662:
what changes he would like on the car, replied that amongst other things he would like a little higher seat, as he liked to see where he was going. The car was modified to Fangio's request and he drove the car intermittently throughout 1953. He later said that it was the most formidable car he ever drove during his career. At this stage the engines were developing more than 500 hp, touching 600 hp, albeit with a very peaky power curve. This power curve had been forecast by Rolls-Royce who had recommended that inter-stage throttling of the supercharger be incorporated to provide a curve more suited to road use. Berthon considered the addition an unnecessary complication, and this, and the alternative variable-angle stators at the supercharger's inlet - both used initially on the two-stroke
673:, Fangio was asked if he would ever drive the BRM again. He replied; "I will. I consider it to be, basically, the best Formula One car ever made. All it needs is improvement in certain details. No car has ever given me such a thrill to drive, or a greater sense of absolute mastery. I will stand by it". Unfortunately for both Fangio and BRM, the following day, tired after an overnight drive from Folkingham across Europe to Monza for a race, he crashed while driving for Maserati, breaking his neck, and retired from racing to recover until early 1953.
561:. During the race the two drivers suffered from extreme heat in the cockpit because the exhaust pipes were routed inside the bodywork. This problem had not been so troublesome in earlier, shorter, races. During one of two pit stops, Parnell and Walker had to wrap burn dressings around their legs to provide insulation from the heat, together with limiting the revs to 10,500rpm to reduce the cockpit temperature to a tolerable level. Despite this, and starting from the back of the field, Parnell finished 5th, with Walker 7th.
719:. Fangio went on to win a heat race in spectacular fashion, although Wharton had a bad crash and did not finish. In addition, the BRMs had also suffered from tyre problems. Ascari later commented that with all the noise produced by the BRMs he had been almost unable to hear anything else while driving. This race is regarded as showing what Formula One could have been like had it been continued into 1953. During the race Fangio's car's V16 ran at a claimed 72
1618:
1525:
43:
741:. Two were built; the first used components from the wreck of Wharton's car damaged at Albi. Rudd was thinking of chasing the Class F Record with the car, and asked his former employers what they thought the engine was capable of if tuned for all-out speed for only a few miles. Rudd stated that Rolls-Royce replied; "They said it would pull 800hp with all the goodies and 1,000hp with a sprint fuel". However, the attempt on the record was never made.
646:, who had until recently been driving for Alfa Romeo, as the other. This Mays succeeded in doing, but this meant missing the Turin race. Fangio came to Folkingham to test the car. At this point the BRM V16 was developing around 400–450 hp. As soon as he got in the car, Fangio seemed to take to the vehicle, driving the car with his usual élan. It was stated that all the drivers who had driven the car prior to Fangio had been in awe of it.
680:, who drove the car at Folkingham but later complained: "It was no use – every time I came to a corner and went below the 8,000rpm mark, the power went right off. Then, suddenly, as you reached the 8,000 mark the full power would come in and you had a job to hold the car straight. At 8,000rpm it really did motor, but the steering was nothing to write home about". Hawthorn went on to drive a Ferrari for
384:
748:. The cars were raced in 1954 and 1955 while BRM worked on a car for the new Formula One specification of 2.5 litres un-supercharged. By this time the V16-powered cars were running quite reliably, but the demise of the Formula around which they had been based prevented the Mark II cars from making a greater impact.
