#asm motorsport

[umlewis]

Grand Prix Star Remembers Those Who Schooled Him

July 7, 2007 Two men who guided Lewis Hamilton on his way to the top of formula one, and why this "incredible guy" hasn't forgotten them.

One of the first things Lewis Hamilton did when he arrived at Magny-Cours for the French Grand Prix last weekend was to think of the past rather than his exciting future. Hamilton took the trouble to seek out the paddock set aside for the support races - usually alien territory for anyone inhabiting the lofty world of Formula One - and visit two of the small teams responsible for his schooling.

'That was so typical of Lewis,' says John Booth, the owner of the Manor Motorsport Formula Three team. 'There he was, facing a big weekend, leading the F1 championship, and he took time to come and have a chat.'

Booth, a former competitor on the British club scene, has had a number of promising drivers through his hands since becoming a very successful team owner. Hamilton moved from karts to race for Booth in Formula Renault and then F3.

'McLaren asked us to give Lewis a test in our Formula Renault car,' says Booth. 'He had never driven a racing car before - not even a road car because he was only 16 - and he crashed after a couple of laps. That was almost to be expected and the thing that really impressed me was, when the lads put the car back together again, he went back out and immediately went very quickly. The accident hadn't fazed him at all.'

Hamilton was the clear favourite to win the Formula Renault title in his second season with the Yorkshire-based team. 'We'd been quickest in the pre-season test,' says Booth. 'But things went awry at the first race: he got taken off by a backmarker. He went for three races without winning, which was a surprise to us, to say the least. Then we went to Silverstone. He was lying fifth, on slicks, and it rained. He came through and won quite comfortably. That was it. He just clicked, his confidence was up and I don't think he was beaten again for the rest of that season.

'When we moved into F3, we didn't have the most competitive car. He won a couple of races but that must have been quite difficult for Lewis because he has this amazing desire to win. But, even when the going is difficult, you won't have a spat or a tantrum.

'Lewis has this natural way which gets everyone on side. Ayrton Senna would have the same aim, but be manipulative. When we were racing together, Ayrton was a very pleasant young man but he'd be quite cold about it. He would say, "I will do this, and I will get the mechanics on my side." But, with Lewis, you would regularly see him bouncing about with a smile on his face. That's the way he's always been.

'It's been wonderful to see him maturing. A lot of drivers have promise but not all of them develop and mature. Lewis has done that but the way he has become mistake-free in F1 is the thing that has impressed me most.'

For 2005, Hamilton moved to ASM, a rival team in the European F3 series, before stepping up to GP2 with ASM's sister team, ART Grand Prix, in 2006. He won 15 F3 races and championships in both categories. Frederic Vasseur is co-owner of ASM.

'I first met Lewis in 2004,' says Vasseur. 'It was obvious that he was a natural but also very dedicated. All drivers say that their ambition is to be world champion but very few actually focus on doing it. Lewis is one of the few. He is able to motivate the team because he is friendly with everyone. And he is completely honest with himself. If he qualified badly, he would say, "I did a poor job. The car is fine. Don't change it. It's my fault." That makes such a difference because, if a driver blames his car, you can waste so much time changing it and going off in the wrong direction.

'There were many very impressive drives from Lewis when he was with us. I remember particularly a few from GP2 last year. Silverstone [when Hamilton overtook two cars with a single move] was a fantastic moment for me. And in Turkey, when he had spun to the back of the field, his comeback was incredible. And yet he did not take any big risks. Usually when a driver is coming back from something like that, he passes everyone - and then crashes. Lewis was using his brain, thinking of the championship and picking off the other drivers one by one. At the Nurburgring, when it started raining and everyone was on slicks, Lewis was two to three seconds a lap faster than the others. I got on the radio and said, "Calm down". He replied, "OK, it's not a problem." It just came so easy to him. At the pit wall during a race, I was never nervous about him.

'He was having a great fight with his team-mate, Alexandre Premat, in Barcelona. Premat hit Hamilton and sent his car into a spin on the last lap and yet he congratulated Alex on the podium. "Alex is not the problem," he said. "The problem was my start." Meaning that if he had made a better start, the problem would not have arisen. That's Lewis. An incredible guy.'

