Formula 1 V6 TURBO Evolution - Birth of the V6 Engine
1500HP BMW Bravo F1 - 1.5L M10 turbo
The BMW M12/13 turbo 1500 cc 4-cylinder
turbocharged Formula One engine, based
on the standard BMW M10 engine introduced in 1961, powered the F1 cars of
Brabham, Arrows, Benetton and won the world championship in 1983. It also
powered the BMW GTP and in the 2.0 liter naturally aspirated form, the
successful March Engineering Formula Two cars. The BMW M12/13 turbo engine is the most powerful BMW engine ever
produced and from a race perspective, the most successful BMW engine of all
In 1983, Brazilian driver Nelson Piquet won the Formula One World
Championship driving a Brabham BT52 powered by the turbocharged BMW M12 engine, which in 1983 was
producing approximately 850 bhp (630 kW) in qualifying trim and 640 bhp
(480 kW) for the races. Piquet, who won the Brazilian, Italian and European
Grands Prix in 1983, won the championship by just two points in front of
Renaults Alain Prost (Renault had pioneered turbocharging in F1 in 1977, but would be destined
never to win the World Championship in the original turbo era (1977-1988)). Piquet's win was the first
time a car powered by a turbocharged
engine had won the World Championship.
In the years 1986 and 1987, the version M12/13/1 was tilted sideways by
72° for use in the extremely low Brabham BT55 (1986) and more conventional
Brabham BT56 (1987). The design was not successful, probably due to cooling
issues in the tight compartment. The BMW GTP IMSA series car was also
powered by the 2.0 liter M12 turbo
engine, with more than 850 hp in race trim. The 1986 engine was said to
produce about 1,400 hp (1,044 kW) in qualifying, that being the most
powerful figure of all the turbo-charged
engines in Formula One (though it should also be noted that at the time
there was no way of accurately measuring horsepower over 1,000 and
figures are what were generally accepted from the engineers calculations
with 0.1 Bar of turboBoost rated to be worth approximately 20 hp
(15 kW)). During 1986 however it was the Benetton team using the
conventional upright BMW M12 who would be the leading BMW runner in Formula
One, with Gerhard Berger scoring his and the teams first (and the BMW
engines last) win by winning the 1986 Mexican Grand Prix. Benetton would
not continue with the BMW engines in 1987, instead they became the defacto
factory Ford team using their Ford TEC turbo in the BMW's place.
During the 1986 Italian Grand Prix at Monza, Gerhard Berger's BMW powered
Benetton B186 recorded the highest straight line speed by a turbocharged Formula One car when he was timed at
352.22 km/h (219 mph). In fact, the top five cars through the speed trap at
Monza (Berger and team mate Teo Fabi, Brabham's Derek Warwick and Riccardo
Patrese, and the Arrows of Thierry Boutsen) were all powered by the BMW
As BMW announced to pull out officially at the end of 1986 (though they
would continue to supply Brabham with their tilted engine for 1987), Arrows
team boss Jackie Oliver brokered a deal with support from the teams primary
sponsor USF&G to continue the use of the upright BMW engines under the name
of its subsidiary Megatron, Inc., founded by long-time F1 aficionado John
J. Schmidt, who coined the phrase "Horse racing may have been the sport of
kings, but auto racing is the sport of corporations". The engines were
serviced by Arrows long time engine guru Heini Mader from Switzerland, a
former mechanic of Jo Siffert.
Rebadged as Megatron, the BMW engines were used by the Arrows team for the
1987 and 1988 seasons, as well as Ligier for 1987 only. In the final season
for the turbos, Arrows were one of only
six teams still running turbocharged
engines and the only team to still use the old BMW engines. During the 1988
season the Megatron engines were the oldest turbos still in use in Formula One dating back to
1982 (Ferrari, who had been using turbos
since 1981, had introduced a completely new engine from 1987).
The Megatron programme ended as a result of a change of Formula One engine
rules which banned turbocharged engines
at the end of 1988, with American driver Eddie Cheever achieving the old
BMW engine's last podium finish with third place in the 1988 Italian Grand
Prix at Monza. The race was also significant as it was the first time Heini
Mader had solved the problem caused by the FIA's pop-off valve which
limited turbo power to 4.0 Bar in 1987
and 2.5 Bar in 1988. By moving the valve closer to the engine, the problem
of the turbo not delivering enough Boost had been solved and the Arrows
A10B's were among the fastest on the long Monza straights, faster even than the all-conquering
McLaren-Hondas which effectively incorporated elements of Gordon Murray's
lowline Brabham design as well as featuring a more powerful V6 engine.
Omega CD 3.8 Australiano - Detalhes - Diego Rodrigues - 60FPS
Detalhes do OMEGA CD 3.8 V6 1998 VERDE CAPRICÓRNIO
Assista em 720p60. Mais informações abaixo:
- Um pouco do motor (4:58)
- Interior (5:33)
- Um pouco de movimento (15:14)
Taxa de compressão: 9,4:1
Diâm. Cilindro: 97mm
Câmbio automático 4 marchas:
Pneus 215/60 R16 95V
Comprimento total: 4,884m
Largura total: 1,824m
Cárter + Filtro: 4,5 + 0,3L
Citando alguns itens:
Câmbio automático com modo sport e controle automático de velocidade.
limpador de parabrisas com 9 níveis na velocidade intermitente e
variação conforme a velocidade do veículo.
faróis com sensor crepuscular.
computador de bordo com as funções: consumo instantâneo, média,
hodômetro total, distância percorrida, distância de chegada, km e tempo
de viagem e restante até o destino (você define quantos km até o
destino), alerta de velocidade máxima (personalizável e pré-definido),
velocímetro sem margem de erro.
ar condicionado com comando digital e com modo automático. exibição da
temporizador dos faróis personalizável de 1s a 3 minutos.
luz de cortesia temporizada. luzes de cortesia nas 4 portas, no local dos
pés do motorista e passageiro e na fechadura de ignição. porta luvas e
porta trecos central (este bem grande) com iluminação. luzes de leitura
individuais (2 na frente e 2 atrás).
porta malas e portinhola do combustível com abertura elétrica.
bancos dianteiros com regulagem elétrica do acento e encosto, além de
regulagem lombar (não elétrica).
3 tomadas 12V.
saídas de ar condicionado para os bancos de trás.
infelizmente, não tem função 1 toque em todos os vidros. só o do
motorista tem essa função e apenas na descida. deve ser padrão
Australiano. Nesse ponto, melhor os europeus, que sempre vem com 1 toque
(up and down) e antiesmagamento.
Também não possui regulagem elétrica dos faróis, como no nacional. Mas
a iluminação é tão boa que já nem sinto falta. vai melhorar ainda mais
quando eu reinstalar os faróis de neblina.
fora isso. carro excelente. forte e robusto. ainda por cima, consome pouco
se levar em consideração o peso e a potência e o fato de ser
automático. média de 6,5 a 9,5 no DF e de 10 a 12 na estrada.
Ultimate engine revving sound comparison (4-5-6 cyl, flat-6, V6, V8, V10, V12, wankel)
My last video of 2015. Enjoy.
A compilation of nearly all possible engine configurations.
From straight 4 to V12 and even some Wankel engines.
0:09 straight 4
0:51 straight 5
0:59 straight 6
7:52 Wankel (2, 3 and 4 rotor)
Filmed between 2006 and 2014 at various rallies and races in Belgium and
Canon Powershot S2 IS
Canon Legria HF M46
Canon EOS 7D + Røde Videomic Pro
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