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#1.was World Challenge - from Andrew-Taylor Autosport
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Date: Wed, 16 Oct 2002 02:09:11 -0400 From: "Andrew-Taylor Autosport" <astaylor@taylorautosport.com> Subject: <wob> was World Challenge Sorry, that was s'posed to go to James. Oops. -A > -----Original Message----- > From: Andrew-Taylor Autosport [mailto:astaylor@taylorautosport.com] > Sent: Wednesday, October 16, 2002 2:15 AM > To: E36M3 > Subject: RE: [E36M3] Road Atlanta World Challenge <long> > > > Date: Wed, 16 Oct 2002 01:47:35 -0400 > From: "Andrew-Taylor Autosport" <astaylor@taylorautosport.com> > Subject: RE: [E36M3] Road Atlanta World Challenge <long> > > > Still using the Hawk HT-10 pads, > > their smooth initial bite is the only thing that is keeping me > on track as > > the car wants to skate when the brakes are first applied. > > Doesn't sound like smooth initial bite ;-O > > Let me know when you want me to fix your brakes! > > > Qualifying - New Redline oil should be good for a few Hp. New > tires, one > > small tweak on crossweight and rebound and the car is ready (I have a > > prototype set of Ground Control camber plates that allow > > weight-jacking from > > the top - VERY COOL!). > > That is the way to do it. BMW did this starting in the mid 80's > on the 635 > GrA cars, and it naturally followed to the E30M3 GrA cars. I made > (improved) copies of the GrA camber plates about a year and a half ago, > where you could adjust ride height (and suspension droop) from the engine > compartment. I have them available now, albeit only for E30s. Perhaps I > should adapt the plate (simple mod to the drawing) for E36 applications. > > Anyway, congrats on a good weekend, sorry I didn't make it down. > > Andrew > http://www.taylorautosport.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 to the email address e36m3@bmw-m.net. > ************************************************************* > > > >
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#2. Re: [E36M3]NOW --> BRAKES < Road Atlanta World Challenge- from Jon S.
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Date: Wed, 16 Oct 2002 02:14:15 -0500 From: "Jon S." <treehouse@comcast.net> Subject: Re: [E36M3]NOW --> BRAKES < Road Atlanta World Challenge <long> James, This sounds like a blast! I hope to be out there one day chasing you down. I would like to comment on the braking issue you mentioned- for the board as well. You Said: > faster). One evident area that I am losing ground is under braking - weight > won't transfer like I would like it to. Still using the Hawk HT-10 pads, > their smooth initial bite is the only thing that is keeping me on track as > the car wants to skate when the brakes are first applied. In my only > non-intentional off of the weekend, I decide to stop being so whiny and push > the braking zone into 1 about 50 feet past my normal spot (right on the > heels of Fitzgerald who I have been parked behind since Turn 10). I usually > brake at 250 with this setup, Fitzgerald brakes at 175, I hit them at 200 > and go straight off the track I have been fighting brakes for 2 years on my own. In both a E34 M5 and a E30 M50 conversion. Track only usages apply here. I have gone thru every problem there is with braking; warping rotors, melting pads, burning fluid black in 1 day, setting tire marbles on fire from the radiant heat of the rotor, etc. I eventually designed an agressive duct system similar to the BW backing plates to put tons of air into the rotor. But this was only PART of the solution. I began buying different pads usually 2 sets for a school weekend. I have bought A LOT of different brands and there are just a few left to try. But I have been using the HT-10's after hearing you (?) brag about their resistance to heat and continued performance under hot conditions. You were correct and I was pleased with their performance. But I have noticed that the initial bite seems to fall off compared to a PF 93/97. Do you agree? Anyone with experience? It seems like the friction CO of the PF's is better and can slow the car better without locking up a wheel.