Extreme Machines.

The BMW Z4 GT3, which was officially launched and completed its first test drives at the start of March,it is already enjoying great popularity among BMW Motorsport customers. The first cars have been delivered to private BMW teams, who will prepare them for use in various national and international championships.

"The feedback on the BMW Z4 GT3 is extremely positive," says BMW Motorsport Director Mario Theissen. "This sports car rounds off our product range, and offers drivers and teams the opportunity to compete in championships in accordance with the GT3 regulations - such as the FIA GT3 European Championship, the International GT Open or the ADAC GT Masters - as well as at 24-hour endurance races." In addition, the BMW M3 GT2, the BMW 320si WTCC, which complies with Super2000 regulations, and the close-to-production BMW M3 GT4 are also available to customer teams from all over the world at BMW Motorsport Distribution.


The production model of the BMW Z4 is already impressive: with its elongated bonnet, flared wheel arches, long wheel base and narrow projections, the car boasts an unmistakable appearance. The two-seater provided BMW Motorsport engineers with a good basis for developing a close-to-production GT3 racing car.

The largest difference between production and racing car can be found under the bonnet: while the production version of the BMW Z4 is driven by a six-cylinder engine, the GT3 car is powered by a 4.0-litre eight-cylinder engine similar to the unit used in the BMW M3 GT2. This powerful heart produces over 480 bhp. Its excellent performance characteristics and good torque curve make the base engine from the production version of the BMW M3 predestined for use in motorsport.


The fitting of the V8 engine had a considerable influence on the development of the BMW Z4 GT3. Initially, design-space examinations were performed using CATIA V5 design software, in order to place the engine in the ideal position and meet racing specifications. The engineers then added all the other components.

When it comes to electronics, the private teams can look forward to innovative BMW solutions, which have already been tried and tested on the BMW M3 GT2: the modern ECU408 takes over the engine management, while the Power400 electronic control unit is responsible for controlling all the actuators. The power is transmitted through a six-speed, sequential gearbox with "Quick Shift" function.



Rims with central locking and safety clip are also included in delivery. In addition, the BMW Z4 GT3 also offers driver assistance systems such as racing ABS and traction control, which have been adopted from other cars in the customer racing range, and then further developed and modified for use in the GT3 car.

The front axle of the BMW Z4 GT3 is a completely new design, based on a series concept. It is equipped with a tubular stabiliser bar with adjustable blades. The rear axle is designed as a longitudinal link axle, as with the series version of the BMW Z4. The steel body of the car comes from the BMW Plant in Regensburg. A safety cell made of extremely rigid, precision steel tubing is then welded into the body. The engine block of the V8 engine is produced in the BMW foundry in Landshut. The BMW Plant in Dingolfing contributes the rear axle differential and drive shaft, among other things.



During the development, BMW Motorsport engineers worked hand in hand in other areas with their colleagues from series production. This allowed them to access calculations from the field of computational fluid dynamics (CFD) when designing the car's aerodynamics. Furthermore, tests were also carried out in the wind tunnel and on the BMW Group's test benches.

Front and rear wings, bonnet, roof, fender and many other components are made of carbon fibre reinforced plastics (CFRP). Using this lightweight, torsion-resistant material contributed significantly to reducing the weight of the BMW Z4 GT3 to 1,200 kilograms.

As with all cars in the BMW customer racing range, the emphasis was also put on cost-efficiency when developing the BMW Z4 GT3. As a result, the car offers a very good cost/performance ratio and gives private teams the opportunity to participate in affordable motorsport at the highest level.

The BMW Z4 GT3 is available as a racing car at a cost of 298,000 Euros (plus VAT).

