The BMW M3 is a high-performance version of the 3 Series, developed by BMW's in-house motorsport division, BMW M GmbH. M3 models have been derived from the corresponding generations of the BMW 3 Series; the initial model was available in a coupé body style. At times the M3 has been available in saloon and convertible body styles. Due to the coupé and convertible models no longer being part of the 3 Series range from 2015, the F82/F83 coupe and convertible models are now called the M4 based on the newly introduced 4 Series; the M3 name remains in use for the saloon version. Upgrades over the standard 3 Series automobiles include more powerful and responsive engines, improved handling/suspension/braking systems, aerodynamic body enhancements, lightweight components and interior/exterior accents with the tri-colour "M" emblem; the first BMW M3 was based on the E30 3 Series and was produced from 1986 to 1992. The majority of E30 M3s were produced in the coupe body style, however limited volumes of convertibles were produced.
The E30 M3 differed from the regular E30 models in several areas. The same basic body shell was used, however 12 of the body panels were unique to the M3, for the purposes of improving aerodynamics. Box-flared wheelarches were used to accommodate larger wheels/tyres; the only exterior body panels the standard 3 Series and the M3 shared were the bonnet, roof panel and door panels. The brake calipers and master cylinder were unique to the M3 model; the transmission was a Getrag 265 5-speed manual. European models were outfitted with a dogleg version with close ratios and a 1:1 ratio for fifth gear. North American models used a standard shift pattern and had wider gear spacing with an overdriven fifth gear. A clutch-type limited-slip differential was standard equipment. In 2004, Sports Car International named the E30 M3 car number six on the list of Top Sports Cars of the 1980s. In 2007, Automobile Magazine included the E30 M3 in their "5 greatest drivers cars of all time" under their 25 Greatest Cars of All Time.
The E30 M3 used the BMW S14 four-cylinder engine, a high-revving DOHC design based on the BMW M88 six-cylinder engine. In countries where the M3 was sold with a catalytic converter, the initial versions produced 143 kW and had a top speed of 235 km/h. In countries where a catalytic convertor was not required, the engine produced 149 kW. In September 1989, European M3s were upgraded to the 158 kW. Differences to the standard E30 models included: 5-stud wheel hubs offset control arm bushings in the front suspension, for increased caster angle aluminium control arms revised front strut tubes with bolt on kingpins and swaybar mounted to strut tube, similar to the E28 5 Series front wheel bearings and brake calliper bolt spacing from the E28 5 Series The sportier "Evolution" model introduced in 1988 produced 162 kW. Other changes included larger wheels, thinner rear and side window glass, a lighter bootlid, a deeper front splitter and additional rear spoiler. A more powerful and lighter "Sport Evolution" model with a limited production run of 600 units was produced with an upgraded 2,467 cc engine producing 175 kW at 7,000 rpm and 240 N⋅m at 4,750 rpm.
The top speed was increased to 249 km/h. Sport Evolution models have enlarged front bumper openings and an adjustable multi-position front splitter and rear wing. Brake cooling ducts were installed in place of front foglights. In April 1989, the Ravaglia and Cecotto limited editions were released, both named after Deutsche Tourenwagen Meisterschaft racing drivers. Power was increased to 158 kW with a catalytic converter. In 1986, BMW produced an "M3 Pickup" prototype pickup truck, based on the convertible model; the M3 Pickup used the narrower body of regular E30 models and was powered by the 2.0 litre version of the S14 engine from the Italian-specification M3. It was used as a transporter for 26 years before it was retired in 2012. Production of the original E30 M3 ended with a total of 16,202 cars produced; the E30 M3 competed in many forms of motorsport and was successful in touring car racing. The E30 M3 road car was homologated for Group A racing, to compete against models such as the Mercedes-Benz W201 190E.
In full race trim, the 1988 M3's 2.3 L aspirated 2.3 L engine produced 224 kW. The E30 M3 won the 24 Hours Nürburgring five times and the Spa 24 Hours four times, other competing against cars with larger or turbocharged engines. To keep the car competitive in racing following year-to-year homologation rules changes, homologation specials were produced and sold in limited volumes; these include the Evo 1, Evo 2, Sport Evolution, with upgrades including weight reduction, improved aerodynamics, taller front wheel arches, bigger brake ducts and more power. With the introduction of the 2.5 L evolution engine into racing in 1990, power increased to 283 kW. The M3 competed as a rally car, with Prodrive-prepared examples contesting several national championships and selected rounds of the World Rally Championship between 1987 and 1989. By the latter year, the cars, based on the standard M3, were equipped with six-speed gearboxes and produced 220 kW; the M3 was not competitive with the four-wheel-drive cars on loose surfaces, but a effective car on asphalt.
