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In Reply to: Translated here! part # 2 posted by Simon on April 17, 2000 at 16:07:39:
With splendid praezisions-Arbeit those placed body farmer the carcass of the run m Coupé finished. The 24-Stunden-Projekt of sport auto bends on the target straight lines
Who leads large things in the sign, obstinacy, perseverance and determination needs. One completes a setting of large targets nowadays gladly with a casual announcement. " we " make that are a promise, which can being kept more thoughtlessly given than. If one must bury good plans again, then this usually tacitly occurs. If one is surprised with the leave sin of the Inkonsequenz, then gladly to the Shakespeare wisdom one refers, after which hell is paved with good resolutions.
The really good projects however become from conviction
born, in the knowledge around the own boundaries and with sober self-confident its.
The reliability and obstinacy of the partners involved and the faith in the accessibility of the put targets transform fantastic Schwaermereien only into respectable and last end successful projects.
Quite similarly it behaves with the " project 24-Stunden " from sport auto. In the close training terschluss and with energetic support of the BMWS technique GmbH in Munich we plan the application of a BMW M Coupé with the legendary long-distance classical author on the Nuerburgring Nordschleife. In the last outputs of sport auto was to be reread, what enormous expenditure the construction of a competition vehicle unique in this form required. Thousand things are to be considered, if a series vehicle not used ever so far for racing purposes is to mature to the potenziellen winner, and many further problems emerge only with the conversion and implementing.
With the obstinacy of inspired automobilists and almost stoischem long courage engineers of the BMWS technique GmbH operate the structure of the running vehicle pending now. After the phase of the construction is as far as possible final by means of most modern computer engineering, one concentrates with enthusiasm on the assembly predominantly relating to crafts.
Largest breaking into is natural - in the wahrsten sense of the word - the structure of the vehicle raw body after the precise specifications of engineers. As already described at an earlier point in time, modern racing cars are not developed and are built nowadays any longer according to the principle of the time-consuming building of samples. Rather the entire technical layout of the running auto is virtually developed by means of ACD TECHNIQUE (computer Aided Design) at ultramodern computers. Each measure, each component, each position is thus already precisely and point-exactly certain.
The consequences for the work on the running raw body are considerable. First of all a perfectly standard chassis is fixed on a highly exact measuring stage and checked regarding any tolerances or deviations. Then by computer-assisted measurement those points, at which constructional modifications and reinforcement pre are seen, are determined measure-exactly. Only then begin highly specialized and engine-port-experienced body farmer with the direct handling of the raw body.
Contrary to in former times today only few places of a separate rework are submitted. In former times it belonged to the standard program to work with the structure of competition vehicles each still so small spot welding seam over again of minutioes. " that is no longer necessary with the today's quality of the very torsionally stiff designed steel bodies ", explains Juergen Kuebler, that on the part of the BMW technique GmbH responsible projects manager. Thus apart from the installation of the ueberrollkaefigs few places of the raw body with welding shaped parts are only strengthened.
After these punctual reinforcement measures the complex installation of the prescribed safety cell takes place. At this point it applies to clear a wide-spread misunderstanding up. Naturally the welded safety cell serves also and quite substantially the protection of the pilot in a possible accident. For the technical designers of racing cars the cage belongs however as component actually to the chassis. Since the safety cell pushes away mainly on the chassis cathedrals, it brings additional stability and with it a more precise handling. The bending and twisting rigidity of a racing car can be increased by welding the safety cell with the chassis over up to 300 per cent. This has crucial influence on the driving dynamics. " the less the chassis in itself operates, the more precisely can operate the actual chassis components such as absorbers and suspension ", refers Juergen Kuebler.
Special attention engineers give to the coupling points of the landing gear parts at the body, since the occurring forces attack here. Thus for example the standard chassis cathedrals, the fastening spots of the absorbers at the body, are thus ripped out usually completely and replaced by new, clearly more rigid and more stable components.
For reasons of the vehicle dynamics the front shock absorber cathedrals are below set additionally by 50 millimeters. The rear chassis accommodations must let an intensive subsequent treatment and reinforcement over itself be issued likewise like the points of the axles. The pneumatically operated high-speed lifting system with altogether four edition stamps requires further modifications within the area of the understructure. Finally no unnecessary time is to be wasted with the tire changes with countless boxing boxenstopps during the 24-Stunden-Rennens at the Nuerburgring.
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