(even the directions warn you can over slow the car and it's very true) When I am really working it out there on a lapping day, I find myself starting the brake application light/ medium a bit early, once I get a little weight transfer I find myself pushing harder and then much harder and still getting away with it and no locking up.Yet if I really try to go late and just begin an even brake application I will usually lock one up. (too much cooling? I don't think so) Maybe all this can be fixed with a different master cylinder or a bias, but the same setup has hinted that the HT 10's could use a bit more grab after initial bite. Thoughts? I still choose the HT-10 over the PF for rotor buildup and corrosive dust reasons. Really, I'll take the HT10's over anything I've tried (haven't tried pagid race pads or Ferrodo) (breaking them in is a bitch tho!) I want to believe there is a better pad out there than the HT 10. Is there? (I know what you'll say Andrew) How about the HT15? Glad you had a good time at RA. Keep up the good driving! Jon ______________________________________________ Jon Siccardi Treehouse Racing www.treehouseracing.com ______________________________________________ ----- Original Message ----- From: "James Clay" <james@bimmerworld.com> To: "E36M3" <e36m3@bmw-m.net> Sent: Tuesday, October 15, 2002 6:14 PM Subject: [E36M3] Road Atlanta World Challenge <long> > Date: Tue, 15 Oct 2002 19:15:29 -0400 > From: "James Clay" <james@bimmerworld.com> > Subject: Road Atlanta World Challenge <long> > > I had a bunch of people asking me for a race recap from the last World > Challenge race so I will send this recap to the whole list. For anyone that > doesn't know, I am a rookie driver in World Challenge and we run a single > car privateer-level effort at this point (2003 Season release coming soon!). > > Road Atlanta was my second pro start. I had just been to the track 2 weeks > previously to set up a customer's ITS car (that swept the weekend) and I was > on top of my game. We set the car's suspension up with all the tricks I > know for that track and were ready to go. First session of lapping day went > great. I was able to keep it on the floor with beaten tires from exit of > 10A into braking for 1. I was also able to stay on the heels of the faster > cars (Taz's Honda, Kirberg's new E46, and one of the Tripoint Mazdas). I > had plenty of diagnosable suspension tweaks left and we had some power on > this Hp track - it was going to be a good weekend. > > By about the 3rd session of lapping day, we seemed to be making progress, > but not as rapidly as some of the cars that had been slower (and were now > faster). One evident area that I am losing ground is under braking - weight > won't transfer like I would like it to. Still using the Hawk HT-10 pads, > their smooth initial bite is the only thing that is keeping me on track as > the car wants to skate when the brakes are first applied. In my only > non-intentional off of the weekend, I decide to stop being so whiny and push > the braking zone into 1 about 50 feet past my normal spot (right on the > heels of Fitzgerald who I have been parked behind since Turn 10). I usually > brake at 250 with this setup, Fitzgerald brakes at 175, I hit them at 200 > and go straight off the track, through the DEEP gravel pits, avoid the wall > and pull through the gravel out and back on the track. In the 4th session, > I am behind Will and Sak and obviously losing ground between 1-4. No > blatant handling problems, just not enough stick - any faster and I am off > line and the whole section is shot. Back to work on the shocks/brake bias. > > The next day is 2 practice sessions. The first one seems good. I am > passing lots of cars and the handling issues seem to have gone away, still > not happy about the brakes and I am never behind a fast car between 1-4 > again to test grip. Second practice comes out and I am 22nd after both > sessions, better than mid-pack, but not much and minor changes aren't going > to get 2+ sec required to catch the leaders. Oddly, times have not improved > from yesterday's sessions. I figure the 12+ session tires are playing an > important part, we won't be up at the front, but will definitely improve for > qualifying. > > Qualifying - New Redline oil should be good for a few Hp. New tires, one > small tweak on crossweight and rebound and the car is ready (I have a > prototype set of Ground Control camber plates that allow weight-jacking from > the top - VERY COOL!). I get behind one of the Turner cars, warm up, gap, > then close the gap on a flyer - feeling good about the car, except for a > slight hop that seems to have developed in 12 - scary. One slower lap and > then two more fast, but not as good as the second lap (these tires are > interesting to say the least). Hopping in 12 more evident as I push faster, > not able to keep it