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#1. Driving shoe alternative for Simpson shoes for a bigger sole - from Marc.S.Edwards@QuestDiagnostics.com
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Date: Mon, 12 Feb 2001 22:58:15 -0800 From: Marc.S.Edwards@QuestDiagnostics.com Subject: Driving shoe alternative for Simpson shoes for a bigger sole Gruppe; I have a pair of Simpson driving shoes that are ankle height and tie with shoelaces. I think that I am finding the sole of this shoe to be a little too small. I could use a slightly larger shoe sole in order to better heel and toe for the track. Has anyone else here switched from Simpson shoes to another driving shoe to get a slightly bigger sole? Or, recommend a shoe with a larger sole that is designed for this use? Any place in the Los Angeles area that carries driving shoes, especially in the San Fernando valley or nearby? Thanks, Marc Edwards 1995 M3 LTW Needing a bigger sole
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#2. Source for driving shoes - from Marc.S.Edwards@QuestDiagnostics.com
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Date: Mon, 12 Feb 2001 22:56:19 -0800 From: Marc.S.Edwards@QuestDiagnostics.com Subject: Source for driving shoes Gruppe; I have a pair of Simpson driving shoes that are ankle height and tie with shoelaces. I think that I am finding the sole of this shoe to be a little too small. I could use a slightly larger shoe sole in order to better heel and toe for the track. Has anyone else here switched from Simpson shoes to another driving shoe to get a slightly bigger sole? Any place in the Los Angeles area that carries driving shoes, especially in the San Fernando valley or nearby? Thanks, Marc Edwards 1995 M3 LTW Needing a bigger sole
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#3.Does "toe" affect traction? - from Rob
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Date: Tue, 13 Feb 2001 00:18:19 -0700 From: "Rob" <motor@cadvision.com> Subject: <Alignment> Does "toe" affect traction? Here is my tech question of the day :) Does changing the cars "toe" in or out effect the overall traction on that axle or just the way the car behaves?. Here is my example: On the rear of an E36 if you add a bit of toe-in the car tends to oversteer less and *maybe* not turn in as quickly. Is this because we have reduced the traction on that axle or have we just changed the turn-in charcteristics?. On the front of the car if we add toe-in it is said to make the car more stable at high speeds, but if we reduce the toe to ZERO or even adjust for toe-out the car turns in much better. This is a bit easier to understand on the front axle but does it change the under/over steer charcteristics of the car or...? If an E36 with stiff suspension and big sway bars is oversteering a bit too much which would be a better solution and why: A-Soften the rear sway bar or B-Add more toe-in on the rear. Thanks for your time. Rob
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#4. RE: [E36M3] More tire for less weight - from David Hogg
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Date: Tue, 13 Feb 2001 07:05:02 -0800 From: "David Hogg" <springwood@blazenet.net> Subject: RE: [E36M3] More tire for less weight Sean, stirring the pot, said: >i'm not sure if you were being metaphorical or not, but since i'm in a "devil's advocate" mood today, i'll point out something...wider tires make for a short/wide contact patch as opposed to a long/thin one (which is good for traction) but wider tires do NOT make for larger contact patches.< I didn't say "more tire on the road", just "more tire". Fact is, there'll be more tire on the road longitudinally for the corners. I like that. On the straights they'll just create higher wind resistance from the larger frontal area. Tradeoffs, tradeoffs... ;^D Dave Hogg
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#5. RE: [E36M3] Wide tires and contact patch size? - from Dave Spragg
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Date: Tue, 13 Feb 2001 07:36:05 -0500 From: "Dave Spragg" <dspragg@mediaone.net> Subject: RE: [E36M3] Wide tires and contact patch size? I have found that a smaller size of the same make of tire heats more quickly in an autocross. The extra traction with a given tire changes as it heats up. Last year my club ran autocrosses that averaged about 75 seconds and the last 30 seconds of the first run as well as the last 40 or 50 seconds of the next run would show notable differences in grip. I ran 225/45-17's to great effect. I also had the opportunity to autocross about 15-20 different cars last year, many of them M3's or E36 chassis cars with DOT legal racing tires. This phenomenon was pretty consistent across the board with the effect being less noticeable or not noticeable at all to me when tires had been heat cycled many times. The effect also of course varied by tire type and I should make clear there was no sudden marked change but more of a gradual change in most tires. Dave Spragg dave@spragg.com Natick, MA 99 M3 Sharked 92 330is Sharked and Supercharged -----Original Message----- From: Sean Hester [mailto:seanh_race@hotmail.com] Sent: Tuesday, February 13, 2001 1:28 AM To: E36M3 Subject: Re: [E36M3] Wide tires and contact patch size? Date: Mon, 12 Feb 2001 22:17:37 -0800 From: "Sean Hester" <seanh_race@hotmail.com> Subject: Re: [E36M3] Wide tires and contact patch size? > Okay Sean has started one this time :) > > >>the "amount of tire on the road" is NOT a function of the size/width of >the >tires. the size of the contact patches is mostly a function of the weight >of the car, and has a little to do with air pressures. so, no matter that >you think, or have heard, wider tires do NOT give you "more rubber" on the >road. wider tires make for a short/wide contact patch as opposed to a >long/thin one (which is good for traction) but wider tires do NOT make for >larger contact patches.