Bijzondere/lokale uitvoeringen (bijv. E30 333i)

[MartijnGizmo]

Altijd leuk voor de autotrivia...


Zo ontdekte ik toevallig net het bestaan van de E30 333i:



Ook voor de Zuid-Afrikaanse markt, een Sierra XR8i, met een V8 dus:



Voeg gerust andere voorbeelden toe aan dit topic!

[Metchu]

wat cool inderdaad! 8)

[M@rcel]

Kan een leuk topic worden, er rijden namelijk heel wat pareltjes op deze aardbol.
BMW Zuid Afrika heeft een aantal speciale uitvoeringen op de markt gebracht.

Wat te denken van de e23 745i SA die in tegenstelling tot onze geblazen 745i, voorzien is van het M88 24v blok die we kennen uit de M635csi. 8)

http://www.bmwmregistry.com/model_faq.php?id=4

Verder hadden we natuurlijk de Portugese/Italiaanse e30 320iS voorzien van het S14 blok uit de e30 M3

http://www.bmwmregistry.com/model_faq.php?id=10

[HSR]

gaaf topic. Zo was er een door BMW erkende divisie in de UK die van de E30 M3 RHD modellen heeft gemaakt, 23 stuks als ik niet vergis. De naam ben ik helaas kwijt.

[indobesar]

Ravaglia's?

[Joop]

E34 540i in M5 Spec (australische auto, gelimiteerd op 200st): over dit autootje staat nu ook een mooi stuk in BMW CAR Magazine.

In dit geval:

There were only 70 of these E34 540i made for Australia and they were each fitted with an individually numbered plaque #35 (under the handbrake lever).
They are similar in concept and execution to the 200 US M-Sport 540i’s and the 32 Canadian M540i’s produced in 1995.
All the 1995 M5 good bits (like full M5 suspension including switchable EDCIII struts, full M5 sports interior, etc), except for the motor and the body kit.
The M5’s smooth 210KW V8 is perfectly matched to the 6-speed amnual gearbox.

[MartijnGizmo]

Nog zoiets, alweer voor Zuid-Afrika... de E30 325is Evo II





2,7l-blok, 210pk en 0-100 in 7.5s...

325iS came out in March 1990. Full M3 suspension/wheels and 5 bolt hubs, bonnet, door skins and front wings are aluminium, car weighed 1147 kg with PAS, air con, lecky windows. 3.7 LSD, engine is an Alpina C2 2.7 but with unknown spec cam (different grind to 262deg alpina cam), 197 bhp.

Evo 2 and 3 are in fact identical and BMW SA only recognise it as the Evo. Evo 2 and Evo 3 are just names given by owners. The difference is that they were built in two batches in March and June 1991. Steel doors, the proper C2 spec 2.7 but with a 535i throttle body and AFM, power still 204 bhp. Alpina anti roll bars with the M3 suspension (Japan spec Boge), 3.91 LSD.


Chassis Numbers:

OAF 325iS Evo 1 March 1990
AF 325iS Evo 2 March 1991
OEJ 325iS Evo 3 June 1991

Colours:

Calypso Red
Brilliant Red
Astral Silver
Aero Silver
Ice White

En in de VS kregen ze een E36 M3 in "Lightweight"-smaak: http://www.usautoparts.net/bmw/models/m3_ltw.htm" onclick="window.open(this.href);return false;

"The Original"

The 1995 BMW M3 Lightweight was an E36 M3 designed for performance enthusiasts and racing teams. This M3 was modified and specially equipped to be a base production car for drivers and teams competing in motorsport events. Yet the car had to be capable of being driven on the road.


Here's what was eliminated:

air conditioning
leather seats
sunroof
radio
took kit
interior noise reduction mats
underhood insulation
trunk panel insulation
forged wheels
spare tire and jack


Here's what was retained:

dashboard
heater
power windows
The power windows were kept since they were necessary for BMW's unique door glass sealing system.


Here's what was added to the vehicle:

aluminum doors
special carpeting
carbon fiber trim
sport suspension
revised rear axle ratio of 3.23:1
a large strut brace connecting the front shock towers
an X-brace assembly to hold the entire front end together
The underbody X-Brace and Motorsport strut brace were included to stiffen the front chassis to counteract the body flex that can occur during cornering.

The weight savings was about 200 to 300 pounds over a stock M3. The savings varied depending on which of the performance options were added by the customer.



