 Mission: to defend the title.
1. Gearing up for the
future.
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WTCC 2006After the successful revival of the FIA World Touring Car Championship (WTCC) last year, the series enters its second season in 2006.
Ample experience and a new man behind the wheel.
Premieres and a calendar comeback - regulations remain stable.
Youngest offspring of a successful family. Since their debut in 1977, the racing models spawned by the BMW 3 Series have celebrated an endless string of victories in touring car racing. BMW Motorsport has sold 115 racing kits of the E46 series alone to customer teams around the world. With the BMW 320si, BMW is perpetuating this concept for 2006 and beyond. The new car not only sets itself apart from its forerunner visually, but technically as well - under the bonnet nestles a four-cylinder in-line engine, as in the production model. This high-revving unit is lighter and more compact than its six-cylinder counterpart and gave the engineers greater scope for the configuration of the other components of the BMW 320si. "The challenge lies in matching and exceeding the performance values of its forerunner", states Theissen. "Here we are benefiting from the close cooperation between the race engineers and their colleagues on the volume production side. Technology that has proved itself on the race track has filtered into the development of the production model and vice-versa." The BMW 320si features a five-speed gearbox with an H-shaped gate and a mechanical differential lock. That means the drivers of the BMW national teams have a car weighing in at 1,140 kg for 2006 too. Switching to a sequential gearbox would have meant raising the basic weight to 1,170 kg, in keeping with the regulations. Preparations for a long season.
As in previous years, the BMW drivers have been training alongside each other
for the 20 strenuous races ahead. Under the guidance of race medic Dr Vicenzo
Tota, the drivers worked hard on their physical fitness in Italy. The programme
of the BMW training week from 16 to 21 February consisted of a thorough health
check, gymnastics, strength and stamina training, mental preparation and
physiotherapy. In addition, an individual training plan was devised for each
driver. But it wasn't only the drivers who were training - the race cars
also had to undergo gruelling endurance runs. In the course of intensive
test drives, the BMW national teams clocked up several thousand valuable
kilometres in the new BMW 320si. Needless to say, the numerous privateer
entrants competing in the 2006 WTCC with BMW cars have similarly been busy
making intensive preparations for the new season. They will be vying for
the Yokohama Independents Trophy with a total purse of 350,000 euros. Date / Race / TV coverage EUROSPORT (CET)
02 April / Monza,
Italien / 15:00–16:00 hrs (15:00)
The EUROSPORT television channel will feature detailed reports on the FIA
WTCC race weekends as well as broadcasting the races live. The TV rights
for the FIA WTCC are distributed through EUROSPORT and are available to national
terrestrial channels as well as international cable and satellite networks.
New challenges for the WTCC drivers. The FIA WTCC racing calendar for season 2006 gets even more interesting this season. The 20 races of the series take place at venues in Europe, Asia and America. No fewer than three circuits will be marking their debut in the racing calendar of the world's leading touring car championship, with teams heading for Brands Hatch for races five and six of the WTCC. Barely another race track looks back on such an enduring tradition as the 4.220-kilometre circuit in southern England. Races have been held here since 1926, and now, for the first time, an official FIA Touring Car Championship will be stopping off at the challenging rollercoaster circuit. The Autodromo Internacional de Curitiba is another newcomer to the WTCC calendar. This 3.695-kilometre track demands a high top speed on the long straight as well as good traction in the twisty infield section. The capital city of the Brazilian province Parana is the venue for races nine and ten of the world championship. The Automotodrom Brno, meanwhile, is no stranger to the international touring car scene. Between 2001 and 2004, this Czech circuit witnessed some exciting touring car racing each year as part of the European Championship. In 2006 the circuit celebrates a comeback to the calendar at world championship level. The FIA WTCC circuits for season 2006 at a glance:
Monza, Italy - Race 1 and 2
Magny-Cours, France - Race 3 and 4
Brands Hatch, United Kingdom - Race 5 and 6
Oschersleben, Germany - Race 7 and 8
Curitiba, Brazil - Race 9 and 10
Puebla, Mexico - Race 11 and 12
Brno, Czech Republic - Race 13 and 14
Istanbul, Turkey - Race 15 and 16
Valencia, Spain - Race 17 and 18
Macau, China - Race 19 and 20
BMW Team Germany – Schnitzer Motorsport
BMW Team UK – RBM.
BMW Team Italy-Spain – ROAL Motorsport. A new advertisement for BMW customer sport.
