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37-516: The A8 was designed by Dave Wass and utilised a carbon-composite tub behind which was mounted the BMW M12 turbocharged engine, the team continuing the use of this powerplant from the previous season. The engines were maintained by Swiss engine guru Heini Mader. A total of five A8 cars were built for 1985. For 1985 , Arrows continued with the Belgian driver Thierry Boutsen while Gerhard Berger

74-633: A Formula One engine was its lack of throttle response due to turbo lag. Unlike the V6 and V8 turbocharged engines which ran with twin turbos (one for each bank of cylinders), the inline-4 BMW engine, like the other four-cylinder turbo engines used in F1 such as the Hart 415T and the Zakspeed 1500/4 , only used a single turbocharger. The twin-turbo setups of the "V" engines eliminated much of the turbo lag. However, with only

111-598: A deal to continue the use of the upright BMW engines under the name of its subsidiary Megatron, Inc., founded by long-time F1 aficionado John J. Schmidt. The engines were serviced from Switzerland by Arrows' long time engine guru Heini Mader , a former mechanic of Jo Siffert . Rebadged as Megatron, the BMW engines were used by the Arrows team for the 1987 and 1988 seasons, as well as Ligier in 1987. By 1988, Arrows were one of only six teams still running turbocharged engines, and

148-513: A single turbo, the BMW M12 suffered from approximately 2 seconds of turbo lag, meaning drivers often had to start accelerating through the apex of a corner. The power from the turbo was described by many (including Piquet and Berger) as coming on like a light switch which often induced sudden oversteer. Consequently, the BMW was usually seen at its most competitive at power circuits such as Kyalami , Imola , Paul Ricard , Silverstone , Hockenheim ,

185-623: A specialist with camshafts, earning the nickname "Nocken-Paul" (Camshaft Paul). He later became a technical director of the BMW M racing program. Throughout Rosche's career, engines which he personally designed or under his stewardship have achieved a total of 150 European Formula Two Championship and Formula One World Championship wins, as well as two victories in the 24 Hours of Le Mans . Paul Rosche joined BMW immediately after he graduated from college in November 1957 at 23. He started working in

222-555: Is a stub . You can help Misplaced Pages by expanding it . BMW M12 The BMW M12/13 turbo was a 1,499.8 cc four-cylinder turbocharged Formula One engine, based on the standard BMW M10 engine introduced in 1961, and powered the F1 cars of Brabham , Arrows and Benetton . Nelson Piquet won the FIA Formula One Drivers' Championship in 1983 driving a Brabham powered by the BMW M12/13 turbo. It

259-698: The 1982 Canadian Grand Prix . In 1983 , Brazilian driver Piquet won his second Formula One World Championship driving a Brabham BT52 powered exclusively by the M12, which by that year was producing approximately 850 bhp (630 kW) in qualifying trim and 640 bhp (480 kW) for the races. Piquet, who won the Brazilian , Italian and European Grands Prix that year, won the championship by just two points, ahead of Renault 's Alain Prost (Renault had pioneered turbocharging in F1 in 1977 , but would never win

296-623: The 1986 Austrian Grand Prix . The team introduced a new car, the A9 , midseason at the Austrian Grand Prix where it was driven by Boutsen. After qualifying 21st, Boutsen retired from the race with turbo failure. After a further two races at which it failed to finish, the A9 was shelved and the team persevered with the A8 for the remainder of the season. While Heini Mader did a good job in maintaining

333-715: The Österreichring and Monza. On tighter tracks such as street circuits like Monaco and Detroit which required greater acceleration and less top speed, the BMW-powered cars often lagged behind their major rivals. World Championships: 1 (Nelson Piquet in a Brabham in 1983 ) Wins: 9 (Piquet 7, Riccardo Patrese 1, Gerhard Berger 1) Pole positions: 15 (Piquet 12, Teo Fabi 2, Patrese 1) Fastest laps: 14 (Piquet 9, Patrese 2, Berger 2, Fabi 1) ( key ) (Results in bold indicate pole position; results in italics indicate fastest lap) * Ineligible for points. Paul Rosche Paul Rosche (1 April 1934 – 15 November 2016)

370-693: The 1960s became one of the most successful in racing. Starting with the European Touring Car Championship , it was also used in Formula 2 , expanded to two-litre and fitted with four-valve heads, producing over 300 hp (224 kW). In the Deutsche Rennsport Meisterschaft , a 1,400 cc variant (with a 1.4 handicap factor equal to 2,000 cc) was turbocharged by Paul Rosche according to FIA Group 5 rules. At well over 350 hp (261 kW) from

407-494: The A8's high point as it was never again driven to a podium finish. The A8 scored 14 points during the 1985 season, placing Arrows eighth in the Constructors' Championship. Arrows continued with the A8 for the 1986 season, with Marc Surer and Christian Danner nominated as drivers. The team could only place tenth in the Constructors' Championship final standings due to Danner scoring a solitary point for sixth place at

