RAM .03
 RAM .03 to go for a drive of the Manfred Vin KEL hook, the 1985 Germany Grand Prix. | |||||||||
| Category | F1 / F3000 | ||||||||
|---|---|---|---|---|---|---|---|---|---|
| Constructor |  RAM racing | ||||||||
| Designer | Gustav ブルナー Sergio phosphorus land | ||||||||
| Predecessors in the family line | RAM .02 | ||||||||
| Main specifications | |||||||||
| Chassis | Carbon fiver / honeycomb composite composition structure monocoque | ||||||||
| Suspension (the front) | Shock absorber made of double wishbone, tie rod, coney | ||||||||
| Suspension | Shock absorber made of double wishbone, tie rod, coney | ||||||||
| Tread | It is before: 1,778mm (70.0 in) 後: 1,626mm (64.0 in) | ||||||||
| Wheelbase | 2,794mm (110.0 in) | ||||||||
| Engine | Heart 415T, 1,496cc (91.3 cu in), L4 turbo, | ||||||||
| Transmission | Hugh land /RAM the sixth speed | ||||||||
| Weight | 550 kg (1,200 lb) | ||||||||
| Fuel | A shell (220 liters) | ||||||||
| Tire | Pirelli | ||||||||
| Main results | |||||||||
| Team | Squall bandit formula one team | ||||||||
| Driver | 9.  Philipe Alliot10. Kenny Acheson10.  Manfred Vin KEL hook | ||||||||
| The winners' platform (within third place) number of times | 0 | ||||||||
| First match | The 1985 Brazil Grand Prix | ||||||||
| |||||||||
The formula 1 car that RAM racing cast RAM .03 into the F1 world championship of 1985. RAM .03 was the last F1 machine which Manfred Vin KEL hook drove. I changed the place of the activity to the F3000 in 1986 and appeared. RAM .03 was not able to give a point by the F1 world championship.
Table of contents
Background
The RAM racing was established in the late 1960s by microphone Ralph and John Macdonald, but participated in the F1 world championship from 1976 through 80 as a customer team. The RAM will use an original chassis from 1981. I consigned the development of the vehicle to the march grand prix for first two years, but RAM and Robin hardware established this [1], and, as for the vehicle which I developed, there were not the direct relations with the ex-march engineering although I gave march [2]. The RAM split with the march grand prix in 1982, but the vehicle continued the name of the march and used it [2]. The RAM comes to use the vehicle which I developed originally from 1983. RAM, march 01 was the vehicle that RAM produced the plan which march developed for the cause and was equipped with Koss Worth engine of the normal aspiration. I won a turbo engine of brei Anne Hart who was a British engine builder in 1984.
In the team, an American cigarette company, a united States cigarette company became a sponsor in a season in 1985, and, as for the body, a brand of the company, the logo of the squall bandit were described in white and dark green coloring. The team received bailouts more than the past. Because a budget was better off, the team came to be made to develop the new car which improved the fault of the former car by a designer with the results [3]. Gustav ブルナー came to affect development of RAM .03, but was not able to satisfy hope. For many turbo engines and the budget that dried up in the middle stage in a season for problem, the team was given up from success.
Development
Sergio phosphorus land from Argentina and British Tim fee strike affected development of RAM .03 except ブルナー [3]. 03 had few similarities with the former model of the RAM and was the thing such as the development type of ATS, D6 which ブルナー designed for ATS for a concept in 1983 [4].
Chassis
ATS, D6 had reinforced plastic monocoque made of carbon fiver. This monocoque was the thing which Ralston automatic technical center of the U.K. developed [5]. The body which I developed of ブルナー was not able to carry out a wind tunnel test for an economic reason [5]. I designed ブルナー based on experience in Alfa Romeo which was ever engaged. "I obtained an opportunity to perform a wind tunnel experiment in Alfa Romeo, and, however, many, is because did not change, and many funds were necessary about all during a season;" [6] of he adopted light weight monocoque. It was the thing which was narrower than an engine block. McLaren, MP4/1 introduced the rear end with so-called bottleneck shape for the first time in 1983 and brought a flow of the air improved by rear wing [7]. The suspension consisted of a double wishbone and tie rods to anteroposterior and was connected to the rear wishbone through an oil tank.