[pjvmartinsphotography]

Ligier European Series - Race 1.

Team: ASM Motorsport

Driver: A. VIEIRA

Car: Ligier JS P4

#instaracing #instacar #motorsport #carporn #carswithoutlimits #amazingcars247 #supercar #carinstagram #petrolhead #nikon4sport #autosport #instaworld #instapic #instamotorsports #ligier #ligierjsp4 #ligiercars #ligiermotorsport #lmp3racing #instapicoftheday #lmp3 #lmpracing #nikonartists #nikonphotography #nikon_photography_ #photoofthedays #elms #ligiereuropeanseries

[gsmperformance]

A big thanks to our customer for these photos! A Corbeau Sprint FIA bucket seat with a Schroth harness is fitted to provide the extra support required for track action. Bring it on! 🏁😁

BLOG COMING SOON!

Corbeau Sprint Seat: https://www.sportseats4u.co.uk/product/corbeau-sprint-x-1-motorsport-seat/ Focus Mk3 frame: https://www.sportseats4u.co.uk/product/planted-ford-focus-bracket-3/ Schroth FE harness: https://www.sportseats4u.co.uk/product/schroth-profi-ii-fe-asm-fia-harness/

[touringcarsnet]

Touring Cars news: https://www.touringcars.net/2023/03/ashley-seward-motorsport-to-introduce-lynk-co-03-to-tcr-australia

Ashley Seward Motorsport to introduce Lynk & Co 03 to TCR Australia

Ashley Seward Motorsport (ASM) will introduce the Lynk & Co 03 to TCR Australia this year, with the car expected to début at Phillip Island in May with Tom Oliphant at the wheel.

https://www.touringcars.net/2023/03/ashley-seward-motorsport-to-introduce-lynk-co-03-to-tcr-australia

#TCRAustralia

See more at TouringCars.Net

[crosscountryrally]

Positivo balance del debut del prototipo español ASM Oryx T3 pese a abandono: Seguirán pruebas para retornar al Dakar

Después de marcar una buena P23 en el scratch de la Etapa 2 en la categoría Prototipos Ligeros T3 con su piloto Xavier Foj, problemas con la pureza del combustible causaron daños irreparables en el motor del nuevo prototipo ASM Oryx T3 al final de la Etapa 3 del Dakar 2022 obligándolos a abandonar. El prototipo Oryx T3 fue desarrollado íntegramente en España y generó bastante atención en el bivouac del Dakar, lo que ilusiona a ASM y la tripulación integrada por Foj e Ignacio Santamaría de hacer más pruebas para regresar potenciados al próximo Dakar.

“Estamos contentos con el coche, con las prestaciones y pensamos que tenemos una muy buena base para seguir avanzando. El Dakar es un rally muy importante, pero también sabíamos que era una etapa más de toda la evolución que estamos haciendo. Nuestro objetivo es seguir desarrollando este prototipo pensado y creado para la competición. Si todo va bien, estaremos en el próximo Dakar, pero también esperamos ofrecer a nuestros clientes este T3 en muchas otras pruebas durante el resto del año”, comenta Alex Sabaté, CEO de ASM Motorsport.  “Nos habría gustado poder hacer los máximos kilómetros posibles para acumular experiencia y conocimientos, pero nos vamos con estos primeros cuatro días que nos ha permitido analizar y comprobar bastantes cosas. Ahora seguiremos con el proyecto y el objetivo es que durante 2022 tengamos un buen coche. El Dakar nos ha ayudado y seguimos adelante. Tenemos tres unidades más en construcción en el taller y vamos a aplicarles todos los conocimientos que hemos obtenido. Si todo va bien, el Oryx T3 estará en el próximo Dakar”.

En su arrancada número 31 en el Dakar, Xavier Foj también se mostró contento con lo realizado y con ganas de más: “Nuestro Dakar se ha terminado antes de lo esperado, desgraciadamente. Teníamos un prototipo ligero T3 que se había hecho con muchas ganas, muy buena ingeniería, muy buen material, pero no pudimos hacer test antes de venir aquí y esta carrera empezó exigente y con mucha participación. Las pequeñas cosas de los primeros días nos retrasaron, nos pusieron detrás y nos tocó rodar de noche. Las sensaciones del coche cuando lo hemos tenido en pista han sido buenas y las posibilidades son tremendas”, comenta el catalán.