With five wins in seven years, Jaguar was the most successful manufacturer at Le Mans in the 1950s. Amazingly the engine responsible for these victories was directly derived from the XK six cylinder that also powered the company's range of road going sports cars. From 1958 onwards sports racers were limited to a three litre replacement, which left the Jaguar D-Type obsolete. Some privateers attempted to race a three litre version of the straight six engine, but in that configuration it could not match the Aston Martins or Ferraris. In the early 1960s, Jaguar briefly returned to its practice with the development of racing versions of the new E-Type, but again found itself beaten by Ferrari.


Officially, Jaguar's racing days were over, but behind the scenes a new engine and chassis were on the drawing boards that were intended to bring Jaguar back to the forefront of endurance racing. A logical development of the XK six cylinder engine would be a V12 and that configuration had been discussed since the mid-1950s within Jaguar. Unlike the XK engine, the V12 was destined to be racing engine first and then be introduced in street cars. In the early 1960s the displacement regulations had been relaxed again, so the new V12 could be developed for an upcoming Le Mans engine.


Development of the new engine was entrusted to Claude Bailey. A total of seven prototype engines were constructed, two of which were built to racing specification with twin overhead camshafts. The two six cylinder banks were angled 60 degrees and like the rest of the engine, completely constructed from aluminium. Initially the V12 was equipped with six twin choke Carburetors, but they were quickly discarded for the more advanced Lucas Fuel Injection system. Displacing just under five litre, the new engine produced 445 bhp on carbs and with Fuel Injection just over 500 bhp. Jaguar's engineers estimated that another 200 bhp could be freed through careful tuning.


The new monocoque chassis combined the lessons learned with the D-Type and followed the latest mid-engine trend. Similar to the Lotus 25, the monocoque was constructed from aluminium and no longer required heavy steel subframes to house the suspension. Jaguar's new sports racer beat Colin Chapman's Lotus 49 by using the engine as a fully stressed member; the engine and gearbox carried the rear suspension. The rolling chassis was clothed in a thin aluminium body, penned by Malcolm Sayer, who had also been responsible for the slippery shape of the D-Type. Completed late in 1966, the new car weighed in at just under 1000 kg.


Dubbed the XJ13, for Experimental Jaguar Number 13, the new racing car first took to the track early in 1967. In complete secrecy David Hobbs tested the XJ13 on the MIRA track and quickly broke the track record. The car and engine were thoroughly development, but keeping the project secret had the first priority as Jaguar's board feared that any word of the new V12-engined car would have negative effects on the demand for the current range of six cylinder powered sports cars. Almost ready to take Ford and Ferrari on at Le Mans, Jaguar was once again faced with regulation changes. For 1968, the displacement limit for prototype racing cars like the XJ13 were once again lowered to three litres. Still very much a secret, the highly advanced XJ13 was retired while Jaguar's engineers worked on preparing the V12 for street use.


In 1971, the V12 was finally ready to go into production in the third evolution of the popular E-Type. To celebrate the introduction of the new engine, Jaguar decided to use the XJ13 in a publicity video about the development of the V12 E-Type. Unfortunately, a tyre blew on the steep banking of the MIRA track and on its first public appearance, the XJ13 was virtually destroyed. Although the damage was extensive, Jaguar decided to have the car completely rebuilt. In the following years, the company's Heritage department showed the unique machine at various events both stationary and driving. At some point the healthier of the two engines was over-revved and destroyed. The second engine used a welded piston and could only be driven slowly.


The final blow for the XJ13's driving career seemingly came a few years ago when the car fell off a kerb, punching a hole in the sump. The car was retired to the museum and only very rarely shown. Fortunately Jaguar again did not let the company's biggest 'could have beens' sit in a derelict state and commissioned several old employees to once more rebuild the car. The all volunteer group's biggest task was rebuilding the unique engine, which shared next to no parts with the later production V12s. The chassis was cleaned while the body completely resprayed. Jaguar hoped to have the car ready in time for the 2006 Le Mans parade, but the debut had to be postponed three weeks and the XJ13 was paraded around the track during the Le Mans Classic event.