Its most notable success was victory on t
Jacques-Henri Laffite is a French former racing driver who competed in Formula One from 1974 to 1986. He achieved six Grand Prix wins. From 1997 to 2013, Laffite was a presenter for TF1. Jacques-Henri Laffite was born in Paris on 21 November 1943, he attended a private school. Laffite debuted in Formula One in 1974 for Frank Williams' Iso–Marlboro team; the following year he raced for the same team, now named Williams, scoring a second place in the German Grand Prix at the Nürburgring. In 1976 Laffite moved to the French Ligier team, scoring 20 points and a pole position at the Italian Grand Prix; the next two seasons were transitional, although he managed to win his first Grand Prix at Anderstorp in the 1977 Swedish Grand Prix. The 1979 season opened with Laffite winning the first two races, he fought for the World Championship title until the last races, but placed only fourth, with 36 points. The following two seasons were similar, with two more fourth places in the Championship and a further three victories.
In 1982, Laffite finished only 17th in the final classification, with only 5 points scored. During the early 1980s, Laffite made three end of season trips to Australia to race in the non-championship Australian Grand Prix, he failed to finish his first race in 1981. He finished second to fellow Frenchman Alain Prost in 1982, third behind Brazilian Roberto Moreno and Australian John Smith in 1983. In all of his pre-Formula One AGP drives, Laffite drove a Formula Pacific or Formula Mondial Ralt RT4 powered by a 1.6 litre Ford l4 engine. Results in the next two seasons weren't much better, when he moved back to England, again to race for Williams. Now in his forties, Laffite returned to Ligier in 1985: in that season he was on the podium three times, for a total of 16 points. In 1986 he scored 14 points including two more podium finishes in the first half of the season, but he broke both legs in a crash at the start of the British Grand Prix at Brands Hatch, thereafter retired from Formula One; the race was stopped and restarted without Laffite, thus classified as a non-starter and ended his career tied with Graham Hill for the most Grand Prix starts.
He was the most successful driver in Ligier's history. As a result of Laffite's injuries, new safety rules were enforced from the 1988 season that stated that in all cars the driver's feet must be behind the front axle line. Laffite recovered from his injuries and raced in touring cars, finishing 17th in the inaugural World Touring Car Championship driving an Alfa Romeo 75 for Alfa Corse as well as racing three seasons in the German-based DTM series, he is now a television commentator for the French network TF1, best known for his reaction to the incident at the 1997 European Grand Prix in which Michael Schumacher collided with Jacques Villeneuve, Laffite reacted with curse words on live television. In October 2008, at the age of 64, he tested a Renault R27 F1 car at the Paul Ricard circuit. Jacques Laffite, golf enthusiast, is a shareholder of Dijon-Bourgogne Golf. Attached to the Creuse for Golf Fisheries and nature, it has a property in Creuse near Aubusson ‡ Graded drivers not eligible for European Formula Two Championship points * Overall race position shown.
Registered WTCC points paying position may differ. ^ It was announced that the fastest lap at the 1976 Japanese Grand Prix was set by Masahiro Hasemi, but this was a measurement mistake, several days the circuit issued a press release to correct the fastest lap holder of the race to Laffite. This press release was promptly made known in Japan, the Japan Automobile Federation and Japanese media corrected the record, but this correction was not made well known outside Japan, Hasemi is credited with the fastest lap of the race in many record books
Equipe Matra Sports
Matra Company's sports division under the name of Matra Sports, Equipe Matra Elf and Equipe Matra Sports was formed in 1965 and based at Champagne-sur-Seine, Romorantin-Lanthenay and Vélizy-Villacoublay. In 1979 the sports division was renamed as Automobiles Talbot. In the mid-1960s, Matra enjoyed considerable success in Formula 3 and F2 racing with the MS5 monocoque-based car, winning the French and European championships. In 1967, Jacky Ickx surprised the F1 establishment by posting the third-fastest qualifying time of 8:14" at the German Nürburgring in his 1600cc Matra MS7 F2, allowed to enter alongside the 3000cc F1 cars. In the race, he failed to finish due to a broken suspension. Matra entered Formula One in 1968 when Jackie Stewart was a serious contender, winning several Grands Prix in the Tyrrell-run Matra MS10 which competed alongside the works team; the F1 team was established at Vélizy-Villacoublay in the southwestern suburbs of France. The car's most innovative feature was the use of aviation-inspired structural fuel tanks.