on the floor anymore. I come into the pits, make a > quick shock adjustment and change cornerweight (the GC plates are really > cool!), go back out and the car can go through 12 again. One of the Mazdas > passes, I get behind, and it is obvious they are ripping out of the 1-4 > section with the FWD picking up a lot of ground there. No more fast laps, > results put me 24 or 26 (I don't remember, but I am not happy either way). > > I know how the water runs on this track and I have never been timid in 12 > against most better judgment so I get to work. Overnight prayer for rain > doesn't pull through. We go through the starting ceremony, get lined up on > grid, introductions, then the engines are refired. Start lights go out and > it looks like everyone in my area is sleeping. I dodge to the inside on > Seldorf's tail and work up through several rows. Midpack race pace is > always slow for the first few turns, only common sense keeps you from > getting silly and I don't seem to have an overwhelming amount. We narrow > down to 2 for turn 3 and avoid the inevitable spin of some car (things are > moving fast now), then I get 3 wide and a brief moment think about passing > on the outside of 4 in the marbles. Tuck back in line, go through the > esses, downshift and prepare for a killer launch out of 5 - but no gear. > First time I have missed a shift this year - I am going to blame it on > bouncing over the outside curbs on the entry to the turn - I am pretty sure > that had something to do with it. I count as the cars blow by on the short > straight - 1, 2, 3, 4. Now everyone is settled in line and ready to race > for positions. > > We are at the back of a pack of 4. On the second lap, I bump-draft Hein > past an Acura. Foo, Hein, and myself come over the hill in 12, Foo taps the > brakes - not big, no incident, I am going to take advantage of that one > soon. I pass Hein and am on Foo's bumper, then he pulls me out of 7. I am > close under braking for 10 and just about run over him as he taps the brakes > in 12 again. Still can't get by in the turns and can't touch him on the > straight - I am content to stay in his draft. At least we are catching the > group of 4-5 cars a few seconds ahead. Foo gets around an Acura in traffic > and I don't (straight line the esses/grass on the inside in an attempt to > lose as little speed as possible) - I catch the Acura again finally and we > battle for the rest of the race. Almost no contact and zero damage up to > the last lap. I am still behind the Acura and notice a tire on the outside > of 10B courtesy of Taz who I passed as he was working to get into the pits a > couple of laps earlier. The Acura changes its line to avoid, in a last shot > effort, I maximize corner radius and exit speed and wipe out the tire. I > now have the speed to get by before the flag, but the splitter is pulled > loose and suddenly under the LF tire severely limiting grip in 12 - I go > wide, take the finish 4 in the grass in typical style. 18th overall, car is > relatively unharmed and ready for VIR in two weeks! > > Thanks to our sponsors - Ground Control, Hawk, Redline, and Airgas. > > James > > > > > > -------------------------------------------------------------------- > James Clay > http://www.bimmerworld.com > Engineered BMW Performance > Genuine and OEM BMW Parts > 540.639.9648 > -------------------------------------------------------------------- > > Call or visit our website for special introductory pricing on Powerflex > suspension bushings. > > > > > ************************************************************* > 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 to the email address e36m3@bmw-m.net. > ************************************************************* > >
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#3. Re: [E36M3] 95 M3 problems - from DocWyte