BMW took other steps to improve the performance and handling of the car:

To improve performance, the M50 B30 3.0-liter engine was hand picked by BMW engineers. Reportedly, production engines were tested, and only those with the best performance numbers found their way into the M3 Lightweight.
The top speed limit was removed from the ECU.
The rear differential was increased to 3.23 over the 3.15 found on the stock M3. This increase improved the low-end torque, providing quicker acceleration.
To improve the handling, stiffer springs were standard and a strut brace was installed. A common add-on for BMW's, the brace connects the front shock towers to make the car more rigid. An adjustable air dam in conjunction with a rear spoiler was also included to increase down force.


BMW placed several options in the trunk, which the user could install if desired. Why did they put them in the trunk? Because if BMW found out they were installed, it would void your warranty!


Designed for racing only, the performance options were:

An oil pan with a dual pickup. The dual pickup helped ensure constant oil flow in hard cornering.
A non-DOT spoiler to increase down force. The spoiler does have a penalty of a few mph at high speeds.
The spoiler included an upper GT Race wing with two spacers. The spacers could be used to raise the upper wing further into the air stream if desired, like in the above picture.
The M3 Lightweight also had several lesser-known standard features including:

An oil vapor separator to reclaim oil that would otherwise burn off under high temperatures.
A unique set of lightweight, forged 17" alloy wheels.
Firmer springs than the stock M3.

In the 1995 model year, BMW only produced 120 to 125 of these cars. Only 85 cars made it to the USA. It is only recently that enthusiasts have recognized these cars for what they're worth, and today they are in high demand and quite collectible. Rarely do you see one for sale.

[HSR]

dat van die warranty was onzin, volgens mij. M3 lightweight voor de US markt had inderdaad spoiler in de koffer liggen maar mocht af fabriek niet geplaatst worden ivm TUV keuring als ik mij niet vergis.

[Bert ///M3]

TUV keuring heb je ook lekker veel mee te maken in de VS hugo

Was niet alleen de spoiler. De riser blocks en de wicker bills zaten inderdaad in de trunk kit. Voor zover ik weet de dual pickup carterpan ook (die zijn op de GT en op de EU M3 3.2 weer gewoon standaard)

M3 LTW deelt een groot deel van zijn basis met de M3 GT die toevallig in 1995 ook in de EU uit kwam. Alleen heeft de GT geen lichter interieur maar halfleer, volledige AC en de 295 PK 3.0 motor. Maar bij de GT zaten in de trunk kit ook die spacers voor de spoiler en wickerbills etc.


Vind die M3 LTW ook de gaafste standaard E36, er had alleen een GT motor in moeten zitten

Je had nog een andere voor Australie, de M3 R, maar dat was een race only model eigenlijk.

[Macboy]

Geweldig draadje ! Heb weinig toe te voegen. Misschien de M5 elekta ? Maar das meer interieurgeneuzel dan apart model ...

[M@rcel]

Zal eens opzoeken wat ze in Japan allemaal wel niet konden krijgen..

[MartijnGizmo]

Leuk!

[Casper]

Koel topic!

[Dennis Cavallino]

Van de Saab 900 had je de fabrieks versies zoals de Saab 900 Black Turbo, de Aero, de Red Arrow (Limited Edition), maar één of meerdere dealers boden de Black Arrow aan. Geen officiele fabrieksauto, maar wel voorzien van Airflow pakket zoals een Red Arrow en "Black Arrow" stickers op de flanken.
Zag er op een zwarte koets erg fraai uit. Alleen geleverd in NL voor zover ik weet. Een tijdje terug stond er één te koop voor weinig.

Helaas geen foto van een Black Arrow kunnen vinden, maar dit is de echte Black Turbo:

[HSR]

TUV keuring heb je ook lekker veel mee te maken in de VS hugo

TUV exportkeuring? Neem toch aan dat het ergens compliant aan moet zijn ?

[MartijnGizmo]

Dan DOT-approved waarschijnlijk.

[M@rcel]

Ravaglia's?

Die waren wel speciaal voor de Engelse markt, maar gewoon links gestuurd voor zover ik weet.

[Sjef]

Ravaglia's?

Die waren wel speciaal voor de Engelse markt, maar gewoon links gestuurd voor zover ik weet.

Yep, is er zowieso 1tje terug naar NL gehaald en die is LHD iig

[Chris van S.]