Engine
RAM .03 was equipped with heart 415T engine like previous work 02. Brei Anne Hart developed a four-cylinder turbo engine and 2.0 liters normal aspiration with the adoption of the Koss Worth engine from the 1960s burning down in the late 1980s [8]. As for the development of the four-cylinder turbo, the heart started supply by the funding from a Thor man mainly in the team called RAM and a spirit from 1984. Using the engine of 12 as for the RAM for 1,985 years in a season in total [9].
Problems
RAM .03 did not satisfy the administration and the expectation of the designer. It was exposed a chassis and an engine to criticism together through a season. The focus of ブルナー was to maintain a flow of the clean air to rear wing to mainly optimize the output [10]. This aim はのため he put a hand in the design of the chassis and the placement of the technical component. This approach leads to insufficient cooling, and a problem will continue later. The radiator intake of the material was too small. The side pod was used, and there was only the only small opening in the upper transmission. ブルナー expected that cold air flowed from this opening by a flow of the backward air of the vehicle enough. However, it was already shown in the first test drive of February, 1985 that this concept was inappropriate. Though outside temperature was within the cooling point, the engine of RAM .03 overheated. The team opened an additional air vent in a side box to solve these problems. It became the size that varied according to a course and the situation of the outside temperature. However, I was not able to change this concept basically by not having been able to expect the aggravation of the financial status and an opportunity of the further development [11]. The issue of cooling continued through a season. As for brei Anne Hart of the engine designer, the design of the engine compartment by ブルナー was not in a complete state, and many engine failures that a team was tormented during a season described an opinion for incomplete wearing [12]. The problem was the reliability of the heart engine and the performance. The specifications of the engine have different information. Brei Anne Hart asserted that a level same as the thing of the Thor man included the engine of the RAM in summer [13]. However, Gustav ブルナー and John Macdonald argue for this several times. According to their opinion, the development level of the engine of the RAM of 1984 was that power of approximately 120HP was short in comparison with the thing of the Thor man [14]. This opinion was repeated, and it was placed in the publication [10]. In the last interview of the Manfred Vin KEL hook which was a driver of the RAM, there is the thing which described dissatisfaction for the disorder of the engine. "The handling of the car is really good, and a chassis and the tire are splendid, and an engine is a problem; there are not the damage of the turbo and power, and [15] John Macdonald looks back, and talk to dropout". The team did not show the potential in a season in 1985. "We changed an engine busily consistently." [16]
Race war record
The RAM faced it by two systems in a season in 1985. The driver appointed Manfred Vin KEL hook and Philipe Alliot. The a re-O participated in the war with RAM fully before, but Vin KEL hook got the role of No. 1 driver [4]; [17].
It was only three times that RAM .03 of 1985 ran the whole distance. The thirteenth place, a re-O were the ninth place Vin KEL hook in Brazil of the opening game. The Vin KEL hook retired with five, and the a re-O retired with 12 afterwards. It was caused by the trouble that was all technical.
Die in an accident in the sportscar race that Vin KEL hook was performed in a muslin port in August; Kenny Acheson as a substitute of him was hard to quit after starting, and inherited it. Acheson participated in three and it was twice to have passed a qualifier and retired all. The team participated in the Belgian grand prix and the Grand Prix in Europe without enough funds in アリオー one. The a re-O passed a qualifier, but all became the retirement for different engine trouble. Because two end game of the season was held any place other than Europe, the team was absent. The team went bankrupt for lack of funds afterwards [15]. Most of the annual budgets were spent by the repair of the engine.