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Date: Wed, 16 Oct 2002 04:43:05 -0700 (PDT) From: DocWyte <josh_wyte@yahoo.com> Subject: Re: [E36M3] 95 M3 problems I also had check engine lights thrown. Momentary hesitation with the light, then all was well. Code was the #2 knock sensor. Replaced it and all's well. -josh --- Pilewan23@aol.com wrote: > Date: Wed, 16 Oct 2002 00:05:49 EDT > From: Pilewan23@aol.com > Subject: 95 M3 problems > > <PRE> Hello M3 owners, I have a 95 M3 with approx > 69k miles. I've had the car > for 3 months now. I had a check engine light go on > twice while shifting from > 1st to 2nd gear which when I read the code, read to > be the #2 knock sensor. > That was 15 days ago, and I had the light come on > last week while I was > filling up Exxon 93. On sat I drove around 25 miles > in the rain and when I > was parking in reverse, as I pushed down the clutch > to change into 1st the > Alpine headunit shut off, as did the Valentine one, > as did the engine. It was > as though if I had turned off the ignition myself. > After I got home that > night, the same thing happened again as I released > the clutch to get out of > reverse and go into 1st. This never happened before, > and did not happen > since. Can this all be related the check engine > light from before. The car > also seems to run cold on highway trips. Thanks for > the help in advance. > > > ************************************************************* > 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 to the email address > e36m3@bmw-m.net. > ************************************************************* > > ===== Josh Wyte Momentum Motorsports 508-833-3024 After 5 pm EST __________________________________________________ Do you Yahoo!? Faith Hill - Exclusive Performances, Videos & More http://faith.yahoo.com
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#4. Re: [E36M3] Road Atlanta World Challenge- from Dave Kelley
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Date: Wed, 16 Oct 2002 10:27:58 -0400 From: "Dave Kelley" <d.kelley@usa.net> Subject: Re: [E36M3] Road Atlanta World Challenge <long> James, A bunch of us BMW guys were watching from the hill over Turn 5. You were looking pretty good! Dave Kelley 98 M3/4 94 325i
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#5. RE: [E36M3] Road Atlanta World Challenge - from James Clay
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Date: Wed, 16 Oct 2002 10:45:16 -0400 From: "James Clay" <james@bimmerworld.com> Subject: RE: [E36M3] Road Atlanta World Challenge Tom - It will be on Sat Oct 26 at 8PM (while we are at VIR). I think we have the handling issue (and resulting brake issue) worked out now, VIR should be good. Jim - No way Roger should have let me through - I didn't earn it. If only I had been in challenging position while he was still lifting in 12... Confidence caught up with him after about 7-8 laps and I lost the advantage. James -------------------------------------------------------------------- James Clay http://www.bimmerworld.com Engineered BMW Performance Genuine and OEM BMW Parts 540.639.9648 -------------------------------------------------------------------- Call or visit our website for special introductory pricing on Powerflex suspension bushings.
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#6. ECIS vs Conforti Intakes - from Jake Tiggersman
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Date: Wed, 16 Oct 2002 08:27:09 -0700 (PDT) From: Jake Tiggersman <jtigole@yahoo.com> Subject: ECIS vs Conforti Intakes Hey guys, Someone was asking about the BPG Intake Shootout???Well, your in luck, someone re-did the web site with BPG's (out of business)data and html. http://www.logun.org/intake.htm BTW, I recently purchased an ECIS intake and it works great. Nice bang for the buck. Sure the Conforti looks better, but they both perform the same. My $.02 ===== Jake Tiggersman 95 M3 UUC Comp Evo SS ECIS BBK AA Gen III Exhaust ECIS Intake __________________________________________________ Do you Yahoo!? Faith Hill - Exclusive Performances, Videos & More http://faith.yahoo.com
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#7. Re: [E36M3]NOW --> BRAKES < Road Atlanta World Challenge- from James Clay
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Date: Wed, 16 Oct 2002 13:31:44 -0400 From: "James Clay" <james@bimmerworld.com> Subject: Re: [E36M3]NOW --> BRAKES < Road Atlanta World Challenge <long> This post concerns full track pads only: Without getting into too much detail, we have diagnosed the braking grip problem of the car as too much front camber/slightly too soft springs - I had an idea, but by the time the problem was evident, we couldn't completely set the car up on new springs. You have to remember that with the World Challenge application, we are working with street tires, not sticky R compounds. Braking (corner speed, etc) is limited a good bit on these cars for that reason. As there is less grip, you have to have a smoother application of the brakes and it takes longer to transfer the weight. Without getting into too much detail, we have diagnosed the braking grip problem of the car as too much front camber/slightly