The BMW 320si WTCC has certainly earned this early vote of confidence. The standard production car which provided the outline for the racing 3 handed the engineers an excellent platform for the development of the competition model. "The development of the racing car was running only a few weeks behind that of the standard road car", notes BMW Motorsport Director Mario Theissen. "The basic concept on which the 320si is based provides an outstanding template for a racing version." From sporty road car to the WTCC.
The pedals in the 2006 car also display some new features. BMW 320si WTCC drivers will use standing pedals fixed on a plate in the footwell which can be adjusted according to the size of the driver. This has helped to further lower the car's centre of gravity. Naturally, reductions in weight also play a significant role in the development of a racing car. The engineers shaved three kilograms off the overall weight by using a new windscreen made from the special plastic Makrolon. Safety in the cockpit, continuity in the transmission.
New developments promise success on the race track. The BMW 320si WTCC sees the introduction of a CAN bus system for the first time. Taking the place of conventional relay and safety technology, the newly developed high-performance control unit POWER400 uses the system to control all the actuators in the car, such as those for the lights, windscreen wipers etc. This new feature results in significant weight savings, reduced susceptibility to faults and greater ease of use. The engineers are expecting the ECU404 engine management system, another in-house development from BMW Motorsport, to provide benefits in terms of variable shift times and engine map switches. The software and interface for this technology were also created by the experts in Munich. The body for the BMW 320si WTCC is built at BMW's Regensburg plant. The bodyshells for the WTCC car are prepared just a stone's throw from the assembly lines for the series-production cars. Here, again, the focus is on cutting weight to a minimum. Strengthening elements have been welded in around other areas of the car to accommodate the safety cell demanded by the race regulations. The experts from the BMW plant in Dingolfing contributed their know-how in the design of the gear teeth and the materials for the rear-axle differential. The quality assurance laboratory is also located in Dingolfing. The concept and production of the cardan shaft, meanwhile, was a joint project with BMW's Landshut plant, where the 2,600 engines for the roadgoing models are made. A certain number of the components are subsequently used in the construction of the race engines. BMW Motorsport enjoyed active support from the series-production engineers over the course of the development process. Sessions in the wind tunnel and with the pendulum test rig - to establish the vehicle's centre of gravity - and transmission test rig have provided significant assistance in transferring the BMW 320si WTCC from drawing board to race track in a matter of months. The BMW P45 engine.
Synergies in engine construction.
The engine under the bonnet of the BMW 320si is also rooted in the production
car's sporty and innovative concept. The N45 powerplant, which develops 173
bhp at 7,000 rpm in the 320si special-edition model, is the first series-produced
unit to feature a carbon cylinder head cover and integral oil separator.
The engine developers opted for conventional valve control - with two overhead
camshafts, rocker arms and four valves per cylinder - in the design of their
new creation. The omission of numerous moved parts allows the valve train
in both the special-edition model and the race-trim car to ensure impressive
rigidity and precision even at high engine speeds. Following modifications
carried out by BMW Motorsport engineers, the power unit was put through its
paces on the state-of-the-art test rigs at BMW's plant in Munich. The race
engine then had to prove its mettle on the chassis dynamometer, which calculates
the powertrain's mechanical power loss. The engineers used the data collected
to work on further detailed improvements. Like the series-produced engine,
the BMW P45 is also cast in Landshut. Its cylinder head is a completely new
construction and the requisite castings are produced in Landshut's Formula
One foundry. Computer-controlled machine tools ensure that the intake and
exhaust ducts and combustion chambers boast maximum precision and surface
finish quality. Together with the larger valves and adapted intake and outlet
flange contours, this ensures optimal fuel preparation. Special spark plugs
- controlled by dedicated ignition coils - trigger the combustion processes.
Formula One technology is also lurking below the surface of other engine
components, such as the rocker arms. They are coated in a process developed
specially for BMW's Formula One engines. BMW 320si WTCC 2006. Vehicle.
Length: 4,535 mm
Chassis/body: Aerodynamic package: front apron, rear apron, rear wings, front wings and flared rear wheel arches made of CRFP
Transmission:
Front axle:
Rear axle:
Brake system, front:
Brake system, rear:
Steering:
Wheels:
Tyres: BMW P45 engine specifications.
Type: Capacity: 1,999 cc
Bore x stroke:
Compression:
Max. output:
Max. torque:
Max. engine speed:
Cylinder block:
Crankshaft:
Pistons:
Conrods:
Cylinder head:
Valve train:
Intake system:
Exhaust system:
Fuel system:
Lubrication:
Cooling:
Flywheel:
Fuel: Electrics/Electronics.