These allowed the chassis to be around 15 kg lighter, while still being stronger than its competitors. The FIA considered the technology to be unsafe and decided to ban it for 1970. Matra CEO Jean-Luc Lagardère made a strategic decision for the 1969 championship: the Matra works team would not compete in Formula One. Matra would instead focus its efforts on Ken Tyrrell's team and build a new DFV powered car with structural fuel tanks though it would only be eligible for a single season; the decision was more radical given that Matra was seeking a partnership with Simca, which would preclude using Ford-branded engines for the following year. Stewart won the 1969 title with the new Cosworth-powered Matra MS80, designed by Gérard Ducarouge and Bernard Boyer, corrected most of the weaknesses of the MS10, it was a spectacular achievement from a constructor that had only entered Formula One the previous year. France became only the third country to have produced a winning constructor, Matra became the only constructor to have won the Constructors' Championship without running its own works team.
Like Cosworth, Lotus and McLaren, Matra experimented with four wheel drive during the 1969 season. Johnny Servoz-Gavin became the one and only driver to score a point with a 4WD car, finishing sixth with the Matra MS84 at the Canadian Grand Prix; the MS84, along with Brabham's BT26A, was one of the last spaceframe cars to compete in Formula One. For 1970 following the agreement with Simca, Matra asked Tyrrell to use their V12 engine rather than the Cosworth. Stewart got to test the Matra V12, but since a large part of the Tyrrell budget was provided by Ford, another significant sponsor was French state-owned petroleum company Elf, which had an agreement with Renault that precluded supporting a Simca partner, the partnership between Matra and Tyrrell ended. Matra V12 engines powered the Shadow DN7 car in two races of 1975 and the Ligier Formula 1 team from 1976–1978, again from 1981-1982; the firm was successful in endurance racing with cars powered by the V12 engine. The sportscar team was based at first at Vélizy-Villacoublay and moved to Le Castellet, near Marseille, France.
The Matra MS670 won the 24 Hours of Le Mans in 1972, 1973, 1974. It delivered the World Championship for Makes to Matra in both 1973 and 1974. Matra MS1 Matra MS2 Matra MS5 Matra MS6 Matra MS7 Matra MS9 Matra MS10 Matra MS11 Matra MS80 Matra MS84 Matra MS120 Matra MS120B Matra MS120C Matra MS120D Matra MS610 Matra MS620 Matra MS630 Matra-Simca MS630 Matra-Simca MS630/650 Matra MS640 Matra-Simca MS650 Matra-Simca MS660 Matra-Simca MS660C Matra-Simca MS670 Matra-Simca MS670B Matra-Simca MS670C Matra-Simca MS680 334 races, all categories, spanning 10 years 124 victories, 104 lap records 1 Formula One World Drivers' Championship 1 Formula One World Constructors' Championship 5 French Formula Two Championships 3 European Formula Two Championships 3 French Formula Three Championships 2 World Championship for Makes 3 victories at 24 Hours of Le Mans 2 victories at Tour de France Automobile 1 In the 1968 Constructors' Championship, Matra-Ford finished 3rd, Matra finished 9th http://www.matrasport.dk/ http://www.epaf.fr Restoration & rebuild of Matra competition cars
Emanuele Pirro, is an Italian racing driver who has raced in Formula One, touring cars and in endurance races such as the 24 Hours of Le Mans which he has won a total of five times. Two times Italian Karting Champion, Formula Fiat Abarth Champion, two times Italian Touring Car Champion, two times Italian Overall Champion, German Touring Car Champion, he achieved records in endurance racing that place him amongst the best in the discipline, including, he has taken part in over 500 official international races. He was born in Rome, however he traces his roots to the small town of Latera near Viterbo through his mother's family, he is married to Marlene, with whom he has two sons, born in 1993 and Goffredo, born in 1996. He began racing cars in 1980 after having raced seven years in go-karts, where he was two time Italian Champion and runner up in both the European and the World Karting Championships, he went on to win races in all the feeder series he competed in including F3, F3000 and Formula Nippon.