534:, merely lurched forward and then stopped, engine screaming, with Sommer unable to get any drive. The car was pushed over to the side of the track and withdrawn. One or both inboard universal joints had failed. This was perceived as a particularly unfortunate event for the car and British Racing Motors as the
552:
won two races, including the
Goodwood Trophy, despite being unable to use all the car's power due to the poor weather and wet circuit. After the fiasco of Silverstone, the two wins demonstrated that the car could actually go and had tremendous speed and acceleration. Parnell said in a news interview
467:
In many cases parts were produced in the form of donations to the BRM team by the respective companies, which had the advantage of reducing BRM's spending. However, many parts were produced only when suppliers had spare capacity and so were delayed, and because the parts were donated BRM were unable
661:
In the middle of 1952 the cars were substantially rebuilt, including better cooling – most notably a greatly enlarged radiator aperture in the nose, better ventilation, and repositioning of the exhaust pipe stubs. The car had been deliberately designed with a low seating position, but Fangio, asked
584:
trouble in one car led to
Berthon, anticipating a similar problem in the other, withdrawing both cars. Disappointed, Mays' team returned home, but one car was able to remain at Monza for further testing due to the generosity of the track's owners, who allowed the team to run the car on the circuit
507:
failures, led to the postponement of the race début. BRM instead had to settle for displaying the car at
Silverstone after the BRM mechanics had worked all the previous night to get the car ready. Mays drove the car for several laps. The demonstration was witnessed by Princess Elizabeth, later
815:
Although reliability was a problem during the car's brief
Formula One career, the car and engine went on to become quite reliable after the initial problems had been worked out. Unfortunately this did not occur until after the Formula the car had been designed for had been abandoned. The cars
819:
A total of four Type 15s were produced, one of which was written off by a collision during the Glover Trophy and salvaged for spares, while another car that crashed at Albi was used as the basis for one of the two P30s produced. One Type 15 is on display at the
649:
Meanwhile, at the missed Turin race, Ferraris had finished in the first six places, prompting the race organisers to abandon BRM as their hope of providing any real competition for
Ferrari in Formula One, and instead run the remaining season's races as
525:
non-Championship race at
Silverstone. The one car that the team had been able to prepare was flown from Folkingham into Silverstone on the morning of the race. It had missed the practice sessions but, after three proving laps driven by Frenchman
468:
to expedite delivery. Because of this, the engine itself was late. Some completed components did not arrive at BRM for assembly until May 1949, reducing time available for testing before the start of the first season's racing.
816:
themselves contributed to the changing of the
Formula due to Mays' withdrawal of the cars at Turin in 1952. By the time the reliability problems had been solved the car had nowhere to race in the Formula it was intended for.
350:– the gears. Eventually there were around 350 companies that provided support to the project, including Rolls-Royce, which designed, manufactured and tested the two-stage centrifugal supercharger. The firm also developed the
733:, who had by then joined BRM after his previous period of secondment from Rolls-Royce, suggested that they build a lightweight, short-wheelbase, version of the car for this sort of race, and this subsequently became the
806:
in June 1952, where both BRM V16-powered Type 15's failed to finish, Stirling Moss wrote to
Raymond Mays telling him that he did not want to drive the car in the state that it was in, given its lack of reliability.
707:
where, due to the prevalence of
British motor companies, the team would have benefited from greater and more convenient technical and engineering support. Instead the team remained at The Maltings at Bourne.
766:, the car being fitted with the original, larger, Rolls-Royce supercharger inlet. Hill revved the engine to 13,000rpm, at which point Rudd thought the engine would have been producing around 780 bhp.
281:
The very complex engine was exceptionally powerful for the time, but it initially proved a disappointment, possessing poor reliability so that cars either did not start or failed to finish races. In the
785:
assembly. (Most previous supercharged car engines used a combined unit). The V16 head-block union was unable to survive the high pressures involved, leading to warping and lifting of the head.
715:. Three cars were entered in a sprint race specifically for Formula One cars. Driven by a now-recovered Fangio, González and Wharton, their main competitor was a works' Ferrari driven by
777:
The engine was powerful and the car was fast. Reliability, at least early on, was not adequate: the engine suffered from water leaks into the cylinders, due to the use of a separate
1662:
699:
that managed BRM decided that they had gone as far as they could with the car and decided to put the assets up for sale. The best offer came from the Rubery Owen Group and
541:
had produced a glossy brochure about the new car, and the failure of the BRM at the race is considered to have somewhat coloured people's perception of the car ever since.
1010:
He also stated that at Albi 1953, Fangio's V16 had 72 psi boost (4.9 ata) and 585 bhp (436 kW) @ 11,800 rpm, and he reached over 190 mph (306 km/h).
1650:
1513:
703:, who, despite the trying times with the car, had remained loyal to the project. In this period the team missed an opportunity to move the entire effort to the
362:. The traps were a first on a car engine, reflecting the supercharger's extremely limited use in automobiles, but had become a necessity on high-powered piston
553:
after the races; "All we need now is a little longer time to develop it and then we hope to show the
Continent what we really can do". In subsequent races
1491:
1354:
294:
as the main contestants with no effective competition, the racing organisers abandoned the Formula One series and ran the remaining year's races as
1075:
832:
in its original light green paint scheme alongside a P30 and a cutaway V16 engine. The fourth surviving car, another P30, is in the ownership of
1474:
1375:
1089:
1506:
619:, one of the leading players in the sport, stated that they might not participate in further Grands Prix, leaving only two major teams,
479:, who was suffering from a high fever at the time. The use of Folkingham was the British Government's sole contribution to the project.
