560HP and 11,200 RPM | Georg Plasa Judd V8 Powered BMW E36 [TECH TOUR]


– These days it’s more common to find
people building high performance, high powered turbocharged engines,
so high revving naturally aspirated V8s are becoming more and more rare. However Georg Plasa’s E36 BMW
hill climb car behind me, is probably one of the most recognisable
in the European hill climb championship and I know I’ve personally lost hours
watching or more specifically listening to this thing on YouTube videos. The engine in the car is a 3.4 litre
Judd V8 that is actually originally designed for LMP2 Le Mans endurance racing. Now in this guise it produces around
about 560 horsepower at 10200 RPM. It revs all the way to 10750 where it’ll
hit the soft cut and the full hard cut rev limiter is at an insane 11200 RPM. And that high RPM is really what gives this
car the distinctive sound, sounding much like a Formula 1 car
going up the European hill climbs. Now these days, 560 horespower really
isn’t a huge amount and some of the cars that this car has competed against and
beaten will be turbocharged engines producing upwards of 700 or 800
horsepower. Of course power isn’t everything and it
all comes down to power and weight. And when this car was originally developed
by Georg, the design was around keeping the weight to the absolute minimum. In this case, the car weighs only 895kg. And for anyone who has tried to pull
weight out of a road going car, this is no mean feat. Particularly when the car still has a full
chassis. As well as a multi point roll cage to keep
the driver safe. As well as the 560 horsepower and 895kg,
another thing working in this car’s favour is the downforce or the aerodynamic
package. Now this really looks like something pulled
straight out of the DTM series. There is a lot of work that has gone
into producing an aerodynamic package on the car to produce as much
downforce as possible and these cars in hill climb format will run up to about
211 mile an hour depending on the specific gearing that is used. That gearing will be changed depending on
the specific hill climb the car is competing in. Backing up the engine is a Hewland six
speed transmission. Now when the car was first built,
this was a relatively run of the mill H pattern dog engagement gearbox,
there wasn’t a lot of electronic trickery or intervention used for the gear shifting. As the car was developed, it was first of
all switched across to sequential gear shifting and then finally in the guise
behind me, the car is now paddle shifted. This means that the driver can stay at full
throttle during the upshift and the MoTeC M800 ECU will use an ignition cut to allow
the dogs to disengage in the gearbox and the next gear to be engaged. On the downshift, despite the fact that
this car does use a cable throttle, a little dated by today’s standards but
obviously the norm back when this car was developed, a autoblip for the
downshift is able to be introduced by the ECU, meaning that once the car leaves
the start line, the driver doesn’t need to use the clutch. Now talking about that MoTeC M800
ECU, of course as we’ve just discussed, that’s in charge of the gearshift control
as well as that Judd V8 engine. However there are some other functions
that the team are using to give themselves as much advantage as possible. In particular an advanced launch control
strategy and traction control are both employed through that MoTeC M800
ECU. The other driver aid that is relied on
heavily is the Continental ABS system. And this is adjustable by the driver to
suit the conditions that the car is competing in. This may allow the driver to use more or
ABS intervention depending on whether the road or track is dry or potentially wet
with low traction. Backing up the MoTeC M800 ECU is
a Cosworth driver display which also acts as a central logging hub. And with the competitive nature of the
European hill climb championship, this is essential for the data engineer to
be able to download data after a run up a specific event’s hill climb and look at
ways to improve both the engine performance, the chassis performance,
as well as potentially any areas where the driver could improve and hold more
speed. While the E36 chassis is definitely getting
a little dated by today’s standards, with 560 horsepower and only 895 kgs
plus such a well sorted chassis in general, this car is still able to hold its own. And just a few weeks ago in testing for
the 2019 Goodwood Festival of Speed, the car managed to set a new course
record at a local hill climb during practice. Personally, I’m just glad that someone’s
still racing a high revving, naturally aspirated V8 among that sea
of turbocharged engines. If you liked that video
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