too soft springs - I had an idea, but by the time the problem was evident, we couldn't completely set the car up on new springs. At some point, brake pads become personal choice. Once you reach this level, the important characteristics are temperature capacity and longevity. After you find several pads that meet your criteria, pick one that the torque curve matches your preference/driving style. Any complaints I have heard about the HT-10 compound are that the initial bite is not very good. Certainly for our World Challenge application, a grabbier pad would be much more likely to lock the brakes initially before weight transfer if the system is biased correctly. The HT-10 has a very smooth initial bite and smooth torque curve throughout. On the Toyo street tires, I can gradually apply the pedal, get the weight to transfer, then push for max braking. Another characteristic I like personally is a very smooth release - I trail brake (and am actually slowing the car a bit) almost to apex on some turns. This is all my personal preference. In a car with R compound tires, I (again personal opinion) like the HT-10 the best of any I have tried. Even with smooth brake application, I can lock up the tires at will at any point. The heat I build up under braking destroys most other pads - PF97, Hawk Blue, Mintex, etc. In a discussion with another pad manufacturer recently (not Hawk), we discussed EBC, Mintex, and Ferrodo. These are all European manufactured and tend to have similar characteristics that the Europeans pursue. Again, this is not a slight to these pads (we sell Mintex, but I do hate EBC), but they are typically better at initial bite, some higher torque, but max operating temperature is lower. For some, there are applications that are a perfect fit, but you have to realize that there are tradeoffs. I will admit that I could use a little more initial bite, but I haven't seen a pad that offers it that will run in our temp range. This is where the newer HT-14 and HT-15 Hawk compounds come in - better initial bite. Unfortunately they are typically only available for race calipers at this point. I drove a set of HT-14 on a BM M3 with full slicks and they were AWESOME! I have never had cooling issues with the HT-10 pads - in fact in cooler weather we don't use a ducting kit in an effort to slow heat cracks, but I am not in an M5. Use good fluid if things are still getting bad - AP600 gives you about 40 more degrees of heat resistance. Pad materials are constantly being updated and technology has come a long way recently. James -------------------------------------------------------------------- James Clay http://www.bimmerworld.com Engineered BMW Performance Genuine and OEM BMW Parts 540.639.9648 -------------------------------------------------------------------- Call or visit our website for special introductory pricing on Powerflex suspension bushings. ----- Original Message ----- From: "Jon S." <treehouse@comcast.net> To: "James Clay" <james@bimmerworld.com>; "E36M3" <e36m3@bmw-m.net> Sent: Wednesday, October 16, 2002 3:14 AM Subject: Re: [E36M3]NOW --> BRAKES < Road Atlanta World Challenge <long> > James, > > This sounds like a blast! I hope to be out there one day chasing you down. > > I would like to comment on the braking issue you mentioned- for the board as > well. > > You Said: > > faster). One evident area that I am losing ground is under braking - > weight > > won't transfer like I would like it to. Still using the Hawk HT-10 pads, > > their smooth initial bite is the only thing that is keeping me on track as > > the car wants to skate when the brakes are first applied. In my only > > non-intentional off of the weekend, I decide to stop being so whiny and > push > > the braking zone into 1 about 50 feet past my normal spot (right on the > > heels of Fitzgerald who I have been parked behind since Turn 10). I > usually > > brake at 250 with this setup, Fitzgerald brakes at 175, I hit them at 200 > > and go straight off the track > > I have been fighting brakes for 2 years on my own. In both a E34 M5 and a > E30 M50 conversion. Track only usages apply here. I have gone thru every > problem there is with braking; warping rotors, melting pads, burning fluid > black in 1 day, setting tire marbles on fire from the radiant heat of the > rotor, etc. > > I eventually designed an agressive duct system similar to the BW backing > plates to put tons of air into the rotor. But this was only PART of the > solution. I began buying different pads usually 2 sets for a school > weekend. I have bought A LOT of different brands and there are just a few > left to try. But I have been using the HT-10's after hearing you (?) brag > about their resistance to heat and continued performance under hot > conditions. You were correct and I was pleased with their performance. But > I have noticed that the initial bite seems to fall off compared to a PF > 93/97. Do you agree? Anyone with experience? It seems like the friction CO > of the PF's is better and can slow the car better without locking up a > wheel.