“El objetivo es ir ajustando todos los pequeños detalles que faltan para volver al Dakar con garantías. Ahora lo que toca es procesar toda la información recogida estos días, analizar las correcciones a realizar y al hacerlo tendremos un magnífico coche con muchas posibilidades para esta categoría y hacer todo tipo de rallies”, concluye el experimentado Xavier Foj.

Seguiremos con atención el desarrollo de este interesante prototipo T3.

[davidizrailovphoto]

Updates to the interior

Updates to the interior

Since my last post a few things have been added and changed. The following items have been added to the interior. Carbon Fiber Door CardsASM Steering BossMugen Passenger Side Seat RailRenegade Motorsports Carbon Center ConsoleWerks11 Alcantara Door Pulls With the added space of the ASM hub i was also able to lower and push back the Nexus 7 screen. This allowed alot more clearance and a cleaner…

[lurally]

Rally du Condroz: atteso il debutto della Dacia Sandero R4 col kit Oreca

Rally du Condroz: atteso il debutto della Dacia Sandero R4 col kit Oreca

Al Rally du Condroz è atteso il debutto della Dacia Sandero R4 con il kit di Oreca. Sembra che, grazie alle ultime precisazioni introdotte nella normativa delle vetture R4 Kit, all’orizzonte ci sia qualcosa di buono. La classe R4 Kit, nata per ridurre i costi di alcune tipologie di auto da rally a quattro ruote motrici e per colmare il vuoto prestazionale che separa le vetture della R3 dalle…

[hidetoyasuoka]

I’ve been a big fan of Nick ever since I saw him drive in Zandvoort in a Formula 1 car in iRacing in our showroom.

He was MEGA!! And I’ve seen so many highly rated drivers drive in our simulator. Lewis Hamilton still remains as the biggest shock in terms of instantly adopting to what was thrown against him but Nick’s driving was spectacular.

I’m a Motorsport enthusiast so I’ve known his since he was racing in Toyota Racing Series (in 2011!). I praised Koumi-san of TOM’S when he managed to bring Nick to Japan for the Formula 3 campaign in the end of 2014.

My frustration as a fan is with Toyota not seeing him on a level playing field as other Japanese drivers of Toyota. I don’t understand why Nick isn’t driving with the WEC team where Kamui and Kazuki are driving and Kenta having a shot this season, Ryo got a shot at it too.

He’s young, has delivered for Toyota in every season, has no issues with language (in this case English), probably less expensive compared to other foreign drivers of the squad.

This frustration is coming from my experience as a TDP driver. I became a TDP member by winning the Formula Toyota championship and was treated “differently” to others who were selected after participating in the FTRS(Formula Toyota Racing School).

I see other manufacturers treating drivers regardless of the nationality and I think that helps the brands. for example I think it was really cool to see Robert Wickens (CAN) winning for Mercedes for years before moving to Indy. With my understanding his relationship with Mercedes started when he drove for ASM F3 with Mercedes engine, which is  basically the same as Nick. Sheldon van der Linde (RSA) is a similar case with him stepping up from TT cup, now representing Audi in the DTM.

And then something unexpected happened. Alex Palou leaving Super Formula after a single season has an impact on both foreign drivers racing in Japan and Japanese manufacturers hiring foreign drivers. This must have some sort of effect in the industry. I don’t know if it will be a positive one or a negative one for Nick but I hope he has more opportunities to drive in a international series because he’s the best driver in Japan right now!!

[cortensteeltube]

MIG Welding Vs TIG Welding for steel

The main difference between TIG and MIG welding is that one uses a consumable wire electrode (TIG) and the other uses a non-consumable tungsten electrode (MIG). The MIG welding process produces an electric arc between consumable wire electrodes and the workpiece metals.

MIG and TIG welding fuse two pieces of metal together with the heat of an electric arc, which melts a molten puddle between them. As the weld puddle hardens, it becomes one piece.

Speaking of Corten Steel, specialized Corten Steel is used for proper functioning. 