Leuk topic!

Heeft er iemand wel is van een E30 320is gehoord?
Is de italiaanse versie van de E30 M3. Dus een S14 2.0
De koets is net hetzelfde als de fotos van de 325is in dit topic.

In italie had je een extra belasting boven de 2.0l.
Dus vandaar dat BMW een 320is had uitgebracht.

Ik meen mij te herrineren dat ook Volvo een 850 T5R in een 2.0 versie heeft uitgebracht
En Masarati ook.

[M@rcel]

De Daihatsu Charade De Tomaso 926R die alleen in Japan verkrijgbaar was.

At the 26th Tokyo Motor Show in 1985, Daihatsu introduced a mid-engined homologation special for the 1986 Group B World Rally Championship season.

With it’s mid engine layout driving the rear wheels, front and rear blister fenders and DOHC 3 cylinder turbo engine, the 926R practically stole the show for Daihatsu. Journalists at the time quickly drew similarities with the Renault 5 Turbo which took the same approach of installing a previously front mounted engine and placing it behind the front seats for rally homologation. The 926R used the CB70 twin cam 12 valve turbo engine which was to debut in the next generation G100 Charade in 1987. With the engine mounted behind the front seats, the 926R was a dedicated two seater with with almost every panel changed in some way except for the doors and the roof. All work was done under the supervision of De Tomaso which gave the 926R a distinctly ‘Latin’ flavour and kept the public guessing as to the extent of the Italian automakers involvement.

Courtesy of a boost increase and different ECU programming, the 926R’s CB70 turbo engine produced a modest power figure of 120ps @ 6,500rpm and 15.0kg/m @ 3,500rpm which was well above the 926 Turbo’s unremarkable 76ps, but that wasn’t such a drawback considering the 926R’s weight was only around 800kg! Even with relatively low power output the Charade De Tomaso 926R was still considered by some to be Daihatsu’s very own ’supercar’ whether it made an impact on the Group B Rally Championship or not. The CB70 was mated to a 5 speed manual transmission and drove the rear wheels through a mechanical limited slip differential. Double wishbone suspension at all four corners with coil over type spring and damper set up gave the 926R handling to match it’s rivals.

The interior was somewhat luxurious in comparison to the rest of its Group B-level specification. Grey suede and red fabric adorned the seats, dashboard and door trims with a leather bound 350mm MOMO steering wheel and gear knob. The dashboard itself was probably the biggest step away from the standard Charade Turbo, the 926R getting a custom suede covered dash with two large and six smaller Veglia branded gauges with minor switch gear for basic functions only. No audio system or A/C was available. The exterior gained the previously mentioned wide body blister fenders with air ducts for the engine situated in front of the rear wheels, a vented rear hatch to allow air flow, air ducts behind the rear quarter glass for extra air flow to the engine and huge, aggressively slanted vents on the bonnet. The wheels where supplied by Campagnolo measuring 15×6JJ with Pirelli 205/50/VR15 tires at the front and 15×7JJ with Pirelli 225/50/VR15 at the rear. To finish off the exterior some very Italian Vitaloni side mirrors were included as were a set of Carello fog lamps for the redesigned front bumper.

The saddest part of the 926R’s story would have to be the timing of its introduction. After the extremely successful debut at the 1985 Tokyo Motor Show, Daihatsu moved to have the 926R prepared for sale with various media presentations and test drives which were all very positive; as a result great expectation was placed on its racing career seeing as its predecessor the 926 Turbo was already successful in the WRC. However, early in the 1986 Group B World Rally Championship disaster struck with a series of fatal accidents, prompting (by years end) the FIA to totally ban Group B regulations for 1987. So the production run of the 926R was canceled and it never saw the showroom. The CB70 Twincam turbo engine lived on in the 3rd generation (G100) Charade of 1987.