RAM .04
John Macdonald was going to be supported by the Australian sponsor to participate in the F1 world championship of 1986. The RAM participated in a test of the FISA held in Rio de Janeiro, Brazil in February, 1986 in 03B which was slightly revised. The driver was microphone case well. The team used a heart engine again. It was slow in the lap time of the case well. The Australian sponsor quitted RAM. The RAM which failed in return to formula 1 will be active by F3000 in 1986. RAM .04 spent by the series carried Koss Worth DFV in RAM .03. As for the driver, James Weaver acts as two early stages in a season; Eri Theo Salazar was appointed afterwards. I was not able to win the points with the both persons either.
All results in the F1
(key) (as for the bold-face pole position)
| Year | Chassis | Engine | Tire | Driver | No | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | 16 | Point | Order |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1985 | RAM .03 | Heart 415T L4 1.5 turbo | P | BRA | POR | SMR | MON | CAN | DET | FRA | GBR | GER | AUT | NED | ITA | BEL | EUR | RSA | AUS | 0 | - | ||
| Manfred Vin KEL hook | 9 | 13 | NC | DNF | DNQ | DNF | DNF | 12 | DNF | DNF | |||||||||||||
| Philipe Alliot | DNF | DNF | DNF | DNF | DNF | ||||||||||||||||||
| Philipe Alliot | 10 | 9 | DNF | DNF | DNQ | DNF | DNF | DNF | DNF | DNF | |||||||||||||
| Kenny Acheson | DNF | DNQ | DNF |
References
- Ian Bamsey: The 1000 bhp Grand Prix Cars. Haynes Publications, Yeovil 1988, ISBN 0-85429-617-4. (English)
- Adriano Cimarosti: Das Jahrhundert des Rennsports. Autos, Strecken und Piloten. Motorbuch-Verlag, Stuttgart 1997, ISBN 3-613-01848-9. (German)
- David Hodges: A–Z of Grand Prix Cars. Crowood Press, Marlborough 2001, ISBN 1-86126-339-2. (English)
- David Hodges: Rennwagen von A–Z nach 1945. Motorbuch-Verlag, Stuttgart 1994, ISBN 3-613-01477-7. (German)
Reference
- ^ David Hodges: Rennwagen von A-Z nach 1945, Motorbuch Verlag Stuttgart 1993, ISBN 3-613-01477-7, S. 165.
- ^ a b David Hodges: A-Z of Grand Prix Cars 1906-2001, 2001 (Crowood Press), ISBN 1-86126-339-2, S. 196.
- ^ a b Hodges: Rennwagen von A-Z nach 1945. 1994, S. 219.
- ^ a b Motorsport aktuell. Heft 7, 1985, S. 6.
- ^ a b Bamsey: The 1000 bhp Grand Prix Cars. 1988, S. 105.
- ^ Zitiert nach Motorsport aktuell. Heft 7, 1985, S. 7.
- ^ Dazu Hodges: Rennwagen von A-Z nach 1945. 1994, S. 185.
- ^ Bamsey: The 1000 bhp Grand Prix Cars. 1988, S. 93.
- ^ Motorsport aktuell. Heft 31, 1985, S. 8.
- ^ a b Bamsey: The 1000 bhp Grand Prix Cars. 1988, S. 100.
- ^ Zum Ganzen: Bamsey: The 1000 bhp Grand Prix Cars. 1988, S. 106.
- ^ Motorsport aktuell. Heft 33, 1985, S. 7. Siehe auch Bamsey: The 1000 bhp Grand Prix Cars. 1988, S. 100.
- ^ Motorsport aktuell. Heft 33, 1985, S. 7.
- ^ Motorsport aktuell. Heft 20, 1985, S. 8 und Heft 35, 1985, S. 8.
- ^ a b Motorsport aktuell. Heft 31, 1985, S. 9.
- ^ We were changing engines all the time. Zitiert nach Bamsey: The 1000 bhp Grand Prix Cars. 1988, S. 100.
- ^ Bamsey: The 1000 bhp Grand Prix Cars. 1988, S. 101.
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