Cortensteeltube.com Is one leading Manufacturer, Supplier & Stockist Of Corten Steel ASME SA423 Welded Pipes & Tubes.

Filler wire is fed into this molten puddle to help the separate metals stick together while giving the weld substance. Gas is used to shield the liquid metal from impurities. Contaminants such as air can cause bubbles to form, and the weld will lose strength and won’t hold together as well.

In the TIG welding process, the electric arc is formed between a non-consumable tungsten electrode and the workpiece. The heat generated by the arc melts the metals and forms a weld. We will discuss all the major differences between MIG and TIG welding here.

Heat and/or pressure are used to form a durable joint between two pieces of material when welding. Industry professionals use different welding techniques to create the desired assemblies depending on the part and production specifications. 

Among the most common welding methods are MIG and TIG. We compare the two in the following blog post, describing what each entails, their advantages and disadvantages, the materials used, and typical industrial applications.

MIG Process

There are a couple of acronyms for this popular process. Metal inert gas (“MIG”) is the most commonly used term. Others call it gas metal arc welding (“GMAW”).

MIG can be difficult to describe. In general, MIG welding uses a semi-automatic or automatic arc to weld. It also uses a continuous wire electrode and shielding gas, which are fed through a lead to a welding gun (sometimes called a torch).

TIG Process

Welding with tungsten inert gas (TIG) is sometimes referred to as gas tungsten arc welding (GTAW).

In TIG welding, an arc is also used to weld. The main difference between MIG and TIG welding is that MIG uses a non-consumable electrode and separate consumable filler material. As the non-consumable tungsten electrode produces an arc, you must manually feed a “rod” of filler material into the weld puddle with your second hand.

Application of MIG

MIG welding is easy to learn, relatively straightforward to perform, and capable of joining materials such as aluminum, mild steel, and stainless steel.

In addition to its effectiveness for thicker metals, MIG welding is typically used when aesthetics are not a priority.

Applications for TIG

A TIG weld produces more precise results than MIG welding, can be used to join thinner materials and can be used to weld aluminum, copper, steel, titanium, and more.

Therefore, TIG welding is widely used for jobs requiring precision, such as aerospace, motorsport, industrial structures, and production line manufacturing.

In addition to these general differences, there are a number of key differences based on properties, cost, ease of learning, etc.:

Weld Strength

As a result of the narrow, focused arc produced by TIG welders, TIG welded joins are usually stronger than those produced by MIG welding. Also, when applied correctly, TIG weld beads have few holes and other defects that can weaken the weld. Despite this generalization, MIG welds can still produce strong welds with good penetration by grinding or cutting a V-shaped groove into the joint before starting to weld. MIG welds will also be stronger if the travel speed and torch positioning are good.

Weld Speed

MIG welders generally provide faster welding speeds in a production setting because air-cooled MIG welders automatically feed filler material into the weld pool and have a rounder, broader arc, which dissipates heat more effectively. By contrast, TIG welders are unable to move the weld puddle as fast or supply enough filler rod to compete with MIG welding speeds. In addition, air-cooled torches used in TIG welding can get too hot during prolonged welding runs, requiring them to be cooled or replaced with more expensive water-cooled torches.

Shielding Gas

In both MIG and TIG welding, shielding gases are used to ensure quality welds. The shielding gas protects the puddle from reactive gases found in the air, which can cause impurities in the weld. Due to the tungsten electrode’s vulnerability to reactive gases like oxygen or CO2, TIG welds are typically protected by pure argon gas. In most cases, MIG welding is performed with a blend of argon and carbon dioxide (typically 75/25%), as the carbon dioxide stabilizes the arc and assists with penetration. Depending on the application, these general shielding gas rules may differ. 

In TIG welding, helium, hydrogen, or nitrogen may sometimes be mixed with argon, whereas in MIG welding, 100% pure argon is used when welding aluminum and pure CO2 can also be used to increase weld penetration and lower costs. In addition to shielding gas flow rates, MIG welding typically uses 35 to 50 cubic feet per hour, while TIG welding uses 15 to 25 cubic feet per hour.