Engine management:
Energy management:
Cable harness:
Ignition coil:
Spark plugs:
Cockpit:
Steering wheel: The FIA WTCC race weekends are organised according to the following format: On the first day there are two free practice sessions of 30 minutes each, plus a 30-minute qualifying session which determines the running order for Race 1. The second day starts with a warm-up (15 minutes). Race 1 covers a distance of 50 kilometres. During the subsequent break, the teams have 15 minutes in which to prepare their cars for the second race. The starting order for Race 2 is based on the results of Race 1, but with the first eight finishers starting in reverse order (the winner from 8th place, the runner-up from 7th etc.). Drivers who do not complete Race 1 are relegated to the back of the starting grid. Race 2 also covers a distance of at least 50 kilometres. In both races the top eight finishers are awarded championship points based on the following key:
In the FIA WTCC, a drivers' and a manufacturers' title are awarded. For the manufacturers' classification, the two best-placed drivers representing each manufacturer competing in the championship are taken into account. Starting with the first race in Monza, all participants will receive a basic handicap of 20 kilograms. The most successful drivers of a weekend (aggregate of two races) have to take on board an added weight handicap for the subsequent race event. There is also the possibility of reducing the weight handicap again. Ballast is added or taken away according to the following key:
Weight handicaps are also distributed based on the number of world championship points won. For every ten points collected, the driver has to take five kilograms on board (20 points = 10 kg, 30 points = 15 kg etc.). The weight handicaps of both categories are added up before each race weekend. The maximum weight handicap is 80 kg. The racing weight of a car is calculated on the basis of the prescribed minimum weight plus the driver's weight handicap based on his result. Three vehicle categories are accepted for the 2006 FIA WTCC: Touring cars with normally aspirated petrol engines in compliance with FIA Super 2000 regulations (e.g. the BMW 320si) Touring cars with turbodiesel engines based on FIA Diesel 2000 regulations (introduced in 2004) Touring cars with normally aspirated petrol engines based on FIA Super Production regulations At present only cars in the first category are represented in the WTCC. Super 2000 class. The basic car prescribed for the Super 2000 class is a saloon with at least four seats and four doors and a minimum length of 4.2 metres. At least 2,500 series-production versions must be built within twelve months and must come from a vehicle family with an annual output of at least 25,000 units. They must have FIA racing homologation as Group A cars in near-standard production trim and be equipped for the FIA WTCC with a conversion kit also approved by the FIA (e.g. special parts for the engine and body). Engine capacity is limited to 2,000 cc. Depending on the type of engine, various engine speed limits are permitted. Six-cylinders are allowed up to 9,000 revolutions a minute (four-cylinders 8,500 rpm, five-cylinders 8,750 rpm). Each engine must be used on at least two consecutive racing weekends. If the engine has to be replaced before a race, the driver loses ten grid places. Spare cars (T-cars) are not allowed. Two types of transmission are permitted: a conventional H-gate based on homologation according to Group A regulations (maximum five-speed) or a sequential-shift gearbox (six-speed). Different drive concepts are adjusted by means of various minimum vehicle weights (including driver):
- Rear-wheel drive, H-gearbox: 1,140 kg Vehicles that fall below this weight due to their design may use ballast to bring them up to the minimum weight. Any ballast must be attached to the floor of the car either in the luggage compartment or in the cockpit. Ground clearance must be at least 80 mm. No electronic driver aids of any kind (e.g. ABS, traction control) are permitted. A limited-slip differential is allowed provided it is operated mechanically. Only size 9 x 17-inch wheel rims may be used. Standard Yokohama tyres are prescribed and may be no higher than 610 mm and no wider than 250 mm. The number of new dry tyres (slicks) a driver may use for each event is limited to twelve new and six previously identified used tyres. Exempt from this ruling are the first two races in Monza as well as the events outside Europe, where 16 new slicks are permitted. There is no limit on the number of wets used. An FIA-homologated safety cage is prescribed, as is a bucket seat, the HANS system (Head and Neck Support System) and a full harness belt with a minimum of five attachment points. No wireless data transmission (telemetry) of any kind is permitted between the moving car and the team. Radio contact is allowed.
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1987 and 2005 saw the world's best touring
car drivers vying for the crown in this racing discipline, and on each occasion
it was a BMW driver who swept up the world championship title. Following
in the tyre tracks of Roberto Ravaglia (ITA), who prevailed 19 years ago
driving a BMW M3, Andy Priaulx (GBR) mounted the top step of the podium at
the end of last year's season. But that wasn't all: BMW also managed to secure
the manufacturers' title with the BMW 320i, while BMW privateer driver Marc
Hennerici (GER) took the Independents Trophy. This raft of triumphs marked
the end of the unique career of the BMW 320i touring car, and a highly promising
successor is already waiting in the wings: the BMW 320si. BMW Motorsport's
engineers developed this compelling race car - driven by a four-cylinder
engine with around 275 bhp - on the basis of the production model of the
same name. The BMW 320si, available in a limited edition of 2,600 roadgoing
cars, provided the developers with an excellent basis on which to build a
powerful race version. "I am convinced the BMW 320si will carry on the BMW
success story in touring car racing", says BMW Motorsport Director Mario
Theissen. "This year's WTCC should prove even more exciting than in 2005.