1302:
769:
Fangio's opinion on the BRM Type 15/Type 30 was; "It was the most fantastic car I ever drove – an incredible challenge in every way."
530:, was allowed to start from the back of the grid. When the flag dropped at the start of the race, the BRM, carrying the racing number
1455:
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1216:
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829:
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642:, one drum-braked car, and the other disc-braked, with Moss as one driver, and with Mays all the while attempting to enlist
612:
driving a Ferrari. Later in 1952, BRM entered three cars in a race at Goodwood; the cars finished first, second and third.
1049:
752:
745:
1874:
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554:
456:
oil/air pocket adjustable springing/damping on all four wheels. The body panels and styling of the car were designed by
755:, who, Owen thought, was the only driver other than Fangio who showed the BRM Type 15/Type 30 to its best advantage.
845:
255:
1133:
616:
565:
331:
604:
came to BRM to work on testing the car, with the possibility of racing it. He drove one of two BRMs in the 1952
413:
car: part of BRM's ethos was to exploit German technology that had so recently been used against Britain during
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315:
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and BRM was then asked if it would be entering cars. BRM replied by preparing two cars for an April race at
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and gears in the centre of the engine. Components were manufactured by various British companies, including
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271:
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1529:
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47:
22:
726:(4.9 ata) and 585 bhp (436 kW) at 11,800 rpm, the car reaching 186 mph (300 km/h).
1879:
457:
422:
67:
1580:
912:
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but had problems with his car during the start. Both cars failed to finish and the race was won by
605:
492:
449:
367:
307:
275:
80:
35:
1570:
1169:
1115:
495:, the first race of the new Formula One World Championship, but problems with the engine, such as
1234:
1173:
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643:
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created a set of special brakes for the car which were tested in late 1951 while still at Monza.
410:
287:
666:- which had been developed and tested by Rolls-Royce for the engine, were not proceeded with.
409:. The gearbox was designed by Mundy based on the one from the German pre-war 1939 1.5 litre V8
1470:
1451:
1422:
1371:
1348:
1298:
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899:
860:
833:
712:
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496:
286:, after BRM withdrew their V16 engined cars before a race in Turin while attempting to enlist
844:. The cars can sometimes be seen in action at the various historic racing events such as the
460:
of Standard Motors. Design of the car and all engineering drawings had been completed by the
270:. Designed in 1947 and raced until 1954–55, it produced 600 bhp (450 kW) at 12,000
934:
704:
676:
After Fangio's accident at Monza, Mays, looking around for a replacement driver, auditioned
620:
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545:
434:
347:
291:
86:
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per cylinder bank, via gear train from the centre of the crankshaft. Hairpin valve springs.
888:
803:
681:
670:
461:
193:
116:
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events. Thus, by not competing in the Turin race, BRM contributed to the downfall of the
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42:
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The BRM Type 15 shown with the later enlarged radiator opening and louvred ventilated
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1838:
1565:
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778:
677:
609:
601:
521:
98:
981:' book, he claimed the following power curve with the 4.0:1 supercharger (5.7 ata):
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978:
916:
763:
723:
509:
476:
426:
418:
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267:
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153:
1211:(2003). BRM: Front Engined Cars, 1945–1960. Volume 1. Motor Racing Publications.
669:
After a particularly trying time with reliability problems during a 1952 race at
627:. The race organisers of Formula One wondered who could take Alfa Romeo's place.
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248:
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169:
134:
122:
104:
90:
73:
1030:
1013:
Tony Rudd's book showed a power curve peaking at 612 bhp (456 kW).
358:, used to prevent the highly compressed fuel/air mixture from exploding in a
1798:
1595:
1590:
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730:
696:
557:
drove a second car, and in July 1951 BRM was able to enter two cars for the
538:
359:
323:
176:
1295:
BRM V16: How Britain's auto makers built a Grand Prix car to beat the world
1259:
BRM V16: How Britain's Auto Makers Built a Grand Prix Car to Beat the World
1195:
1051:
BRM V16: How Britain's Auto Makers Built a Grand Prix Car to Beat the World
744:
Amongst the other drivers, the Type 15 Mark II/Type 30 was also driven by
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The cars last raced around the end of 1955. One of the later drivers was
327:
222:
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181:
1843:
1733:
1728:
1718:
1713:
1703:
1698:
1693:
1076:"The Short and Intriguing History of V-16 and W-16 Engines @ Top Speed"
453:
395:
278:
suggested that the engine would be able to be run at up to 14,000rpm.