Weld Aesthetics

With less or no spatter, TIG welds usually only need a light polish to remove any discoloration. With little or no spatter, TIG welds tend to be more attractive than MIG welds. Unpainted welds (such as those welded in steel or aluminum, for example) can be enhanced with TIG welded stacks of ‘coins’. Even though an experienced welder can still create good-looking MIG weld beads, MIG welds have a less desirable appearance. MIG welds are often fine for applications where aesthetics are less important or where the welds will be coated, covering their appearance.

Process Difficulty

MIG welding is much easier to learn and master than TIG welding. TIG welding requires the use of two hands, one moving the welding torch and one feeding the filler rod into the weld pool. Furthermore, the amperage can often be controlled with a foot pedal. Although these various movements provide greater control, they can also be hard to master. Metals to be joined must also be clean and well-prepared, and welders tend to consider TIG as a more advanced welding method. By contrast, MIG welding is easier to learn because there is no foot pedal to master and the filler material is automatically fed through the welding gun, so you only need to use one hand to complete the welding process.

Cost

Because of the lower deposition rates associated with TIG welding, as well as the necessity for more experienced welders, TIG welding costs more per foot of bead. In addition, TIG welding requires more prep work, which also adds to the cost. In addition, MIG welding supplies and machines tend to be less expensive than TIG welding. All of these factors combine to make TIG welding more expensive.

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Click here  to know more about is Article: 

https://cortensteeltube.com/mig-welding-vs-tig-welding-for-steel/ 

#Cortensteel #CortenSteelSheets #CortenSteelPlates #design #architecture #interiordesign #steel #gardendesign #rust #sculpture #metal #welding

[f1]

Vasseur understands racing like few others and can succeed at Ferrari Grosjean | RaceFans Round-up

In the round-up: Romain Grosjean backs his former team principal Frederic Vasseur to succeed in his new role in charge of Ferrari. In brief ‘Ferrari is a huge talent but Vasseur can do it’ – Grosjean Grosjean won F3 title with Vasseur 15 years ago Grosjean, who drove for Vasseur’s ASM team when he won the Formula 3 Euro Series in 2007, said Ferrari is a “huge challenge for anyone” but believes his former boss “can do it.” “He and Leclerc are very close friends and this helps the environment, but he also knows Sainz well,” Grosjean told La Gazzetta dello Sport. “I won the 2007 F3 in his team and we worked together for a long time,” Grosjean added. “Frederic Vasseur is a born competitor, he understands racing like few others. And above all, I’ve never met a better technician to understand us pilots. It’s as if he were a pilot himself.” ‘Get politics out of sport’ – Mazepin Nikita Mazepin, who lost his Formula 1 drive before the season began when Haas cut its ties with his father’s company Uralkali in the wake of Russia’s invasion of Ukraine, says the widely criticised Football World Cup in Qatar serves as an example of “the need to untangle sports and politics.” The FIA banned drivers from participating in events under Russian licences in response to the war, how in its tenth month, while football’s governing body FIFA barred the country’s team from the World Cup. “We need to get back to a place where international competition was time for athletes to interact on a fair and neutral playing field and not be pushed into public debate,” Mazepin wrote on social media. “The choice of public neutrality for athletes is not just a slogan or a cop-out. It is a right that has far-reaching implications if we are to avoid an infinite loop of contradiction and conflict. “Let’s leave our differences and judgements at the door so that we can gain a greater understanding and acceptance of one another as we compete together. In the long run, getting the politics out of sports will serve the common good in a much deeper, more meaningful way.” Advert | Become a RaceFans supporter and go ad-free Happy birthday! Happy birthday to Nooma341! On this day in motorsport Born 99 years ago today: Onofre Marimon, who took two podium finishes in the fifties but was killed in a crash at the Nurburgring Nordschleife in 1954 via RaceFans - Independent Motorsport Coverage https://www.racefans.net/

[rallyzone]

Etios R4: боевое крещение

Ошиан Прайс станет первым пилотом, стартовавшим в состязании за рулем автомобиля R4: дебют состоится на этой неделе в Испании.

В эти выходные валлиец выведет на старт гравийного ралли Гранада (небольшая гонка, протяженность спецучастков которой составляет 91,93 км) Toyota Etios R4. Прайс будет пилотировать тот же автомобиль, за рулем которого почти год проехал дистанцию ралли Вар Стефан Сарразен. Обслуживать новую машину будет команда ASM Motorsport.

