Technical characteristics

Engine: 6-cylinder in-line longitudinal front
Bore x stroke: 86.2 x 67.5 mm
Power: 267 HP at 7,800 RPM
Maximum torque: 36.4 Kgm at 6500 RPM
Distribution: side camshaft, rods, and rockers.
Valves: 45 mm intake; Exhaust 38/39 mm of 410 steel.
Cranks: national Ercoli.
Feeding: modified double mouth carburetor.
Lubrication: Dry Carter, 4-body oil pump. Pressure 454 lb / inch2. radiator and 12-liter recovery vessel.
Cooling: original pump with the modified turbine, radiator with an adjustable airflow of 17 liters.
Block: original Chevrolet 250, with harmonic compensator "damber" Beedford.
Transmission: Saenz gearbox with four forward gears with constant-take gears. Not synchronized
Clutch: Multi-discs composed of three sintered discs.
Differential: Chevrolet Impala with Saenz self-locking
Brakes: four-wheel disc with distribution regulation from inside the passenger compartment.
Front: 320 mm ventilated discs with 6-piston calipers.
Rear: 260 mm ventilated discs with 4-piston calipers.
Front suspension: Independent SLA type with helical springs and adjustable telescopic dampers (180 kg compression and 100 kg expansion).
Rear suspension: Triple-leaf longitudinal elastic Hotchkiss type, 45º telescopic shock absorbers, neutralizing tensioners. Rigid semi-floating shaft.
Wheels: Michelin tires for route and Faneco for racetracks.
Forward 7 inches
6.5 inch back
Length: 4800 mm
Width: 1839 mm
Front trail: 1500 mm
Rear trail: 1501 mm
Weight: 1250 Kg

The General Motors design body has no major modifications other than the trunk and the addition of the roll cage, which gives the rider rigidity and protection.
The front suspension is original, as imposed by the regulations at that time, the anti-roll bar is attached to the lower arm with an adjustable length connecting rod that compensates for height variations when loading the car.

The cooling radiators, both water, and oil are placed in the trunk ahead of everything in aluminum drawers, next to these are the cooling ducts for the brakes, which are FT disk with a trapezoidal grooved surface in the four wheels, with six-piston calipers forward and four rear.

The rear suspension is with elastic, adjustable shock absorbers and tensioners, some superior ones that join the gunboat with the crossbar of the roll cage, and others that complement the transmission of the thrust that joins the differential housing by means of a fixed ball joint and the tips of the Lower tensioner are joined with two supports parallel to the floor stringers. The central fixation of the elastics has a connecting rod of adjustable length to vary the height of the car.

The engine is the Chevrolet 250, with seven benches that gives it a very good rigidity and allowed to reach 8500 RPM, the intake manifold, original by regulation, limited the performance of the engine because the profiles of its ducts such as those of the cover of cylinder differed markedly from the optimum to obtain a good filling, together with the regulatory imposition of respecting the distance between the centers of the valve stems forced to limit the diameter of the same, which was resolved with design of the valve fungus . Likewise, given the need for a greater mixing input, the intake valve should have more time in full opening, given by a flat cam profile, which causes a sharp acceleration in its opening and closing, subjecting the valve springs to a great effort, this being an inconvenience that made him abandon on some occasions.

The crankshaft bearings were national, while imported crankshafts, these were national Ercoli brand. The lubrication was by dry-sump with Wiver oil pump with three bodies for recovery and one for food.

The clutch was three sintered discs with thrust per diaphragm.
The gearbox in Saenz and has the same relationships as the original, as specified in the regulations. The differential is self-locking.

The front trail keeps the original measurement, while the rear the distance is five centimeters greater to increase the one in the routers circuits.

ROBERTO JOSE MOURAS
He was born in Moctezuma, a small town of Carlos Casares, on February 16, 1948.

He started running on Enhanced Road Tourism in 1965 with a Chevrolet 400, winning his first race that year at Alberti.

Then with a Torino he ran in Annex J and some Road Tourism races. Since 1970 he dedicated himself only to T.C.

In 1974 he prepared a Chevy coupe and with it came the good results, in 1976, a year that of twelve races wins six in a row.

In 1974 he prepared a Chevy coupe and with it came the good results, in 1976, a year that of twelve races wins six in a row.

Those of 1977 and '78 are not good campaigns and he decides to leave the Chevy and get on a Dodge, with which he achieves the title of T.C. in the years 1983, '84 and '85.

Already underway the 1986 tournament returns with Chevrolet that will be its brand until the end. Between that year and 1992, he runs 105 races, winning 14 finals and 29 series. In total with Dodge and Chevy won 50 races.

He does not win any championship with Chevrolet but his excellent performances give him idol quality among the followers of that brand.

His paradoxically triumph his final race was in Lobos. There he suffered the terrible accident that cost him his life when he marched first. The race was terminated and he was declared a post-Morten winner. His companion Amadeo Pastor González also died. This happened on November 22, 1992. Mouras was 44 years old.

The "7 Gold"

Roberto José Mouras started running in T.C. with Torino, but soon he went on to do it with a Chevrolet and in 1976 his coupe painted gold by advertising demands and wearing the number 7 on its doors, gave rise to one of the myths of the category: the "7 Gold".

Thus the fans of his Chevy were baptized, when between May and October of that year, he wins six races consecutively, being the same: Bahía Blanca, Monte, Olavarría, Laboulaye, Monte again and Olavarría again.

That year is second in the Tournament, behind Pirín Gradassi, one of the greats that had the category at the time. The next two years "77 and '78 do not have good results and it goes to Dodge after a long constant struggle of sacrifice and work conquers with this three consecutive championships: 1983, '84 and '85.

When he returns to Chevrolet in 1986, fans receive him as a true idol. With other colors and with the number 1. It is no longer the mythical "7 gold", but the pilot is the same: the "Bull" Mouras. Despite continuing to win, he would not be able to be a champion to give all the people of the "goat" the satisfaction of being a champion, but he will be an idol forever for his careful delivery in each competition.

HALF CENTENAR ...
The "Bull" Mouras won his first race in T.C. in Bahía Blanca on May 9, 1976. Between that and his last triumph, which was in Lobos on November 22, 1992, the day of the accident that ended his life and that of his companion, declared post-morten winner, obtained 50 victories

Only Juan Galvez, who won 59 races, is more winner than Roberto José Mouras in the most popular category of Argentine car racing. He also won 78 series.