMW M3 DTM completed thousands of test kilometres before it was homologated by the Deutscher Motor Sport Bund (DMSB) on 1st March this year.
BMW has scored more DTM victories at the Hockenheimring than any other circuit, with BMW drivers crossing the finish line first on ten occasions. Many of the stars from back then will also be there at the track to watch the return of BMW to the DTM live: Grohs, van de Poele and Ravaglia will be joined in Hockenheim by Steve Soper (GB).
Jens Marquardt (BMW Motorsport Director):
“After the long preparation period, every one of us is now desperate to finally get racing and find out how we really compare to the opposition. We have many months of hard work behind us, and certainly an exciting and instructive season ahead of us. Hockenheim has a special place in the DTM history of BMW, and we enjoyed major success there between 1984 and 1992. We obviously want to follow on where we left off, but we will have to take it one step at a time. Initially, it is vital for us to learn and gain experience. Everyone in the team is totally motivated. It will undoubtedly be a very special weekend. Not just for the fans, but also for everyone at BMW Motorsport.”
Martin Tomczyk (car number 1, BMW Team RMG):
“Even though I have been racing in the DTM for many years, I still get butterflies in my stomach ahead of the start of a season. The tension is definitely rising. I am ready for Hockenheim. The winter was intense and obviously involved a lot of development work. However, we can be happy with the result. It goes without saying that I am very excited about discovering the balance of power at the Hockenheimring, and hope we can get as close as possible to our more experienced rivals.”
Joey Hand (car number 2, BMW Team RMG):
“Recently I have often been asked whether I will be nervous before the first round of the DTM. To be honest, I am totally relaxed. It is quite simply time to go racing. Many things will be new to me in Hockenheim: the standing start, lightning-quick pit stops, shorter races than I am used to. I am not worried, however, as we are very well prepared. I will go out there and do the best job possible. I am very proud that BMW has given me the opportunity to be the first American to drive in the DTM.”
Bruno Spengler (car number 7, BMW Team Schnitzer):
“The start of this season will be a special one for me. It is my first year with BMW – and I am really hungry to finally get down to business in the first race. BMW’s return after an absence of 20 years heralds a new era for the DTM. It is great for me to be a part of this and to experience this special moment. We worked very hard to gain as much experience as possible over the winter. Our rivals have an advantage over us in this regard, but we want to catch up as soon as possible. To me, this feels like I am starting my career from scratch again.”
Dirk Werner (car number 8, BMW Team Schnitzer):
“I really enjoyed the tests with the BMW M3 DTM, and it was interesting to see the continuous further development of the car. I learned a lot in recent months and the team has also worked in a very focussed manner and made huge progress. Like everyone, I will increasingly feel the tension in the run up to the start on Sunday, but I’ll try to deal with it positively. When it comes down to it, I want to enjoy my first DTM race and make a good start to the season.”
Andy Priaulx (car number 15, BMW Team RBM):
“We have spent a long time preparing for this, so it is about time we finally got down to business. I am really proud of what BMW Motorsport and our team have achieved so far. Despite this, we remain realistic. BMW is new to the DTM and we have less experience than our rivals. That is why it is important for us to improve and develop from race to race. Every one of us is relishing the challenge.”
Augusto Farfus (car number 16, BMW Team RBM):
“I am very excited and enthusiastic, but at the same time very curious ahead of my debut in the DTM this weekend. It has been a long hard road to get to this event with an amazing learning curve which we are still on. Everyone in the team has given 100 percent and more in recent months, so we are as well prepared as possible. We are entering the next phase now, and want to prove that we have given ourselves a good basis.”
Interesting facts regarding the return of BMW Motorsport to the DTM:
– BMW is celebrating a hat-trick of anniversaries in 2012: BMW M was founded 40 years ago, and has tasted countless successes on the racetrack over the following decades. Twenty five years ago the BMW M3 started to write its unique success story in motorsport. Even today, the racing version remains the most successful touring car of all time. And finally, it is now 20 years since BMW last appeared in the DTM with a works team.
– Eleven BMW racing cars lined up at the first DTM race in Zolder in 1984.
– Volker Strycek did not win a single race in 1984 – but was still crowned champion.
– The first generation of BMW M3 achieved a top speed of 280 km/h on the straights through the Hockenheim woodland.
– BMW Team Schnitzer crossed the finish line in first place on 17 occasions between 1989 and 1992.
– Charly Lamm was on the pit wall for BMW Team Schnitzer when Roberto Ravaglia triumphed back in 1989.
– Harald Grohs won the first ever DTM race in Zolder at the wheel of the BMW 635 CSi.
– In a dramatic finale, 25-year-old Eric van de Poele finished tenth in the final race of the season to win the 1987 title in a BMW M3.
– Roberto Ravaglia gave the BMW M3 a triumphant farewell from the DTM with two victories in Hockenheim on 11th October 1992.
– Nowadays, Ravaglia runs his own ROAL Motorsport team and takes his place in the pit lane as Team Principal. Among other things, he now lines up with BMW racing cars in the World Touring Car Championship and the Italian GT Championship.
– BMW drivers finished first and second at 15 races in the DTM between 1984 and 1992.
– As well as the BMW 635 CSi and BMW M3, the BMW 323i also has three DTM wins to its name – with Winfried Vogt at the wheel on all three occasions.
– Andy Priaulx comes from the Channel Island of Guernsey, which is part of Great Britain.
– Priaulx won a hat-trick of titles in the World Touring Car Championship driving for BMW Team RBM in 2005, 2006 and 2007.
– Augusto Farfus is from Curitiba, the capital of the Brazilian state of Paraná.
– The Farfus family runs a large chain of restaurants in Curitiba and other Brazilian cities.
– Bruno Spengler won his first DTM race at the Norisring in 2006. It remains his favourite circuit to this day.
– Spengler is an avid golfer with an excellent handicap of 5.8.
– Martin Tomczyk finished tenth in the penultimate race of the season to secure the DTM title in 2011.
– Only Timo Scheider and Mattias Ekström have contested more DTM races than Tomczyk.
– Tomczyk is 1.88 metres tall. This makes him the tallest of the BMW drivers.
– In 2007 and 2009 Dirk Werner was unbeatable in the GT class of the GRAND-AM series, and won the title on both occasions.
– At the same time as his racing activities, Werner has also successfully completed his Mechanical Engineering studies.
– Joey Hand is the reigning GT champion in the American Le Mans Series and will race there again for BMW Team RLL in 2012.
– Hand loves to go fishing with his father and family.
– Marco Wittmann provides support for the six BMW DTM drivers over the course of the season as test and development driver.
– When developing the BMW M3 DTM, BMW motorsport engineers created over 2,500 CAD graphics, with over 900 for the engine alone.
– More than 1.2 kilometres of cable run through the BMW M3 DTM.
– Approx. 5,400 individual parts are used in the BMW M3 DTM. 1,200 of these are different.
– It takes about 60 hours to assemble the BMW P66 engine.
– Over the course of a DTM race, no less than 1.8 million ignitions take place in the BMW P66 engine.
– The carbon-fibre brake discs reach temperatures of up to 700°C. The strain put on the brakes is particularly high at circuits like the Norisring.