(even the directions warn you can over slow the car and it's very > true) When I am really working it out there on a lapping day, I find myself > starting the brake application light/ medium a bit early, once I get a > little weight transfer I find myself pushing harder and then much harder and > still getting away with it and no locking up.Yet if I really try to go late > and just begin an even brake application I will usually lock one up. (too > much cooling? I don't think so) Maybe all this can be fixed with a different > master cylinder or a bias, but the same setup has hinted that the HT 10's > could use a bit more grab after initial bite. Thoughts? > > I still choose the HT-10 over the PF for rotor buildup and corrosive dust > reasons. Really, I'll take the HT10's over anything I've tried (haven't > tried pagid race pads or Ferrodo) (breaking them in is a bitch tho!) I want > to believe there is a better pad out there than the HT 10. Is there? (I > know what you'll say Andrew) How about the HT15? > > Glad you had a good time at RA. Keep up the good driving! > > Jon > ______________________________________________ > > Jon Siccardi > Treehouse Racing > www.treehouseracing.com > ______________________________________________ > ----- Original Message ----- > From: "James Clay" <james@bimmerworld.com> > To: "E36M3" <e36m3@bmw-m.net> > Sent: Tuesday, October 15, 2002 6:14 PM > Subject: [E36M3] Road Atlanta World Challenge <long> > > > > Date: Tue, 15 Oct 2002 19:15:29 -0400 > > From: "James Clay" <james@bimmerworld.com> > > Subject: Road Atlanta World Challenge <long> > > > > I had a bunch of people asking me for a race recap from the last World > > Challenge race so I will send this recap to the whole list. For anyone > that > > doesn't know, I am a rookie driver in World Challenge and we run a single > > car privateer-level effort at this point (2003 Season release coming > soon!). > > > > Road Atlanta was my second pro start. I had just been to the track 2 > weeks > > previously to set up a customer's ITS car (that swept the weekend) and I > was > > on top of my game. We set the car's suspension up with all the tricks I > > know for that track and were ready to go. First session of lapping day > went > > great. I was able to keep it on the floor with beaten tires from exit of > > 10A into braking for 1. I was also able to stay on the heels of the > faster > > cars (Taz's Honda, Kirberg's new E46, and one of the Tripoint Mazdas). I > > had plenty of diagnosable suspension tweaks left and we had some power on > > this Hp track - it was going to be a good weekend. > > > > By about the 3rd session of lapping day, we seemed to be making progress, > > but not as rapidly as some of the cars that had been slower (and were now > > faster). One evident area that I am losing ground is under braking - > weight > > won't transfer like I would like it to. Still using the Hawk HT-10 pads, > > their smooth initial bite is the only thing that is keeping me on track as > > the car wants to skate when the brakes are first applied. In my only > > non-intentional off of the weekend, I decide to stop being so whiny and > push > > the braking zone into 1 about 50 feet past my normal spot (right on the > > heels of Fitzgerald who I have been parked behind since Turn 10). I > usually > > brake at 250 with this setup, Fitzgerald brakes at 175, I hit them at 200 > > and go straight off the track, through the DEEP gravel pits, avoid the > wall > > and pull through the gravel out and back on the track. In the 4th > session, > > I am behind Will and Sak and obviously losing ground between 1-4. No > > blatant handling problems, just not enough stick - any faster and I am off > > line and the whole section is shot. Back to work on the shocks/brake > bias. > > > > The next day is 2 practice sessions. The first one seems good. I am > > passing lots of cars and the handling issues seem to have gone away, still > > not happy about the brakes