Читать дальше > > >

[bisokubira1995]

How Lewis Hamilton became an F1 record-breaker

WhenMichael Schumacherscored his 91st and final grand prix victory, it was impossible to imagine anyone getting anywhere near his record. Yet just 14 years after he crossed the finish line in China on 1 October 2006, a man who would only make his Formula 1 debut a few months later has now officially surpassed the German on race wins, and surely soon on world titles as well – and there isn't even a flicker of surprise about that.For some time, it has seemed only a question of when, not if,Lewis Hamiltonwill statistically become the greatest of them all. The 35-year-old sure has come a long way since Martin Whitmarsh first met a strikingly confident karting prodigy. AsMcLarenboss Ron Dennis's loyal and trusted lieutenant, Whitmarsh gained an insight into the vulnerabilities of a superstar in the making, then played a leading role in guiding the precocious talent through the pitfalls of his early F1 career.Whitmarsh doesn't pretend to know Hamilton like he used to, autel maxisys update. although it's surely significant that he has been personally invited to join the six-time world champion's new commission to investigate diversity in motorsport. Now on the other side of a successful F1 career that included a spell as McLaren team principal (until Dennis manoeuvred him out of the company that he loved so dearly in 2014), Whitmarsh simply watches Hamilton's rise with pride. He's a bystander, perhaps, but one more deeply and personally informed than most. Here he talks us through Hamilton's career to date."Lewis was very young when I first met him. He had this earnest and focused desire to win, an air of self-confidence. Whether it was instructed by his father or was a natural inclination, he had a desire to crush your hand when he shook it and look you in the eye. I didn't have too much involvement in his karting, but I got involved during his transition from karts into cars. He was polite and determined and wanted to make an impression.""His transition into cars wasn't easy. He had grown up and been very successful in karts, but it was an interesting phase when he came to Formula Renault, because he didn't have quite the same self-assurance. I remember calling him after races when I knew he had immense pressure from himself and from his father. I felt it was appropriate to support him, to tell him that we believed in him and that it was a long path."Hamilton won the FormulaRenaultUK title at his second attempt, then graduated with Manor Motorsport to the Formula 3 Euroseries. At the end of a promising first year, he and his father wanted to push on to the new GP2 series – but Whitmarsh urged caution."We had a lot of friction and disagreement. He wanted to go to GP2 and I wanted him to do another year of F3. I didn't feel there was a rush, and he needed to rediscover that self-assurance he had had in karting. I wanted Lewis to have the pressure of a second season. In your rookie year, you can excuse yourself, because there are always those with more experience. If you stay back, you are the favourite, you have to deliver. In that second F3 season, he restored that old reassurance."He didn't want to do it. In fact, I released him from his contract. I tore it up in front of him and his father, saying: ‘We're here to help; if you believe we're injuring your career, it's best you go.' Fortunately, six weeks later they came back. I'm delighted they did! I moved Lewis from Manor to ASM [soon to become ART] and he dominated. He was then more prepared to graduate to GP2 with career momentum. Hopefully Lewis believes now it was the right call."Hamilton blitzed the 2006 GP2 title, then McLaren offered him the chance of a lifetime – as team-mate in F1 to incoming championFernando Alonso ."We signed Fernando first before we gave Lewis the other seat. I remember saying to him: ‘Your dad knows, but what about your mum?' She was working in a factory. So I rang the factory and asked for a supervisor, who got Brenda off the factory line. I handed the phone over to Lewis and he said: ‘Mum, I'm an F1 driver now.' A lovely moment. Then when we told Fernando, he said: ‘We're meant to be fighting for the championship. How can we fight w...

[autoring]

Legendární Rallye Monte Carlo je jednou z vůbec nejstarších soutěží v rallye, která se jezdí už od roku 1911 v Monaku. Letos se koná od 23. ledna do 26. ledna a pojede v ní i jedno velmi speciální auto. Ve startovním poli se totiž objeví i Dacia Sandero R4.