<< > > I think most of use try to squeeze the largest (width) tire we can under >the fenders of our E36's but maybe it is in vain?. Has anyone ever tested, >or been able to offer an educated guess on the actual handling >grip/performance difference of a 235/40/17 vs 245/40/17 vs 255/40/17 ?. >It is just about time for new rubber on my car and I'm considering going >from 245/40 to 235/40 to gain back a bit of gearing advantage. If the 245's >don't offer more grip in the corners then it makes more sense to me to buy >the cheaper, lighter and faster (accelerating) 235's. no no no. wider tires DO help with traction. (in the dry) but it's not because of a larger contact patch. it's because that a short wide contact patch is good for dry traction. it has to do with pretty complex stuff like how the tire deforms as it rolls, as it bends due to cornering forces and all that "way too much physics for a family list" kinda stuff. but it's NOT becuase there's more rubber touching the ground. the area of the contact patch is constant. if you get tires that are twice as wide you get a contact patch that's half as long. notice that i said "in the dry" though. in standing water or snow, a long narrow contact patch is better for traction. (mostly for ability to get water out from under the tire) i didn't mean to imply that wider tires aren't good for traction. they are. and the wider the better. as long as you stay on dry pavement. _________________________________________________________________ Get your FREE download of MSN Explorer at http://explorer.msn.com ************************************************************* List Commands UNSUBSCRIBE - (in subject line) unsubscribes you from the mailing list. DIR - sends a listing of files available in the list's GET directory. GET filename1.ext,filename2.ext - sends the requested file(s). To issue a command/request to the server: Send a message with the command you wish executed as the subject of the message. *************************************************************
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#6. FS: M3 Manual Sport Seats - from Vern Anderson
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Date: Tue, 13 Feb 2001 09:00:09 -0500 From: Vern Anderson <VAnderson@IVW.com> Subject: FS: M3 Manual Sport Seats I'd like to sell the seats from my 1998 M3 Coupe and replace them with Recaro SRD's. The seats are black leather manual sport seats (the Darth Vader ones) in excellent condition with 32,000 miles of use on them. The driver's seat has a small, dime-size wear spot on the outside bolster. I am going to investigate repairing that prior to selling them, but I'm not sure what options exist for repair (any advice would be appreciated). The car was always garaged, so the leather is in perfect shape and I regularly treated it with good leather cleaner and treatment. Please contact me if interested, thanks! Vern Anderson 98 M3/2
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#7. RE: ASC+T vs. DSC - from Jonathan Caldito
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Date: Tue, 13 Feb 2001 09:05:35 -0500 From: "Jonathan Caldito" <jonnym3@hotmail.com> Subject: RE: ASC+T vs. DSC Steve, You said, "Does anyone the differences between the ASC+T system (which I believe is what my '97 M3/2 has) and the newer DSC system (as fitted on the new 2001 model 3-Series)? Also, does anyone know how CBC (corner braking control?) and ADB work?" DSC is designed to improve the lateral stability of the vehicle in all driving conditions. Whereby ASC+T is primarily designed for longitudinal stablity and providing the optimum traction for driving off, DSC adds lateral stability control to the already proven system. DSC III also has more sensors that ASC+T doesn't have such as a rotation rate sensor and lateral accerlation sensor. Cornering Brake Control As a vehicle enters a curve, the weight of the car shifts to the outside of the curve. With non CBC equipped vehicles, if the driver brakes while driving through a curve an equal hydrualic force is applied to each wheel. Even though the pressure is equal, the braking effort is unequal at tire footprint due to the increased weight of the vehicle on the outside curve. With a CBC equipped vehicle, the feature regulates the apply pressure to the wheels based on the turning angle (curve recognition). When the driver brakes in the same situation, an unequal hydraulic pressure is applied to each side of the vehicle. Though the apply pressure is unequal, the dynamic of the vehicle's weight transfer compensates for the unequal apply pressure, as a result braking effort is equal at the front tire footprint. The ASC control module monitors the speed signals from all four wheels to determine when this regulation is required. I never heard of ADB?!?! Jonathan Caldito _________________________________________________________________ Get your FREE download of MSN Explorer at http://explorer.msn.com