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444-525: The Megatrons were the oldest turbo engine still in use in Formula One, Ferrari having introduced a brand-new turbo engine the previous year . The Megatron programme ended after 1988 as a result of rule changes that banned turbocharged engines from 1989 onwards, with Eddie Cheever scoring the old BMW engine's last podium finish with third place in the 1988 Italian Grand Prix at Monza . This race

481-512: The World Championship in the original turbo era (1977-1988)). Piquet was the first driver to win a World Championship in a turbo-powered car. The main advantage of the inline-four M12 over its V6 Ferrari and Renault opposition was that, with one fewer turbo, two fewer cylinders, and eight fewer valves, the BMW engine had lower frictional losses and, therefore, produced less waste heat. This allowed Brahbam's lead designer Gordon Murray

518-403: The all-conquering McLaren - Hondas into which designer Steve Nichols had effectively incorporated elements of Gordon Murray's low-line Brabham design as well as featuring a more powerful V6 engine . With turbos banned from the 1989 season, the Arrows team reverted to using 3,499 cc (213.5 cu in), naturally aspirated Ford DFR V8 power plants. The M12's major shortcoming as

555-507: The beginning, it rendered the normally-aspirated engines in the two-litre category useless. After some development, power, driveability, and reliability improved, especially in the IMSA car, and BMW began to think about entering F1, where a handicap factor of 2.0 required 1,500 cc engines. During the 1982 season, the Brabham team, then owned by future F1 boss Bernie Ecclestone , used both

592-625: The development of an engine for the McLaren F1 . The goal originally demanded by Murray was a 4.5-litre V10 or V12 producing 550 bhp, with a maximum 600mm block length and 250 kg, including all the ancillaries, the exhaust, and silencer. The development of the engine started with a completely new design, taking a few components from the M70; the eventual result was the S70/2 . This engine exceeded its goal at 627 bhp, however, it exceeded

629-720: The end of 1986 and sold their engines to Megatron. Rosche built prototype engines thereafter, but the company refused to return to F1. About the same time, he also developed the S14 for the E30 M3 , which became the most successful car in Group A racing. Gordon Murray , who had previously worked with Rosche during their time at Brabham in the early 1980s, met Rosche after the 1990 German Grand Prix . When Murray's plans to develop an engine with Honda fell through, he turned to BMW Motorsport for their services leading to Rosche being tasked with

666-402: The engineers' theoretical calculations; for example, 0.1 bar of turbo boost was rated to be worth approximately 20 hp (15 kW)). During the 1986 Italian Grand Prix at Monza , Gerhard Berger 's BMW-powered Benetton B186 recorded the highest straight line speed by a turbocharged Formula One car when he was timed at 352.22 km/h (219 mph). In fact, the top five cars through

703-474: The leading BMW users in 1986, with Berger scoring his and the team's first (and the BMW engine's last) win at the Mexican Grand Prix . BMW announced their withdrawal from F1 at the end of 1986, but that they would continue to honour their contract and supply, Brabham, with their tilted M12s for 1987. Arrows team boss Jackie Oliver , with support from the team's primary sponsor USF&G , brokered

740-513: The luxury of designing the BT52 with smaller radiators, which meant better aerodynamic efficiency and thus better straight-line speed. The BT52 was notable for its very skinny, short sidepods, especially compared to the Renault, giving it better penetration through the air on circuits with long straights. 1984 and 1985 , by contrast, were lean years for the M12. The engine was generally regarded as

777-641: The maximum weight by 16 kg. In the version used for racing, the F1 GTR , the engine won the 1995 24 Hours of Le Mans ; later, it also won that title in 1999 with the V12 LMR . Rosche's final project before retiring at the age of 65 was the E41 for the Williams FW22 . Werner Laurenz took over the position of technical director at BMW Motorsport after Rosche's retirement. Even though he had retired, Rosche

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814-425: The most powerful in F1 at the time, producing approximately 1,100 hp (820 kW) in qualifying trim by 1985, and Piquet took nine pole positions in 1984 alone. However, the engine's mechanical reliability and durability under full workload suffered severely, with engine blow-ups and turbo failures becoming common occurrences. Furthermore, with FISA imposing a maximum fuel limit of 220 litres per race (refuelling

851-491: The older Cosworth DFV V8 engine as well as the turbocharged BMW M12 in selected races in a development program. The BMW proved to be fast in its first year in Formula One, though its reliability, with turbocharging still in its infancy, was lacking. Reigning World Champion Nelson Piquet recorded the first win for the engine in F1 when he led home Brabham teammate Riccardo Patrese (in the Cosworth-powered car) at

888-473: The six-person research and development team, under the supervision of Alexander von Falkenhausen, who quickly promoted Rosche after realizing that he was extremely talented. The first project Rosche worked on was the camshaft of the BMW 502 and 507 . As a result of his high level of skill in calculating camshafts, Rosche quickly began to specialize in this task and was given the nickname " Nocken-Paul " (Camshaft Paul). One of Rosche's first significant projects

925-479: The speed trap at Monza (Berger and teammate Teo Fabi , Brabham's Derek Warwick and Riccardo Patrese , and the Arrows of Thierry Boutsen ) were all powered by the BMW M12. Brabham tilted the upgraded engine sideways by 72° for use in the extremely low BT55 , but the concept proved unsuccessful, most likely due to cooling issues in the tight compartment. Instead, Benetton , with the more conventional B186 , were