Make: Daihatsu
Model: Charade De Tomaso 926R
Chassis: G11
Total Length/Width/Height (mm): 3850/1640/1360
Wheelbase: 2320mm
Weight: 800kg
Engine: CB70
Max power: 120ps @ 6,500rpm
Max torque: 15.0kg/m @ 3,500rpm
Transmission: 5-speed manual
Front suspension: Double wishbone
Rear suspension: Double wishbone
Tires: 205/50/VR15 (front), 225/50/VR15 (rear)

Text: Justin Karow

Photos: Daihatsu, innocenti-turbo-detomaso.com, 7L4CWL

Foto's:
http://www.7tune.com/newtune/justin/926r/926r1.jpg" onclick="window.open(this.href);return false;

http://www.7tune.com/newtune/justin/926r/926r4.jpg" onclick="window.open(this.href);return false;

http://www.7tune.com/newtune/justin/926r/926r2.jpg" onclick="window.open(this.href);return false;

http://www.7tune.com/newtune/justin/926r/926r5.jpg" onclick="window.open(this.href);return false;

[M@rcel]

Leuk topic!

Heeft er iemand wel is van een E30 320is gehoord?
Is de italiaanse versie van de E30 M3

Werd al eerder in dit draadje genoemd. Speciaal voor de Italiaanse en Portugese markt ontwikkeld ivm belastingwetgeving op auto's met meer dan 2000CC zoals de 325i.

[jeust]

De enige door BMW M gemaakte E39 M5 Touring.



En natuurlijk de E34 M5 Cabriolet

[Downforce Bjorn]

De enige door BMW M gemaakte E39 M5 Touring.

Spijtig dat M gmbh dit nooit heeft doorgevoerd omwille van de angst mbt verkoopscijfers. Er zijn er overigens 2 van, deze en een zwarte.

[indobesar]

Na al die bratwursten eens een echt leuke auto:

Citroën Visa by Lotus (1982)



En 1981, Citroën demanda au constructeur anglais de préparer une voiture de compétition pour participer au championnat du monde des rallyes, à partir de son nouveau modèle : la Visa.

GENESE DU PROJET : Guy Verrier, responsable de Citroën Compétition, avait lancé le Trophée Visa en rallye sur terre et voulait engager une voiture dans le championnat du monde des rallyes, en groupe pour concurrencer Renault qui venait de présenter la R5 Turbo, Citroën a voulu répliquer en créant une voiture de groupe B. Plusieurs constructeurs et préparateurs furent consultés pour réaliser une étude. Cela aboutit à la construction de huit prototypes de 145 à 290 chevaux en plus des essais de la marque en 1219 cm3 et 1440 cm3.

En fait, ce prototype n’est qu’une Lotus Esprit Turbo dont la carrosserie originale a été remplacée par celle d’une Citroën Visa élargie.

Elle reprend donc toutes les caractéristiques de l’Esprit : châssis poutre ; moteur Type 910 (4 cylindres - carburateurs - 2174 cm3 - 210 chevaux) placé en position centrale longitudinale ; boîte de vitesses à 5 rapports d’origine Citroën SM.

En 1982, elle fit beaucoup d’essais, mais le programme tournera court. Elle ne sera jamais engagée en course car elle est trop basse pour les rallyes de terre.

Le prototype Visa Lotus est un exemplaire unique. Il est actuellement conservé au patrimoine Citroën. Par rapport au modèle original présenté par Lotus, le modèle détenu par Citroën présente quelques différences : Phares et clignotants de la Visa 2 ; calandre et entrées d’air peintes en noir ; ajout d’un anneau dans le bouclier avant.

[MartijnGizmo]

*kuch*

In 1981, Citroën English asked the manufacturer to prepare a competitive car to participate in world championship rally, from its new model: the Visa.

GENESIS PROJECT: Guy Verrier, head of Citroën Competition, launched the Visa Rally Trophy on earth and wanted to hire a car in the world championship rally, as a group to compete with Renault who had just presented the R5 Turbo, Citroen wanted replicate by creating a car from Group B. Several manufacturers and processors were consulted for a study. This leads to the construction of eight prototypes of 145 to 290 horses in addition to testing the brand in 1219 cm3 and 1440 cm3.

In fact, this prototype is a Lotus Esprit Turbo with bodywork original has been replaced by a Citroën Visa extended.

It is therefore all the characteristics of the Spirit: beam chassis, engine type 910 (4 cylinders - Fuel - 2174 cm3 - 210 horses) placed in a central longitudinal; gearbox 5-speed home Citroën SM.

In 1982, she made many tests, but the program will run short. It will never be engaged in the race because it is too low to the rally ground.

The prototype Lotus Visa is a single copy. It is currently kept at the Heritage Citroen. Compared to the original model introduced by Lotus, the model held by Citroën presents some differences: Lights flashing and the Visa 2; grille inlets and painted black; adding a ring in the front fascia.