Tento týden se bude konat už 88. ročník Rallye Monte Carlo, bude obsahovat čtyři etapy a celkem 16 rychlostních zkoušek v celkové délce 304 kilometrů. Posádky se o vítězství utkají v horách nad Monakem, ale i v okolí francouzského města Gap.

Závodní speciál Dacia Sandero R4 se na závodech rallye objeví vůbec poprvé. Nejde ale o žádnou amatérskou stavbu, ale o opravdový závodní stroj. Není to ale tak úplně počit rumunské automobilky, protože kategorii R4 vlastně vyjadřuje spojení: jednotná technika, různé karoserie. Vysvětlení je ale jednoduché.

Mezinárodní automobilová federace, známá spíše pod zkratkou FIA, totiž v reakci na neustále se zpřísňující emisní limity (a tím pádem úbytek automobilů jako Mitsubishi Lancer Evolution či Subaru Impreza a podobně, z nichž se závodní auta stavěla), zavedla právě kategorii R4. V té mohou startovat jakákoliv auta – respektive s jakoukoliv karoserií – která však musejí mít totožnou závodní techniku. Díly, které se používají, vyvinula francouzská společnost Oreca. Jde o kit, který obsahuje motor, závodní převodovku, ale i kompletní pohon všech čtyř kol včetně zavěšení kol.

Takto napsané to zní jednoduše, ale provedení už je značně složitější, protože je potřeba to namontovat do rozdílných aut. Do některých to půjde jednodušeji, do jiných složitěji. I tak je však potřeba výchozí automobil naskenovat 3D skenerem. Teprve potom je možné závodní auto zkonstruovat. Nejdříve ale samozřejmě v počítači. Tam se navrhuje bezpečnostní rám, tvar karoserie, ale i další věci, jako tunel pro kardan a zadní diferenciál. Pokud je hotovo v počítači, pak se začíná fyzicky pracovat na autě. I tuto část vyřeší francouzský specialista Oreca, který dodá připravenou karoserii společně s balíkem dílů pohonného ústrojí.

Zajímavostí je, že motor je téměř sériový přeplňovaný čtyřválec 1,6 THP  z Peugeotu 308 GTi. Motor má výkon 193 kW/263 koní a maximum točivého momentu vrcholí 382 Nm. Převodovka už je ale závodní sekvenční Sadev. Pohon všech kol je pak podobný jako ten, který používají závodní speciály R5. Podle prvních testů jsou sice závodní speciály R4 v porovnání s R5 pomalejší, ale jde o nízké jednotky sekund na ostrý kilometr rychlostní zkoušky.

I když jde do jisté míry o “skládačku”, pak rozhodně nejde o levnou záležitost. Stavba závodního speciálu vyjde přibližně na 185 tisíc eur bez daně. Díky použitému motoru ze sériového auta jsou ale levnější provozní náklady. Podle propočtů by měl jeden ostrý kilometr v rychlostní zkoušce vyjít na přibližně 38 eur. To tedy znamená, že Rallye Monte Carlo 2020 vyjde asi na 11 500 eur.

Závodní Dacia Sandero R4, která pojede na letošní Rallye Monte Carlo, vznikla v dílnách španělského týmu ASM Motorsport. Nejde o úplně novou stavbu, ale o speciál, který už má za sebou tři starty v loňském roce. Za volantem bude sedět 60letý italský pilot Ermanno Dionisio, kterého bude navigovat krajan Fabio Grimaldi.

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Video ukazuje závodní auto při jedné ze starších soutěží.

Příspěvek Závodní Dacia Sandero R4 se postaví na start Rallye Monte Carlo 2020 pochází z auto-mania.cz

[crosscountryrally]

Un prototipo T3 que viene desde España: El ASM Oryx se estrena en el Dakar 2022

La preparadora española ASM Motorsport ha logrado un hito en el Dakar 2022 al lanzar su nuevo prototipo ligero para la categoría T3. El ASM Oryx será pilotado por el mega experimentado Xavier Foj, con 29 participaciones en el Dakar. El prototipo ha sido íntegramente diseñado, desarrollado y construido en Barcelona como un vehículo 100% de carreras logrado para competir en la categoría T3 en el Dakar y en eventos de los Mundiales FIA.