Formula 1 In 1988 he was contracted by McLaren to become test driver to develop the new Honda powertrain for the MP4/4, staying on in that role for the following 3 seasons. His racing career in F1 started at the 1989 French Grand Prix for the Benetton-Ford team, replacing Johnny Herbert, still recovering from injuries sustained in a F3000 accident. For the 1990 and 1991 seasons, he raced for BMS Dallara. Touring Cars Together with his single seater commitments he raced as a factory driver for BMW in touring car racing up until 1993, he raced and won in ETCC, WTCC, Italian Supertouring and DTM. In DTM he became one of the only drivers to win in his debut in the series. Notably, he won the 24 Hours of the Nuerburgring, the Macau Guia Race twice, the Wellington 500 four times, with the legendary BMW M3 E30 and team Schnitzer. After leaving BMW in 1993 he joined Audi to win the 1994 and 1995 Italian Touring Car Championships followed by the German Touring Car Championship in 1996. Between the years of 1994 and 1996 racing in the Italian and German Supertouring championships, he contested a total of 70 races finishing only once outside of the top 10 after being taken out at the start in 1994 at the Salzburgring.
Sportscars After his debut in endurance races at the young age of 19 winning in his class with the Lancia Beta Montecarlo Gr.5 at the 24 Hours of Daytona, winning the Kyalami 9 Hours and a terrible experience at Le Mans the same year, he scarcely participated in these races except sporadic appearances in Japan, first with a Nissan Gr. C at the Fuji 1000 km and with a Porsche 962 Gr. C at the Suzuka 1000 km; that is until his return to Le Mans in 1998 with a McLaren F1 alongside Dindo Capello and Thomas Bscher ending with a retirement. In 1999 Audi unveiled the R8R with which he scored his first of a record breaking nine consecutive podiums at the French classic. In 2000 along with Tom Kristensen and Frank Biela he scored the first of three consecutive wins with the new Audi R8. In 2006 together with Frank Biela and Marco Werner he became the first driver to win the 24 Hours of Le Mans with a diesel car, repeating the win in the following year. In 2008 he announced the end of his racing career with Audi sportscars.
Between the years of 1999 and 2008 he won five 24 Hours of Le Mans, two ALMS championships, two 12 Hours of Sebring and three Petit Le Mans. After 2008 he competed in a number of additional races including a 12 Hours of Sebring and 24 Hours of Le Mans with Drayson Racing in a Lola-Judd LMP1 car, the 24 hours of the Nuerburgring with an Audi R8 GT3, the 2011 Gold Coast 500 in the Australian V8 Supercars Championship. After Racing In 2010 he won the “X-Prize Competition 100mpg-e” with Edison2, he competes in historic racing. In roles still linked to motorsport, he serves as a Brand Ambassador for Audi, is a member of. In addition, he is the President of the Italian Karting Commission, Vice President of the Grand Prix Drivers’ Club and the Club des Pilotes des 24 Heures du Mans, he is a Steward for F1 races, TV pundit and is a frequent guest speaker at events hosted by multinational companies. He owns a 5-star hotel in Cortina D'Ampezzo, he has been a regular player for over 25 years in the Nazionale Piloti football team and the “Star Team for the Children” for Prince Albert of Monaco as well as taking part in other charity events.
1 -- A non-championship one-off race was held in 2004 at the streets of China. "Five-t
The DFV is an internal combustion engine, produced by Cosworth for Formula One motor racing. The name is an abbreviation of Double Four Valve, the engine being a V8 development of the earlier four-cylinder FVA, which had four valves per cylinder, its development in 1967 for Colin Chapman's Team Lotus was sponsored by Ford. For many years it was the dominant engine in Formula One, it was used in other categories of racing, including CART, Formula 3000 and sportscar racing; the engine is a 90°, 2,993 cc V8 with a bore and stroke of 85.67 x 64.897 mm producing over 400 bhp from the start reaching over 500 bhp by the end of its Formula 1 career. The 1983 DFY variant had a revised bore and stroke of 90 x 59 mm giving 2,993 cc and 520–530 bhp at 11,000 rpm, 280 ft⋅lbf torque at 8,500 rpm. In 1965, the Fédération Internationale de l'Automobile, that administered Formula One racing, agreed to raise the series' maximum engine capacity from 1.5 litres to 3.0 litres from 1966. Up until that point, Colin Chapman's successful Team Lotus cars had relied on power from fast revving Coventry Climax engines, but with the change in regulations Coventry Climax decided for business reasons not to develop a large capacity engine.