and I am never behind a fast car between 1-4 > > again to test grip. Second practice comes out and I am 22nd after both > > sessions, better than mid-pack, but not much and minor changes aren't > going > > to get 2+ sec required to catch the leaders. Oddly, times have not > improved > > from yesterday's sessions. I figure the 12+ session tires are playing an > > important part, we won't be up at the front, but will definitely improve > for > > qualifying. > > > > Qualifying - New Redline oil should be good for a few Hp. New tires, one > > small tweak on crossweight and rebound and the car is ready (I have a > > prototype set of Ground Control camber plates that allow weight-jacking > from > > the top - VERY COOL!). I get behind one of the Turner cars, warm up, gap, > > then close the gap on a flyer - feeling good about the car, except for a > > slight hop that seems to have developed in 12 - scary. One slower lap and > > then two more fast, but not as good as the second lap (these tires are > > interesting to say the least). Hopping in 12 more evident as I push > faster, > > not able to keep it on the floor anymore. I come into the pits, make a > > quick shock adjustment and change cornerweight (the GC plates are really > > cool!), go back out and the car can go through 12 again. One of the > Mazdas > > passes, I get behind, and it is obvious they are ripping out of the 1-4 > > section with the FWD picking up a lot of ground there. No more fast laps, > > results put me 24 or 26 (I don't remember, but I am not happy either way). > > > > I know how the water runs on this track and I have never been timid in 12 > > against most better judgment so I get to work. Overnight prayer for rain > > doesn't pull through. We go through the starting ceremony, get lined up > on > > grid, introductions, then the engines are refired. Start lights go out > and > > it looks like everyone in my area is sleeping. I dodge to the inside on > > Seldorf's tail and work up through several rows. Midpack race pace is > > always slow for the first few turns, only common sense keeps you from > > getting silly and I don't seem to have an overwhelming amount. We narrow > > down to 2 for turn 3 and avoid the inevitable spin of some car (things are > > moving fast now), then I get 3 wide and a brief moment think about passing > > on the outside of 4 in the marbles. Tuck back in line, go through the > > esses, downshift and prepare for a killer launch out of 5 - but no gear. > > First time I have missed a shift this year - I am going to blame it on > > bouncing over the outside curbs on the entry to the turn - I am pretty > sure > > that had something to do with it. I count as the cars blow by on the > short > > straight - 1, 2, 3, 4. Now everyone is settled in line and ready to race > > for positions. > > > > We are at the back of a pack of 4. On the second lap, I bump-draft Hein > > past an Acura. Foo, Hein, and myself come over the hill in 12, Foo taps > the > > brakes - not big, no incident, I am going to take advantage of that one > > soon. I pass Hein and am on Foo's bumper, then he pulls me out of 7. I > am > > close under braking for 10 and just about run over him as he taps the > brakes > > in 12 again. Still can't get by in the turns and can't touch him on the > > straight - I am content to stay in his draft. At least we are catching > the > > group of 4-5 cars a few seconds ahead. Foo gets around an Acura in > traffic > > and I don't (straight line the esses/grass on the inside in an attempt to > > lose as little speed as possible) - I catch the Acura again finally and we > > battle for the rest of the race. Almost no contact and zero damage up to > > the last lap. I am still behind the Acura and notice a tire on the > outside > > of 10B courtesy of Taz who I passed as he was working to get into the pits > a > > couple of laps earlier. The Acura changes its line to avoid, in a last > shot > > effort, I maximize corner radius and exit speed and wipe out the tire. I > > now have the speed to get by before the flag, but the splitter is pulled > > loose and suddenly under the LF tire severely limiting grip in 12 - I go > > wide, take the finish 4 in the grass in typical style. 18th overall, car > is > > relatively unharmed and ready for VIR in two weeks! > > > > Thanks to our sponsors - Ground Control, Hawk, Redline, and Airgas. > > > > James > > > > > > > > > > > > -------------------------------------------------------------------- > > James Clay > > http://www.bimmerworld.com > > Engineered BMW Performance > > Genuine and OEM BMW Parts > > 540.639.9648 > > -------------------------------------------------------------------- > > > > Call or visit our website for special introductory pricing on Powerflex > > suspension bushings. > > > > > > > > > > ************************************************************* > > 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 to the email address e36m3@bmw-m.net. > > ************************************************************* > > > > > > >
