FOCUSING ON THE BMW AND MINI LIFESTYLE ISSUE 01 JANUARY 2011
Published by TreeFree Publishing A division of Webtronic Enterprises
BMW GO TO MAN
STEVE DINAN
FROM ROLLING CHASSIS
TO TRACK STAR DAVE READ’S M6
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BIMMERCRUISE TURNS 10 DIPAL PATEL’S EVOLUTIONARY M3 MOSPORT CELEBRATES FIFTY YEARS MotorWerks Magazine - Online at www.motorwerksmag.com - 1 1
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This Month 16
1st Time Experience
Ian Rae gets behind the wheel of his first BMW and relishes the Ultimate Driving Machine.
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Steve Dinan - BMW Go To Man
Steve Dinan was the guy Chip Ganassi came to when he needed tuned BMWs for his Daytona Prototype program. From muscle cars to BMW guru, we have Dinan’s story.
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Track Star - Dave Read’s M6
From a rolling chassis to a Track Star, this M6 was built on a budget but performs when required!
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BimmerCruise Turns 10
Canda’s largest BMW show turns ten and exposes AutoX to the masses!
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MINI Bimmer
Our first experience of the new MINI was interesting. Check out our thoughts of our time with a Cooper S Camden Limited Edition.
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Evolutionary M3 - A never ending story!
The tale of how Dipal Patel fell in love with the M3 and has updated it step by step!
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A Golden Year for Mosport
Famed road race track Mosport International Raceway turns fifty in 2010
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BMW Rocks Watkins Glen
A photo pictorial from the Sahlen’s Six Hours at the Glen weekend. BMW takes wins in both the Rolex Daytona Prototype class and the Continental Tire Sports Car Challenge GS class. REGULAR COLUMNS
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On The Grid
Racing news from around the globe!
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Product News
latest and greatest for BMWs and MINIs.
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Featured Photographer
Ian Rae at the track!
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Face To Face
The BMW Clubs Canada Trillium Chapter Fall Show and Shine
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Reader’s Rides
Trillium BMW members have some sweet rides on display
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Coming Next Month
You have to check out what we have in store for you next month.
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From the Editor’s Desk
Welcome to the first edition of MotorWerks Magazine. We are are a bunch of automotive enthusiasts who love their BMWs and MINIs so much we wanted to tell the World about them and the cars of other like minded individuals. Our aim is to bring you some of the nicest BMWs and MINIs in the World. We will feature standard and modified road cars, there will be articles on racecars from many eras and maybe a project car or two. The human side of the BMW and MINI lifestyle will include interviews with racers and many players from the aftermarket industry. In the pages of MWM the little guy will get as much exposure as those building and racing $100,000 plus vehicles. This sport and hobby is about people. People with ideas and dreams, it is our job to relate these stories and bring them into your home and maybe provide the inspiration to say, “Heck yeah, I can do that!” When we made the descision to publish this new title, it was easy to decide about going the Flipdocs route. There are huge advantages to us as publishers, the biggest being not having to shell out huge dollars to print each and every issue. Secondly it means we can distribute the magazine freely to anyone with Internet access, so pass it around to your friends. The Internet will allow us to include things like video in our articles so be ready to watch video relating to the article your are reading. This is the information age, we are on the information highway and all the readers of MotorWerks Magazine are going to be in for quite a ride! Be part of MWM by sending in photos and data about your car. We will include interesting vehicles in the Readers’ Ride section. Wanting to make a point? Send a letter to the Editor and tell the World what you think! Go to our website, www.motorworksmag.com and click on Contact to view the contact info for readers’ Rides and Letters to the Editor.
MOTORWERKS MAGAZINE (MWM)
is dedicated to all BMW and MINI enthusiasts covering their cars and lifestyles.
Issue 01 - JANUARY 2011 Editor - Ian Rae E-Mail - ianrae@motorwerksmag.com Phone - (905) 467-5148
CONTRIBUTORS
Ian Rae, Dipal Patel, Tony Weber, Lisa Collier, Rich Simpson, Lyndon Handy.
CONTRIBUTIONS WELCOME
Photographic and Editorial contributions to MWM are welcomed. Photgraphs must be sent in hi-res format and can be .JPEG or .TIFF. Editorial contributions to be in Word format. Contributors must make every effort to ensure there is no infringement of copyright belonging to any other person or persons. MWM is not responsible for any such misrepresented contributions. Contact the Editor by e-mail to discuss any editorial concepts.