Fully functional for the first time in many years, the Jaguar XJ13 is seen above during the 2007 Goodwood Festival of Speed, where it was blasted up the hill.

The Chevrolet Corvette Grand Sport combines the Corvette's LS3-based powertrain with unique, wide-body styling and a racing-bred suspension for a distinctive model that delivers a great balance of road and race track performance. It is offered in both coupe and convertible body styles, with either a six-speed manual or six-speed automatic transmission. The LS3 6.2L engine is rated at 430 horsepower (321 kW) and 424 lb.-ft. of torque (575 Nm) with the standard exhaust system. An optional two-mode exhaust system elevates the power ratings to 436 horses (325 kW) and 428 lb.-ft. (580 Nm).






The Chevrolet Corvette Grand Sport replaces the Corvette's previous Z51 package and brings a greater degree of handling performance, with wider wheels and tires; revised shock, stabilizer bar and spring specifications; and specific gearing. The equipment enables cornering capability of 1.0 g, as well as a 0.2-second improvement in 0-60 acceleration vs. standard LS3-powered models.

Chevrolet Corvette Grand Sport coupe models equipped with the manual transmission are uniquely outfitted for race track competition, too, with a dry-sump oiling system, differential cooler and a rear-mounted battery.

The complete list of content and special features for the Chevrolet Corvette Grand Sport includes:
Wider front and rear fenders - including specific front fenders with integrated Grand Sport badges
Z06-style front splitter and tall rear spoiler
Functional brake ducts and extra cooling
Unique 18-inch front and 19-inch rear wheels; painted finish standard and chrome finish optional
Large 275/35ZR18 tires in front and 325/30ZR19 tires in the rear
Z06-size brakes, including 14-inch (355 mm) front rotors with six-piston calipers and 13.4-inch (340 mm) rear rotors with four-piston calipers
Specific manual transmission gear ratios
Specific rear axle ratio on automatic-equipped models
With its special equipment, the Chevrolet Corvette Grand Sport offers a unique blend of performance and amenities. Its suspension package approaches that of the Chevrolet Corvette Z06, but includes a removable roof on coupes (Z06 has a fixed roof) and, of course, the availability of a convertible body style. Also, the paddle-shift six-speed automatic transmission is offered, while a manual transmission is the only choice with the Z06.
All of Corvette's exterior colors are offered on the Chevrolet Corvette Grand Sport, and an available Heritage package adds iconic front fender hash marks offered in four colors, as well as two-tone seats with Grand Sport embroidery. The Chevrolet Corvette Grand Sport can be ordered with 1LT, 2LT, 3LT and 4LT trim packages, too.

Grand Sport history.

Envisioned by legendary Corvette engineer Zora Arkus-Duntov as a factory-built, lightweight and race-ready production model that would trump domestic and foreign road-racing competitors, the original Chevrolet Corvette Grand Sport was a promising idea that led to the production of five special prototypes in 1963. The project was later shelved, following GM's agreement to stay out of manufacturer-backed motorsports.

The five prototypes were based on the styling of the 1963 Corvette and were hand-assembled under Duntov's watchful eye. But while they looked like production models, the prototypes were purpose-built race cars that shared little with their assembly-line cousins. Duntov also oversaw the Chevrolet Corvette Grand Sport engine program that featured a special, 377-cubic-inch small-block V-8 with side-draft carburetors.

Although never officially sanctioned by General Motors, the five Grand Sport prototypes saw extensive racing experience throughout the 1960s in the hands of "private" racers who had strong contacts within Duntov's engineering circle. All five original cars are accounted for today and are among the most valuable in the collector market.

Chevrolet offered a limited-edition  production model in 1996, commemorating the original racing cars and marking the end of the C4 era in Corvette production. All of the 1,000 examples were painted Admiral Blue and featured a white center stripe and red "hash mark" graphics on the left front fender, a graphic scheme that mimicked the look of some of the original race cars.