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#8. RE: [E36M3] Road Atlanta World Challenge - from Jim Bassett
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Date: Wed, 16 Oct 2002 12:15:29 -0700 From: Jim Bassett <jimbassett@attbi.com> Subject: RE: [E36M3] Road Atlanta World Challenge At 07:55 PM 10/15/02, Tom Tice wrote: >Hey James, > >Enjoyed the play by play. As did I; great story James. >Do you know when this will be on Speedvision? You can check the SPEED WC web site: http://www.speedvisionwc.com/2002/tv-schedule.html Cheers, Jim Bassett
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#9. RE: [E36M3] RE: set of staggered M-Contour wheels - clarification - from Dames, Mark
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Date: Wed, 16 Oct 2002 15:21:44 -0700 From: "Dames, Mark" <Mark.Dames@PDO.Co.Santa-Clara.CA.US> Subject: RE: [E36M3] RE: set of staggered M-Contour wheels - clarification If anyone is interested, I've also got one, little used Pilot Sport 225/45 for Sale $100. -----Original Message----- From: BOOM,BILL (HP-Roseville,ex1) [mailto:bill_boom@hp.com] Sent: Tuesday, October 15, 2002 7:25 PM To: E36M3 Subject: [E36M3] RE: set of staggered M-Contour wheels - clarification Date: Tue, 15 Oct 2002 22:20:26 -0400 From: "BOOM,BILL (HP-Roseville,ex1)" <bill_boom@hp.com> Subject: RE: set of staggered M-Contour wheels - clarification I am selling 4 wheels, not 5 - it just happens that one of the 4 is my spare since it's in excellent condition (i.e., one of the current fronts will become my new spare.) I apologize for any confusion. - Bill > -----Original Message----- > From: BOOM,BILL (HP-Roseville,ex1) > Sent: Tuesday, October 15, 2002 9:56 AM > To: 'E36M3' > Subject: FS: set of staggered M-Contour wheels > > > I'm selling my original M-Contours off my 99 M3 (2 17x7.5 and > 2 17x8.5). Wheels are in very good shape with a few small > nicks and scratches - pictures available on request. > > Asking $600 OBO, and since I don't want to have to deal with > shipping I will deliver free to just about anywhere in > California (I need an excuse for a road trip anyway.) Tires > not included, but I would entertain offers on my never-used > 225/45 Pilot Sport spare. (FYI, the never-used spare *wheel* > is included in the set I'm selling.) > > - Bill > ************************************************************* 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 to the email address e36m3@bmw-m.net. *************************************************************
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#10. Watkins Glen - from Hans Angping
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Date: Wed, 16 Oct 2002 21:56:15 -0400 From: "Hans Angping" <hap0113@hotmail.com> Subject: Watkins Glen I just got back from Watkins Glen. I had a really good time. I was very happy with the tires that I got and the X-brace definitely makes a big difference. I went up there with the RTR Porsche club but there were a couple of e30m3 and e36m3. I did notice though that my car was very unstable at high speeds, especially down the front straight and up through the esses. It felt like the rear end was bouncing around too much and kinda squirly. Is there something to alleviate this? The front wheels are mounted on the hub with 5mm spacers, and the rears are not. They are the same size all around, 8.5x17 with 235/40 tires, could this be the problem or do I need a rear wing? Also, is there a way to increase the ride height? I am using HR sport springs with Koni SA. A final point, X-drilled sucks. After two days on the track they are cracked. I was driving home from the track and had to step on my brakes on the high way, had all this vibration. Got to the gas station, looked at the brakes, low and behold, both rotors are cracked. I wonder why. My dad was driving his 540 on the track with a big brembo kit and x-drilled rotors, they didn't crack. Just curious. Anyway, any inputs to those questions I posted would be greatly appreciated. Hans