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Video Engine Data



          A B C D E F G H I J K L M N O P Q R S T U V W X Y Z

BMW 328





BMW 328 Series-/Racing version
EngineIn-line six-cylinder
Displacement1971 cm³
Bore * stroke66 * 96 mm
Main bearings4
Cylinder blockCast iron
Cylinder headAluminum
Combustion chamberHemispherical
Compression7,5/9,15 : 1
Engine controlOHV (double roller chain)
Mixture preparation3 carburetors, diaphragm pump
Tank capacity50 liter
Consumptionca. 14 - 15 liter/100km (factory specification)
Oil consumptionca. 0,1 - 0,2 liter/100km (factory specification)
Torque129 Nm at 4000 rpm
Performance59/88-96 kW (80/136 HP)
Rated speed5000/6000 rpm
Drive trainFront engine with rear-wheel drive
ClutchSingle disc, dry, graphite releaser
TransmissionFour-speed, 3. und 4.
synchronized
Suspension (front)Transversal leaf spring above,
double wishbones, hydraulic dampers below
Suspension (rear)Rigid axle, longitudinal leaf springs, lever or oil shock absorber
SteeringGear rack
BrakesDrums, hydraulic, self-adjusting
Wheelbase2400 mm
Car body designKurt Joachimson
Length3900 mm
Width1550 mm
Height1400 mm
Tyres5.25 - 16
Weight830/780 kg + driver
Max. speedApprox. 170/220 km/h
Price7400 RM
Years of manufacture1936 - 1939


It is one of the greatest prewar racing cars. The car, featuring 100 kW (136 HP), wins in 1940 the Mille Miglia, probably one of the most important country road races of the time. Additionally, there is a class victory in the 24 hours of Le Mans and the Alpine rally. The car wins on the Nürburgring in 1936 in a version with 2-litre engine with Ernst Jakob Henne as driver.

The BMW 328 disposes of a very light coupe and convertible car body of aluminum. The coupe version comes from the designer Touring, situated in Milan. He holds a patent for the especially light grid tubular frame directly under the aluminum shell. The engine is modern for the time. It features an aluminum head and, in spite of the under head camshaft, with V-shaped over hanging valves the car has an attractive racing performance.

The car body almost does not allow for a look at the mechanics of the vehicle, everything is paneled. Nothing should disturb the aerodynamics. The lamps are integrated into the space between fender and bonnet; you might almost call it a pontoon car body. The design anticipates on the developments of the European motor-car designs after the Second World War. While the aerodynamics is astonishing, the technology is hardly ahead of the technical standard of that time. Just the rack-and-pinion steering and the hydraulic brake system are noteworthy.

Taking a look at the car as a whole, its limited width is striking, which leads to contact of the upper arms of its passengers, at least in curves. Just the relatively long front feeds the idea of a six-cylinder below the bonnet. If you increase the size of picture 3, you may throw a look at the delightfully large round instruments in the dash. In contrast to today's BMWs the indicator lights and displays are lovingly scattered on the whole dash board. Some buttons are even labeled in German.

The strong point of the engine is its elasticity. The other technology on board is not extraordinary. Like other vehicles with a rigid axle, the rear axle shifts to the side in wavy bends. The brakes - although hydraulically - should be handled with care, and the original gearbox of the BMW 328 is clearly problematic. However, parts of the engine design are obviously so interesting that they are taken over as reparations after 1945 in the English industry. 04/07






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Translator: Don Leslie - Email: lesdon@t-online.de

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