El Oryx T3 cuenta con solo 930 kg de peso; cambios secuenciales de competición; tracción a las cuatro ruedas; diferenciales autoblocantes de competición; un recorrido de 400mm de suspensión y carrocería en fibra de carbono como principales características que le hacen destacar frente a sus rivales. Además, el objetivo de Matthieu Bassou, responsable del diseño del prototipo, ha sido dotarle de unas prestaciones óptimas con máximo equilibrio de balanceo dinámico. Todo ello, gracias a la colaboración con sus socios técnicos y proveedores para adaptarse a las necesidades del preparador español.

“Para ASM Motorsport poder participar en competición como constructor de nuestro propio vehículo, y hacerlo en el Dakar, es un hito muy grande que hay que vivir para saber lo que representa. Las empresas las hacen las personas y aquellas que han participado en este proyecto son el valor más importante que tiene este coche. Tenemos que dar las gracias también a los proveedores y fabricantes que han ayudado a desarrollar este proyecto adaptando sus productos a lo que nosotros necesitábamos”, apunta Álex Sabater, CEO de ASM Motorsport.  “Si miramos en este vivac la categoría humana que podríamos poner aquí dentro, creo que no nos gana nadie en experiencia y conocimientos. El objetivo principal es llevar el coche hasta el final y poco a poco ir incrementando el ritmo en función de la situación de carrera. Confiamos en que no nos dé problemas, que nos permita ir avanzando y que Xavi y Nacho vayan cogiendo confianza kilómetro a kilómetro. Toda la experiencia y aprendizaje que sumemos estos días en el Dakar se aplicarán en los siguientes coches que hemos empezado a comercializar a nivel nacional e internacional”.

En su 30° participación, Xavier Foj añade que: “El Oryx T3 es un auténtico coche de carreras y las sensaciones son realmente interesantes. Desde hace un año y medio hemos estado trabajando en este proyecto, en el que se ha pensado todo al detalle desde el diseño, hasta la construcción. Estos días nuestro trabajo es ponerlo a punto durante los primeros días de rally para intentar llegar a mitad del Dakar enteros y empezar a pensar si podemos ir aumentando el ritmo en la segunda semana. El objetivo es llegar a la meta y salimos con ganas e ilusión de lograrlo en nuestro estreno en esta categoría tan competida”.

Finalmente, el navegante Ignacio Santamaría, otro de los responsables del proyecto señaló: “Es realmente motivador crear un proyecto como este desde un papel en blanco y más aún estar en la salida del Dakar, aunque también es una responsabilidad. La idea es poder ir acabando etapas, ver cómo se comporta el coche, su competitividad y desarrollarlo a medida que pasen los días. Se ha pensado como un coche de carreras al 100% desde el principio, exprimiendo los límites del reglamento al máximo. Queríamos que fuera sencillo para los mecánicos, innovador en diseño y que fuera lo más fiable posible”.

El Dakar tendrá más de 8.000 kilómetros y 12 etapas que Foj junto a este prototipo deberán superar.

Imagen: ASM Motorsport

[motorsporthq]

R4 Oreca Kit Part of ERC2 for 2019

R4 Oreca Kit Part of ERC2 for 2019

The FIA European Rally Championship have announced that R4 Kit Cars developed by Oreca will be eligible for its ERC2 class for next season.

The new cars, which made their competitive debut with ASM Motorsport and Osian Pryce last month in Spain, will be eligible for ERC2 along with RGT and N4 machines.

ORECA R4 Sales Manager, Carlos Pina Vaz, said on the news:“We were delighted to hear that R4…

[lurally]

Al Rally MonteCarlo la Dacia Sandero R4 di Dionisio

Al Rally MonteCarlo la Dacia Sandero R4 di Dionisio

Al via del Rally di MonteCarlo, in mezzo alle 80 vetture iscritte, ha già confermato la presenza una Fiat MR 500X R4 della Milano Racing.

Notizia di oggi è che, nella stessa categoria della 500X R4 ci sarà anche una Dacia Sandero R4 Kit, basata sul kit Oreca, con un motore turbo a quattro ruote motrici 1.6L sviluppato dal team ASM Motorsport.

La presenza della Dacia Sandero R4 Kit al Rally…