Chapman approached Keith Duckworth a gearbox engineer at Lotus but now running his fledgling Cosworth company with Mike Costin, who commented that he could produce a competitive three-litre engine, given a development budget of £100,000. Chapman approached the Ford Motor Company and David Brown of Aston Martin for funding, each without initial success. Chapman approached Ford of Britain's public relations chief, former journalist Walter Hayes, with whom he had developed a close working relationship from the early 1960s. Since Hayes had joined Ford in 1962 the pair had collaborated in the production of the successful Lotus Cortina, introduced in 1963. Hayes arranged dinner for Chapman with Ford employee Harley Copp, a British-based American engineer who had backed and engineered Ford's successful entry into NASCAR in the 1950s. Hayes and Copp developed a business plan, backed by Ford UK's new chairman Stanley Gillen, approved by Ford's Detroit head office as a two-part plan: Stage one would produce a four-cylinder twin-cam engine for Formula Two Stage two would produce a V8 engine for Formula One, by May 1967 The project was revealed by Hayes in a PR launch in Detroit at the end of 1965, but the engine was not ready until the third race of the 1967 season, on the 4 June at Zandvoort.
Its debut proved successful. Graham Hill, in the team at the specific request of Ford and Hayes, put his DFV-powered Lotus 49 on pole position by half a second and led for the first 10 laps but was sidelined by a broken gear in the camshaft drive. Team-mate Jim Clark came home to win. However, this dominant performance belied a serious fault in the timing gear. Clark took three more wins that season, but reliability problems left him third in the Drivers' Championship, 10 points behind champion Denny Hulme; the progress of the engine was documented in a film produced by the Ford Motor Company's film section, entitled 9 Days in Summer. The agreement between Ford and Lotus was binding on all parties, Ford as the funder had no plans to sell or hire the DFV to any other teams. However, it occurred to Hayes that there was no competition: the Ferrari engine was underpowered. Only Brabham's Repco V8 engine provided a usable combination of power and reliability, but its age and design left little room for further improvement.
Hayes concluded that Ford's name could become tarnished if the Lotus were to continue winning against only lesser opposition, that they should agree to use the unit in other teams, hence dominate Formula One. At the end of 1967, Copp and Hayes explained to Chapman that he would no longer have monopoly use of the DFV and in August 1967 it was announced that the power unit would be available for sale, via Cosworth Engineering, to racing teams throughout the world. Hayes released the DFV to French team Matra, headed by Ken Tyrrell with Jackie Stewart as a driver. What followed was a golden age, where teams big or small could buy an engine, competitive, compact, easy to work with and cheap; the DFV replaced the Coventry Climax as the standard F1 powerplant for the private teams. Lotus, McLaren, Brabham, Surtees, Hesketh, Williams, Penske and Ligier are just some of the teams to have used the DFV. In 1969 and 1973 every World Championship race was won by DFV-powered cars, with the engine taking a total of 155 wins from 262 races between 1967 and 1985.
The advent of ground effect aerodynamics on the F1 scene in 1977 provided a new lease of life for the now decade-old engine. The principle relied on Venturi tunnels on the underside of the car to create low pressure regions and thus additional downforce. Teams running Ferrari and Alfa-Romeo flat-12 engines had enjoyed a handling advantage due to the low centre of gravity in such a configuration. However, for ground effect, the wide engine was the opposite of what was required as the cylinder heads protruded into the area where the Venturi tunnels should have been. In contrast, the V-configuration of the Cosworth engine angled the cylinders upwards and left ample s
Equipe Ligier is a motorsport team, best known for its Formula One team that operated from 1976 to 1996. The team was founded in 1968 by former French rugby union player Guy Ligier as a sports car manufacturer. After retiring from racing following the death of his friend Jo Schlesser, Guy Ligier decided to found his own team and had engineer Michel Tétu develop a sports car named JS1; the Cosworth-powered JS1 took wins at Albi and Monthlery in 1970, but retired at Le Mans and from the Tour Automobile de France. For 1971, Ligier had the JS1 developed into the JS2 and JS3; the JS2 was homologated for road use and used a Maserati V6 engine, while the JS3 was an open-top sports-prototype powered by a Cosworth DFV V8 engine. The JS3 failed to finish the minimum distance in Le Mans. Therefore, it was retired, Ligier installed the Cosworth DFV in the JS2 road car, finishing second overall at Le Mans in 1975. Guy Ligier switched his efforts into Formula One. Following the acquisition of the Matra F1 team's assets, Ligier entered Formula One in 1976 with a Matra V12-powered car, won the 1977 Swedish Grand Prix with Jacques Laffite.