1688:
585:
and use the circuit's facilities at no charge. The car was the first
504:
399:
1152:"The BRM V16 Roars Again - the return of a legendary British racer"
639:
1116:"1954 BRM Type 30 'V16' - Images, Specifications and Information"
343:
163:
140:
126:
108:
1495:
1134:"V16 BRM on Show at Retromobile | HistoricRacingNews.com"
572:
to be driven by Parnell and Walker, after prospective driver
421:
had visited Germany to retrieve any relevant documents. Rear
1170:"Karl Ludvigsen on the BRM V16 part 1 www.velocebooks.com"
1412:
Mays, Raymond and Roberts, Peter (1962). B.R.M.. Cassell.
758:
The potential of the engine was illustrated in 1968 when
425:
of the new BRM was also derived from Mercedes-Benz, and
370:. Twin-pot carburettors were designed for the engine by
519:
The car was first entered in a race at the August 1950
471:
The completed car was first run on the aerodrome at
1676:
1641:
1538:
944:Valve gear 2 valves per cylinder @ 80 degrees with
215:
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192:
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162:
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133:
115:
97:
79:
66:
61:
53:
34:
29:
21:
1421:Rudd, Tony. (1993). It was Fun! Patrick Stephens.
1388:"How a Formula 1 Internal Combustion Engine Works"
306:The engine was designed by a team consisting of
1318:
1316:
1314:
711:Also in 1953, the BRM had a moment of glory at
684:instead. In the meantime, the car was raced by
1507:
1163:
1161:
487:It had been intended to début the car at the
8:
544:The next outing was a short sprint event at
342:– machining of the main engine components,
266:motor racing in the immediate aftermath of
1514:
1500:
1492:
1450:. Vol. 1. Motor Racing Publications.
322:. It was conceived as basically two 750cc
18:
828:, the other is on display as part of the
692:, who was one of BRM's own test drivers.
1006:600 bhp (450 kW) at 12,000 rpm
1003:585 bhp (436 kW) at 11,000 rpm
1000:525 bhp (391 kW) at 10,000 rpm
954:Exhaust valves 1.09 in (28 mm)
405:car designed for the engine was made by
382:
16:Reciprocating internal combustion engine
1022:
997:412 bhp (307 kW) at 9,000 rpm
994:335 bhp (250 kW) at 8,000 rpm
991:250 bhp (190 kW) at 7,000 rpm
988:175 bhp (130 kW) at 6,000 rpm
1353:: CS1 maint: archived copy as title (
1346:
1168:Veloce Publishing (20 December 2007).
985:100 bhp (75 kW) at 5,000 rpm
951:Inlet valves 1.25 in (32 mm)
1297:. Veloce Publishing Ltd. p. 74.
937:coil, later four Lucas magnetos. One
7:
919:with two 3 in (76 mm). SU
762:drove the car in a demonstration in
1256:Ludvigsen, Karl (1 February 2007).
908:Stroke 1.90 in (48.26 mm)
630:Ferrari had built new cars for the
568:, intending to run two cars in the
444:for the car and the springing and
1448:BRM: Front Engined Cars, 1945–1960
878:Power 550 bhp (410.1 kW)
836:, having previously been owned by
658:for which the car had been built.
14:
1092:. 4 November 2020. Archived from
1048:Ludvigsen, Karl (February 2007).
960:Counterbalanced two piece with 8
905:Bore 1.95 in (49.53 mm)
1616:
1523:
623:and a temporarily uncompetitive
514:Prince Philip, Duke of Edinburgh
41:
1237:from the original on 2021-12-21
1176:from the original on 2021-12-21
830:Donington Grand Prix Exhibition
798:Number of finishes in points 1
1:
1487:. Profile Publications. 1967.
274:, although test figures from
968:. (Later 10 plain bearings.)
475:in December 1949, driven by
1229:musrum (11 December 2006).
548:in September of that year.
489:1950 Formula One Grand Prix
1896:
1370:(2008) . BRM V16. Veloce.
1138:www.historicracingnews.com
1090:"BRM P15 V16 Continuation"
846:Goodwood Festival of Speed
376:
1465:Ludvigsen, Karl (2008) .
1279:– via Google Books.
1262:. Veloce Publishing Ltd.