962-648: The team's BMW engines, they lacked the power of the same engines powering the Brabham and later Benetton teams as those particular engines were continually maintained by BMW , giving them access to new parts, information and factory backed development that Mader did not have. This was shown in the results as the Arrows-BMWs rarely out-qualified or out-raced the Brabhams or Benettons. ( key ) (results in bold indicate pole position; results in italics indicate fastest lap) This Formula One –related article

999-545: The technical head of BMW M Motorsport , overseeing the development and production of racing engines for the M1 . He later became technical director and held the post from 1978 until 1996. With the help of Jochen Neerpasch , Rosche tried to encourage BMW to enter Formula One using the M12 turbocharged engine, which was based on the M10 engine. When this bid failed, Neerpasch resigned and

1036-619: Was a German engineer known for his work while at BMW . He is notable for designing the engines of a number of BMW's high-performance models including the M31 found in the BMW 2002 Turbo , the S14 for the E30 M3 , the M12 for the 320i Turbo and the Brabham BT52 , the M88 in the M1 , and the S70/2 in the V12 LMR and the McLaren F1 . Rosche joined BMW after going to college and became very skilled at calculating camshafts . He soon became

1073-638: Was allowed in 1982 and 1983), the four-cylinder BMW suffered from high fuel consumption which often led to drivers running out of fuel, and continued to suffer from poor reliability. Consequently, Piquet scored only three wins - the 1984 Canadian and Detroit races, and the 1985 French Grand Prix . These proved to be Brabham's final wins in Formula 1. For 1986 , the M12 was upgraded into the M12/13/1. ( Bore 89.2 mm X Stroke 60 mm) 374.95 cc and 350 PS per cylinder 933.46 PS/litre. This version

1110-513: Was also significant as it marked the first time Heini Mader had solved the problems caused by the FIA 's boost limit valve, which limited turbo boost pressure to 4.0 bar in 1987 and 2.5 bar in 1988. By moving the valve closer to the engine, the problem of the turbo not delivering enough boost had been solved, and the Arrows A10 B was among the fastest cars on the long Monza straights, faster even than

1147-424: Was claimed to have produced a maximum output of 1,400 hp (1,044 kW) at 11,000 rpm, and about 850–930 lb⋅ft (1,152–1,261 N⋅m) of torque in qualifying trim, which would make it the most powerful engine ever to race in Formula 1, turbocharged or otherwise. At the time, there was no way to accurately measure horsepower figures over 1,000, and so claimed output figures were generally accepted from

Arrows A8 - Misplaced Pages Continue

1184-420: Was contracted to drive the second entry. A podium finish was achieved by Boutsen at Imola where he placed third but was later moved to second when winner Alain Prost 's McLaren was disqualified for being underweight. Boutsen himself was lucky to finish the race having run out of fuel within sight of the flag, though he had enough momentum to be able to coast over the line still in third place. This proved to be

1221-625: Was encouraged to make a comeback in the business of racing in 1972. Shortly afterwards, they collaborated with the Formula Two project organized by March Engineering 's factory team. Here, Rosche played a very significant role, leading to a string of successes in the European Championship as well as in touring car racing . In 1973, he became the head of the main advanced development and racing engine development division. After Von Falkenhausen's retirement in 1975, Rosche became

1258-471: Was later developed into the 2002 Turbo. BMW's racing program was halted in 1970 by its sales and marketing director, Paul G. Hahnemann , after his position came under threat from the company's board. Some believed it was a result of Gerhard Mitter 's fatal accident at the Nürburgring in the previous year, as well as budget cuts. Rosche and von Falkenhausen led the development group discreetly until BMW

1295-597: Was replaced by Dieter Stappert , who persuaded the board to attempt the project again in 1980. The engine was tested at the end of the year and made its debut in 1982, winning its first race soon after with Nelson Piquet at the Canadian Grand Prix . The engine achieved another eight wins in F1 and Piquet won his second World Championship title in 1983 with it. The BMW engine later produced the biggest power output in F1 history (a peak speculated at 1500 bhp and confirmed at 1300bhp). BMW withdrew from F1 at

1332-470: Was the design of the 80 BHP four-cylinder M10 for the 1500 . The development later became the 1800TI/SA, with its twin Solex carburettors, generating 130 BHP. In the mid-1960s, Rosche specialized in motorsports after von Falkenhausen encouraged the management of BMW to use the M10 for motorsports. Rosche designed the 2002TIK, a turbocharged engine which won the 1969 European Touring Car Championship ; it

1369-466: Was the first Drivers' Championship to be won using a turbocharged engine. The engine also powered the BMW GTP and in the 2.0-litre naturally-aspirated form, the successful March Engineering Formula Two cars. BMW engineers estimated the engine produced around 1,400 hp at maximum boost, however the BMW engine dynamometer could not go beyond 1,280 bhp. As BMW M12/7, the engine design since

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