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#8. street vs. race tires - from Kit Wetzler
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Date: Tue, 13 Feb 2001 07:37:47 -0800 From: Kit Wetzler <kitwetzler@mindspring.com> Subject: street vs. race tires heh, here's my two cents. I run 235/40r17 street tires, and I run 245/40r17 race tires. I get similar acceleration, because I run the G-Force R1As... they're very lightweight, just barely heavier than the Hoosiers. (They're the newer fiberglass tire... sure wish they were gonna make more! I might have to go to Hoosiers.) hm. Anyone out there with track wheels want to trade a set of lightweight 17x8.5 wheels for my set of 4 17x8.5 M-contours? Hm. Failing that, anyone interested in buying a set of 17x8.5 M-contours, and helping me finance a set of SSR Competitions for the street, so I can use my BBS RKs for the track. BTW, speaking of that... has anyone heard of BBS RKs separating at high speeds? I've spoken with a few people that have told me, second or third hand that after hard lateral impacts, the spokes of the RKs can shear. This obviously worries me. :) Anyone here with an M3/4 use a Speedware harness bar? they look purty... any comments on increased stiffness? I figure that they sit too close to the rear seat to leave it in all the time, right? -kit 97 m3/4
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#9.E36 M3 Euro 6-speed gearbox - from Chris Turrisi
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Date: Tue, 13 Feb 2001 09:30:46 -0500 From: Chris Turrisi <cturrisi@worldnet.att.net> Subject: <FS> E36 M3 Euro 6-speed gearbox Ok Gang... (sorry for the cross posts) Ever wish your E36 M3 had the extra cool 6-speed gearbox like the euro counterpart? but parting with $6K (bekkers price, new) is hard to swallow. Plus, you have to send your 5-speed in as a core as well. How about tried and true tested used one? anyone? I have (1) 6-speed gear box, used, from Europe with all the parts for $3500 plus shipping. It does not require the 5-speed core exchange either. Anyone that is interested please contact me directly. I will attempt to sell the gearbox on Ebay if no one is interested by the end of next week; but I would rather it went to a true enthusiast.... Thanks, Chris T. 97 M3
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#10. LTW Extensions - from Trela, Eric
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Date: Tue, 13 Feb 2001 09:50:31 -0500 From: "Trela, Eric" <eric.trela@cyberlogtech.com> Subject: LTW Extensions All, I must admit that after seeing the LTW extensions in person - they evoked the "gotta havit" response common to many on this list. Looking at the front rubber lip on my car now, I can see how adding stuff to the bottom or the front lip will cause problems, but I must investigate anyway. So from where do I get these and how much? Anybody got a chewed up set (or single piece) that I can borrow and "try" for a while. I would rather learn on an already messed up set how bad (and pointless) these things would be on my car. There is one place that I will use to test the clearance - if I can make it past there I am fine............... Thanks Eric 95 Red ///M3 coupe
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#11. RE: [E36M3]E36 M3 Euro 6-speed gearbox - from Wayne Miller
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Date: Tue, 13 Feb 2001 09:53:02 -0500 From: "Wayne Miller" <m3@waynemiller.com> Subject: RE: [E36M3] <FS> E36 M3 Euro 6-speed gearbox If anyone is interested, I have the other 6 speed that came over in the same box and mine is being installed (by Autosport Performance) at the end of this week or sometime next week so I will give a full report. The only thing that it didn't come with is a new shift knob with 6 numbers (R isn't a number) on it so I ordered one yesterday from a Euro E34 M5. I can't wait..... -Wayne '99 M3/2 6-Speed?
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#12. Contact Patch - from Patrick Dargan
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Date: Tue, 13 Feb 2001 09:54:33 -0500 From: "Patrick Dargan" <darg01@earthlink.net> Subject: Contact Patch ".... the size of the contact patches is mostly a function of the weight >of the car, and has a little to do with air pressures..." Hay, was the last part of this a typo? If anyone doesn't think the contact patch area has something to do with air pressure, go out and start letting air out of your tires. It is apparent that as they get "flatter", the contact patch AREA will increase. Actually, for a given weight of car, air pressure is about the only thing that can change contact patch AREA. If a car weighs 4000 lbs., 1000 lbs. is supported at each corner. What really supports this weight is air. At 50-psi, (pounds per square inch), each square inch of contact area is supporting 50 lbs. Under this condition the contact patch area at each tire would be 20 square inches. This would be about 4.5 in x 4.5 in., if the contact patch area were a square. Less pressure, more area. As was said in other posts, however, the shape of the contact patch ultimately has more to do with handling, traction, etc. Pat D.