452:air-struts incorporating
237:British Racing Motors V16
143:, two valves per cylinder
930:Fuel Petrol/alcohol fuel
927:(5.7 bar) maximum boost.
802:After the fiasco of the
695:At around this time the
1031:"Engine BRM • STATS F1"
946:twin overhead camshafts
875:1487.76 cc (90.8 cu in)
857:Designer: Peter Berthon
789:Number of Grands Prix 4
570:1951 Italian Grand Prix
564:Later the team went to
559:1951 British Grand Prix
366:such as the Merlin and
284:1952 Formula One season
262:(BRM) for competing in
915:two-stage centrifugal
499:cracking, buckling of
429:front suspension from
391:
1531:British Racing Motors
1231:"BRM A Brief History"
1054:. Veloce Publishing.
822:National Motor Museum
686:José Froilán González
386:
260:British Racing Motors
221:approx. 200–230
158:Two-stage centrifugal
48:British Racing Motors
1663:Constructors' titles
1245:– via YouTube.
1184:– via YouTube.
884:50 to 70 lbf/in
795:Number of finishes 2
729:At around this time
1875:1952 in Formula One
1870:1950s in motorsport
1865:Formula One engines
1154:. 18 November 2020.
1120:Ultimatecarpage.com
512:, and her husband,
1198:. 18 January 2014.
792:Number of starts 2
576:was vetoed by the
439:three-leading-shoe
411:Mercedes-Benz W165
392:
326:back-to-back with
288:Juan Manuel Fangio
1852:
1851:
1476:978-1-84584-037-2
1376:978-1-84584-037-2
1096:on 9 October 2021
834:Bernie Ecclestone
615:In the same year
437:provided special
233:
232:
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1685:Formula One cars
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1394:. 26 August 2019
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898:. Cast iron wet
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1633:List of drivers
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1612:World Champions
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1437:Further reading
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1392:f1chronicle.com
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1368:Ludvigsen, Karl
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1324:"Archived copy"
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1078:. 29 June 2020.
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1035:www.statsf1.com
1029:
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1024:
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975:
966:roller bearings
887:135 degree V16
854:
813:
775:
682:Tony Vandervell
501:connecting rods
485:
458:Walter Belgrove
446:shock absorbers
381:
340:Standard Motors
304:
290:, leaving only
247:(90.8 cu. in.)
40:
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852:Technical data
850:
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717:Alberto Ascari
636:Valentino Park
574:Ken Richardson
528:Raymond Sommer
484:
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473:RAF Folkingham
377:Main article:
356:inlet manifold
303:
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1196:"BRM Type 15"
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804:Ulster Trophy
797:
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767:
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753:Peter Collins
749:
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746:Ron Flockhart
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678:Mike Hawthorn
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610:Piero Taruffi
607:
606:Ulster Trophy
603:
602:Stirling Moss
598:
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536:Daily Express
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332:English Steel
329:
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308:Peter Berthon
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198:400–600
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110:
106:
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99:Cylinder bore
96:
92:
88:
84:
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78:
75:
71:
69:
68:Configuration
65:
60:
56:
52:
49:
44:
39:
37:
33:
28:
24:
20:
1833:
1606:Mike Pilbeam
1586:Aubrey Woods
1571:Jean Stanley
1551:Raymond Mays
1484:
1466:
1447:
1417:
1408:
1398:23 September
1396:. Retrieved
1391:
1382:
1363:
1338:. Retrieved
1331:the original
1294:
1285:
1273:. Retrieved
1258:
1251:
1239:. Retrieved
1224:
1204:
1190:
1178:. Retrieved
1146:
1137:
1128:
1119:
1110:
1098:. Retrieved
1094:the original
1084:
1070:
1050:
1043:
1034:
1025:
1012:
1009:
979:Raymond Mays
976:
941:per cylinder
921:carburettors
917:supercharger
911:Fuel system
873:Displacement
818:
814:
801:
776:
768:
764:South Africa
757:
750:
743:
738:
734:
728:
710:
694:
675:
668:
660:
648:
629:
614:
599:
563:
555:Peter Walker
543:
535:
531:
520:
518:
510:Elizabeth II
486:
477:Raymond Mays
470:
466:
427:trailing arm
419:Cameron Earl
415:World War II
401:
393:
364:aero engines
346:, etc., and
316:Eric Richter
305:
280:
268:World War II
241:supercharged
236:
234:
194:Power output
154:Supercharger
81:Displacement
36:Manufacturer
1880:V16 engines
1623:Graham Hill
1561:Alfred Owen
1275:27 November
1241:27 November
1180:27 November
913:Rolls-Royce
760:Graham Hill
701:Alfred Owen
690:Ken Wharton
652:Formula Two
632:1952 season
591:disc brakes
589:car to use
550:Reg Parnell
493:Silverstone
442:drum brakes
407:Rubery Owen
379:BRM Type 15
352:flame traps
348:David Brown
312:Harry Mundy
302:Development
296:Formula Two
276:Rolls-Royce
264:Formula One
170:Carburettor
125:(1.90
121:48.26
107:(1.95
103:49.53
1859:Categories
1795:Sportscars
1557:Principals
1469:. Veloce.