This is considered to have been the first all-French victory in the Formula One World Championship as well as the first Formula One victory for a French team and a French engine. The deal with Matra ceased in 1979 and Ligier built a Cosworth-powered wing-car, the Ligier JS11; the JS11 began the season winning the first two races in the hands of Laffite. However, the JS11 faced serious competition when Williams and Ferrari introduced aerodynamically modified cars; the rest of the season was less successful for the French marque. The JS11 and its successors made Ligier one of the top teams through the early 1980s. Despite substantial sponsorship from Talbot and public French companies – SEITA, Gitanes and Française des Jeux – the competitiveness of the team began to decline around 1982. Around this time, they were testing a Matra V6 turbocharged engine. Thanks to the political support of Ligier long-time friend François Mitterrand, in the mid-1980s, the team benefitted from a free Renault turbo engine deal.
This, along with sponsorship from companies such as Loto and Elf Aquitaine, made the team more competitive, though not a frontrunner. When Renault left the sport in 1986, Ligier was left without a bona fide engine supplier. An abortive collaboration with Alfa Romeo was followed by customer engine deals with Megatron and Cosworth and works contracts with Lamborghini and Mugen-Honda. Between 1987 and 1991, the team struggled, failing to score points in 1988, 1990 and 1991, at the 1988 San Marino Grand Prix neither René Arnoux nor Stefan Johansson qualified for the race, the first time in team history that neither car made the grid. In 1990, when fellow team Larrousse were disqualified after claiming their chassis was built by themselves, while in fact it was built by Lola Cars, Ligier moved up into 10th place in the Constructors' Championship, which gave them subsidized travel benefits, despite not being classified due a to lack of points. In 1993 the team enjoyed an upswing when Guy Ligier sold the team to Cyril de Rouvre after a disappointing 1992 season when they once again failed to fulfil their potential despite being supplied with the same works Renault engines as the dominant Williams team.
The team was somewhat more competitive during this period, in part due to the talents of aerodynamicist Frank Dernie and engineer Loïc Bigois. They scored eight podium finishes over the next four years, contrasting with their failure to secure a single top three position between 1987 and 1992. In the last years Ligier lacked funds. In 1994, de Rouvre sold the team to Tom Walkinshaw. Other organisations bidded to purchase Ligier, including a consortium consisting of Hughes de Chaunac and Philippe Streiff, with the support of the Renault-powered Williams F1 team, who intended to turn Ligier into a'junior' team; the Mugen-Honda-powered JS43 turned out to be a well balanced car, if not on par with the Williams entries. It became a surprise winner as well, with the team taking the chequered flag with Olivier Panis at the Monaco Grand Prix, albeit in a race of heavy attrition, with only three cars finishing, it was the first "all-French" victory at Monaco since René Dreyfus in Bugatti in 1930. This ended a nearly fifteen-year-long winless-streak for the Ligier team, the longest of any uninterruptedly existing team between two wins.
In 1997 the team was sold to Alain Prost and became Prost Grand Prix in 1997. Prost GP, despite substantial financial backing by large private French companies, failed to make the team competitive and went bankrupt in 2002; the team traditionally used numbers 25 and 26. In 2004, Ligier returned to motorsport after acquiring Automobiles Martini. Tico Martini had designed a Formula 3 chassis, introduced at the 2004 Paris Motor Show as the Ligier JS47, but with the F3 market cornered by Dallara, the car only raced in the minor Recaro F3 Cup. In 2005 Ligier introduced a "gentlemen driver" sports car, the JS49, a sport prototype made for the 2000 cc CN class, which can be used in the V de V Challenge. Official website
European Truck Racing Championship
The FIA European Truck Racing Championship is a motorsport road racing series for truck tractor units, sanctioned to the Fédération Internationale de l'Automobile and is organised by ETRA Promotion GmbH. Official website FIA website