Gran Turismo 6 BMW Z4 GT3 in the New Sierra Circuit 27 km Racing 1080p Full HD

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The BMW Z4 GT3 is a BMW Motorsport for FIA GT3 rules built race cars. Base vehicle is the BMW Z4 (E89). The BMW Z4 GT3 was in early March 2010, presented to the public and focuses on sports customers. [1] Since 2013, GTE BMW Z4 is the amendment by regulations ACO GTE available.

The steel body of the BMW Z4 GT3 is the BMW plant in Regensburg produced on the same assembly line as the body of the street version of the BMW Z4 and then converted by hand. It is a safety cage of steel tubes welded precision high resistance. Front and rear apron, hood, roof, fenders, rear wing and other components are made of plastic reinforced with carbon fiber made​​. The BMW Z4 GT3 comes with a light structure on the weight of about 1,190 kg vehicle. For the full structure of a BMW Z4 GT3 will require about 700 hours of work.

The racing engine in the BMW Z4 GT3 has the P65 engine code and is based on the main features in the S65. A V8 naturally aspirated 4.0-liter was used in July 2010. This came from the BMW M3 (E90 / E92 / E93) and was also in a similar version in the BMW M3 GT used. The engine developed for the BMW Z4 GT3 480 hp at 8,300 / min and 460 Nm at 5,500 / min. Top speed was in 8500 / min. [2]

Compared to competing models from BMW Z4 GT3 had with the 4.0-liter naturally aspirated V8 engine, performance deficits, and therefore disadvantages fast sections. Therefore BMW approved in August 2010, just 4.4 liters drilled displacement street-legal BMW M3 GTS version. [2] The BMW Z4 GT3, the engine produces approximately 515 horsepower at 8,300 / min, the power depends on the respective race series air restrictor is required. The maximum torque of about 515 Nm is available at 5500 / min. The maximum speed of 8,600 / min. The engine block is in cast aluminum wheels in the BMW plant in Landshut done.

Power transmission to the rear axle via a six-speed sequential transmission with steering wheel paddles. The rear axle differential and drive shafts are the BMW plant in Dingolfing.

The race suspension has adjustable shock absorbers and stabilizers. There are 18-inch BBS wheels fitted with central locking. The brake discs have a diameter of 378 mm front and 355 mm rear. In the front rotors are six-piston calipers and associated with four-piston rear calipers.

For 24-hour race BMW Motorsport offers long distance package includes, among other things, better brakes and drive shafts are.

The price of BMW Z4 GT3 in perfect condition ready to compete in 2010 was € 298,000 (excluding VAT.). [1] After an upgrade in 2011, the vehicle was € 315,000 (excluding VAT). Available. [4] in 2013, the BMW Z4 GT3 modified again offered for € 349,000 (excluding VAT.). Vehicles and specification in 2011 2012 may be a conversion kit for the price of 315,000 euros (VAT.) Convert to 2013er specification. [3]

In 2010 BMW Z4 GT3 Premiere seven were sold. Until January 2012 a total of 29 copies were sold. According to BMW Motorsport Director Jens Marquardt in February 2012, plans to offer the BMW Z4 GT3 to late 2015.
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The Ford Sierra RS Cosworth was a high-performance version of the Ford Sierra. It was the result of a Ford Motorsport project with the purpose of producing an outright winner for Group A racing in Europe.

The project was defined by Stuart Turner in the spring of 1983. He had recently been appointed head of Ford Motorsport in Europe, and he realised right away that Ford was no longer competitive in this area.

Turner got in touch with Walter Hayes, at the time the vice-president of public relations at Ford, to get support for the project. Hayes had earlier been the driving force behind the development of the Ford GT40 that won Le Mans in 1966, and the Cosworth DFV engine that brought Ford 154 victories and 12 world championships in Formula One during the 1960s and 1970s. Hayes found the project very appealing and promised his full support.

Turner then invited Ken Kohrs, vice-president of development, to visit Ford’s longtime partner, the automotive company Cosworth, where they were presented a project developed on Cosworth’s own initiative, the YAA engine. This was a twin cam, 16-valve engine based on Ford’s own T88 engine block, better known as the Pinto. This prototype proved an almost ideal basis for the engine Turner needed to power his Group A winner.

Therefore, an official request for a turbocharged version (designated Cosworth YBB) capable of 180 HP on the street and 300 HP in race trim, was placed. Cosworth answered positively, but they put up two conditions: the engine would produce not less than 150 kW (204 HP) in the street version, and Ford had to accept no fewer than 15,000 engines. Turner’s project would only need about 5,000 engines, but Ford nevertheless accepted the conditions. The extra 10,000 engines would later become one of the reasons Ford also chose to develop a four door, second generation Sierra RS Cosworth.

To find a suitable gearbox proved more challenging. The Borg-Warner T5, also used in the Ford Mustang, was chosen, but the higher revving nature of the Sierra caused some problems. Eventually Borg-Warner had to set up a dedicated production line for the gearboxes to be used in the Sierra RS Cosworth.

Many of the suspension differences between the standard Sierra and the Cosworth attributed their development to what was learned from racing the turbocharged Jack Roush IMSA Merkur XR4Ti in America and Andy Rouse’s successful campaign of the 1985 British Saloon Car Championship. Much of Ford’s external documentation for customer race preparation indicated “developed for the XR4Ti” when describing parts that were Sierra Cosworth specific. Roush’s suspension and aerodynamics engineering for the IMSA cars was excellent feedback for Ford. Some production parts from the XR4Ti made their way into the Cosworth such as the speedometer with integral boost gauge and the motorsport 909 chassis stiffening plates.

In April 1983, Turner’s team decided on the Sierra as a basis for their project. The Sierra filled the requirements for rear wheel drive and decent aerodynamic drag. A racing version could also help to improve the unfortunate, and somewhat undeserved, reputation that Sierra had earned since the introduction in 1982.

Lothar Pinske, responsible for the car’s bodywork, demanded carte blanche when it came to appearance in order to make the car stable at high speed. Experience had shown that the Sierra hatchback body generated significant aerodynamic lift even at relatively moderate speed.

After extensive wind tunnel testing and test runs at the Nardò circuit in Italy, a prototype was presented to the project management. This was based on an XR4i body with provisional body modifications in fibreglass and aluminium. The car’s appearance raised little enthusiasm. The large rear wing caused particular reluctance. Pinske insisted however that the modifications were necessary to make the project successful. The rear wing was essential to retain ground contact at 300 km/h, the opening between the headlights was needed to feed air to the intercooler and the wheel arch extensions had to be there to house wheels 10” wide on the racing version. Eventually, the Ford designers agreed to try to make a production version based on the prototype.

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