1340:2011-10-27
1017:References
958:Crankshaft
939:spark plug
842:Nick Mason
838:Pink Floyd
811:Conclusion
617:Alfa Romeo
587:Grand Prix
580:. However
431:Auto Union
423:suspension
336:crankshaft
328:cam drives
324:V8 engines
217:Dry weight
211:Dimensions
177:Oil system
148:Combustion
139:32-valve,
135:Valvetrain
91:cu in
54:Production
1799:Rover-BRM
1596:Len Terry
1591:Tony Rudd
1577:Designers
1444:Nye, Doug
1209:Nye, Doug
1100:9 October
933:Ignition
896:crankcase
861:Cylinders
731:Tony Rudd
539:newspaper
497:cylinders
464:of 1947.
320:Frank May
258:built by
251:cylinder
89:(91
57:1947–1955
1446:(2003).
1349:cite web
1293:(2007).
1235:Archived
1174:Archived
923:. 82.6
882:Dry sump
869:: 12,000
840:drummer
826:Beaulieu
705:Midlands
625:Maserati
600:In 1952
546:Goodwood
491:race at
450:Lockheed
360:backfire
354:for the
182:Dry sump
30:Overview
25:P15 V-16
1825:Engines
1629:Drivers
1547:Founder
1485:BRM V16
1467:BRM V16
773:Results
739:Type 30
735:Mark II
656:Formula
621:Ferrari
595:Girling
582:gearbox
454:silicon
435:Girling
402:Type 15
398:of the
396:chassis
368:Griffon
292:Ferrari
1709:P48/57
1643:Titles
1540:People
1473:
1454:
1425:
1374:
1301:
1266:
1215:
1058:
900:liners
671:Ulster
644:Fangio
505:piston
503:, and
462:Spring
389:bonnet
334:– the
318:, and
256:engine
253:racing
239:was a
188:Output
166:system
62:Layout
1334:(PDF)
1327:(PDF)
973:Power
935:Lucas
889:alloy
863:: V16
783:block
724:boost
697:trust
664:Crecy
640:Turin
566:Monza
483:Races
448:were
245:litre
72:135°
1819:P301
1814:P351
1809:P167
1804:P154
1789:P230
1784:P207
1779:P201
1774:P180
1769:P160
1764:P153
1759:P139
1754:P138
1749:P133
1744:P126
1739:P115
1724:P261
1678:Cars
1668:1962
1656:1962
1471:ISBN
1452:ISBN
1423:ISBN
1400:2020
1372:ISBN
1355:link
1299:ISBN
1277:2016
1264:ISBN
1243:2016
1213:ISBN
1182:2016
1102:2021
1056:ISBN
894:and
779:head
713:Albi
688:and
400:BRM
394:The
344:sump
249:V-16
243:1.5-
235:The
164:Fuel
141:DOHC
1844:H16
1834:V16
1734:P83
1729:P67
1719:P61
1714:P57
1704:P48
1699:P25
1694:P30
977:In
925:psi
867:RPM
824:in
737:or
721:psi
578:RAC
272:rpm
74:V16
23:BRM
1861::
1839:V8
1829:I4
1689:15
1390:.
1351:}}
1347:{{
1313:^
1233:.
1172:.
1160:^
1136:.
1118:.
1033:.
848:.
638:,
593::
516:.
433:.
417:.
374:.
372:SU
338:,
314:,
310:,
298:.
227:lb
223:kg
204:kW
200:hp
127:in
123:mm
109:in
105:mm
87:cc
1515:e
1508:t
1501:v
1479:.
1460:.
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1402:.
1357:)
1343:.
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1219:.
1140:.
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1037:.
902:.
781:/
532:8
229:)
206:)
129:)
111:)
93:)
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