There are new manufacturers involved, the field of participants will expand
further and there are some new venues in the calendar. Overall, the World
Touring Car Championship offers everything a race series needs. With our
three national teams and the new BMW 320si, we are in a good position to
be up there with the front-runners again." "
As in 2005, BMW will be fielding three national teams in this
season's WTCC as well. After his victory last year, Priaulx - driving for
BMW Team UK - is the object of the chase. But it's a familiar role for the
racing driver from the British Channel Island of Guernsey: together with
team manager Bart Mampaey (BEL) and his RBM team, Priaulx had already claimed
the European Touring Car Championship in 2004. In both 2004 and 2005, the
reigning world champion fought an exciting duel right up to the season's
final with Dirk Müller (GER), who is now in his fifth year of racing
for BMW Team Germany - Schnitzer Motorsport. Next to Dirk Müller, team
manager Charly Lamm (GER) is once again relying on the talents of Jörg
Müller (GER). Since 2002, the two BMW works drivers have jointly racked
up a remarkable tally of 154 starts, 26 wins and 8 poles in the European
and World Championship. Alessandro Zanardi (ITA) of BMW Team Italy-Spain
- ROAL Motorsport also made it into the list of WTCC winners last season.
Oschersleben saw him celebrate his first world championship race win after
his serious accident in 2001, in which he lost both legs. In 2005 he also
managed to clinch the Italian Touring Car Championship and won a race in
the European Touring Car Cup in Vallelunga. His race win in Germany is the
highlight so far of his motor racing comeback. Zanardi will also be driving
the new BMW 320si with the aid of special modifications developed for his
requirements. Team manager Roberto Ravaglia has handed the second cockpit
to Marcel Costa (ESP). The driver from Guardiola del Bergueda gave evidence
of his talent back in 2002 when he took the title in the Spanish Formula
3 Championship.
Two new circuits have joined the WTCC race calendar for the
coming season. The world championship will be stopping off at Brands Hatch
(GBR) for the first time. As part of the support programme of the two races
in southern England, the talented youngsters of the Formula BMW UK Championship
- one of four BMW junior series around the globe - will also be putting in
an appearance. The 3.695-kilometre circuit in Curitiba (BRA) will mark its
debut on 2nd July as the venue of an FIA-approved championship. Brno (CZE),
meanwhile, finds its way back onto the map of international touring car racing.
The European Touring Car Championship was already hosted by this natural
race track between 2001 and 2004. Beyond these venues, the fans can once
again look forward to more top-calibre touring car racing in Monza (ITA),
Magny-Cours (FRA), Oschersleben (GER), Puebla (MEX), Istanbul (TUR), Valencia
(ESP) and Macau (CHN). The junior drivers of Formula BMW Germany will also
be racing against the backdrop of the WTCC event in Oschersleben. The Super
2000 regulations, on the basis of which the BMW 320si is contesting the world
championship, will remain largely unchanged. By contrast with last season,
all drivers have to take on board a weight handicap of 20 kg as of the first
race in Monza on 2nd April. Depending on how they fare in the world championship
races, up to 60 kg of ballast may be added to that. The maximum additional
ballast this season thus amounts to 80 kg. There is also a change in 2006
concerning the stipulated tyres: all cars will race with tyres from Japanese
manufacturer Yokohama.
The BMW P45 provides the powerful heartbeat
of the BMW 320si WTCC. By contrast to the BMW 320i, the new car is fitted
with a two-litre four-cylinder engine. As Theissen explains: "Our rivals
in the two-litre class have always used four-cylinder powerplants, and that's
made BMW's six-cylinder something of a special case in the WTCC. Now our
aim is to show that we can also play a decisive role in the championship
with the four-cylinder engine." The four-cylinder is lighter and shorter
than its six-cylinder forebear and develops considerably greater torque from
its maximum 8,500 rpm (as dictated by the regulations), without any reduction
in output. The BMW P45 engine already delivers 275 bhp, putting it on the
same performance level as its predecessor. The powerplant is mounted further
back in the car, which again helps to improve the centre of gravity of the
BMW 320si.