PHOTOGRAPHERS
Ian Rae, Janis Rae, Dipal Patel, Tony Weber, Logan Weber, Paul Schmitz, Tony Presto, Lucas Scarfone
ADVERTISING
Advertising Manager - Janis Rae E-Mail - janrae@motorwerksmag.com
CREATIVE ADVISORS
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Jim Weekes - J Graphics Scott Brown - Scott Brown Graphic Designs Mike Goodwin - MG Digital
---------------------------------------------- Enjoy Editor, MotorWerks Magazine
MOTORWERKS MAGAZINE (MWM) is published six or more
times a year by TreeFree Publishing, a division of Webtronic Enterprises. Contents may not be reprinted without express written permission of the Editor. The publishers do not accept any responsibility for the use of copyrighted material from unsolicited sources. The publishers also cannot be held responsible for any errors or ommisions in articles published by MWM. All brand names and logos are trademarks of their respective owners. The BMW and MINI names and logos are registered trademarks of BMW AG and their subsidaries. MWM is not directly affiliated with BMW, any of its distributors or dealers.
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Contributors Dipal Patel
Ian Rae
Dipal is a hugely talented photographer who got into the hobby when he could not find anyone to shoot quality photos of his E46 M3. Now working for Oakville Motorwerks, Dipal gets to combine his passion for fast cars with his career. Watch out for the technical articles coming from Dipal, they are extremely analytical and detailed. All the photographers out there will love Dipal’s upcoming article that will give away all the secrets to how rig shots are created. Dipal’s first MWM article covers a subject very close to his heart, his personal M3. This is the car that started two careers for him, one in photography and the other in the automotive aftermarket. His dark blue M3 has been an evolution, no change made just for the sake of change, in most cases Dipal has the data to back up the reason for the change and as they say the real proof shows up in laptimes. An avid track day participant, Dipal knows when a change worked, in the pages of MWM he is going to pass on that knowledge and save others from making costly mistakes. Welcome to the show Dipal!
Ian has a ten year history in automotive magazines and an even longer one taking photos of racecars. A sometime racer, Ian has been involved in everything from rallying, hillclimbing, circuit racing and karting. Currently a drag racing fanatic, Ian is also the Senior Drag Racing Editor for RPM Magazine which focuses on high horsepower road and drag race vehicles worldwide. He is currently building a 1000 horsepower S-10 pickup truck for use in Top Sportsman competition with hopes of running in the high seven second zone at over 170 mph. In this issue Ian relates the tale of becoming a BMW owner for the first time. He also gets behind the wheel of a new MINI for the first time and as a child of the sixties loves the improvement the BMW brand has brought to the iconic British box on wheels. His photo essays from Watkins Glen and Bimmercruise showcase his love of racing and cars, no matter what type it is and allows you to see fellow BMW and MINI enthusiasts enjoy their cars to the full.
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On The Grid
BMW Motorsport Z4 GT3.
Have you heard about the new racecar BMW Motorsport is offering to private teams? Just like the M3 GT2 it is yet another out of the box racecar that is ready to hit the track. The BMW Z4 GT3 is an impressive addition to the BMW product range and offers drivers and teams the opportunity to compete in International and National championships in accordance with GT3 regulations – such as the FIA GT3 European Championship, International GT Open and the ADAC GT Masters, as well as in 24-hour endurance races. The BMW Z4 GT3 is powered by a four-litre, eight-cylinder engine producing approximately 480 bhp. The electronics package is proven in the BMW M3 GT2; the engine controlled by the modern ECU 408, while the Power400 control unit is responsible for operating all actuators. The transmission is a sequential, six-speed gearbox. Delivery specifications includes rims with locking and safety clips, racing ABS and optional air conditioning. The BMW Z4 GT3 in its racing version will be available from the second quarter of 2010 at an estimated price of 298,000 Euro (plus VAT) (approx, $371,700 US). Those interested can send an email to Z4GT3@bmw-motorsport. com or a fax to +49 89 382 208 55.
BMW’s 17th Art Car hits the track.
Following a tradition that was started back in 1975 by French racer and auctioneer Herve Poulain, the seventeenth BMW Art Car hit the track at this year’s 24 Hours of Le Mans. Poulain commissioned his good friend American artist Alexander Calder to paint the first car, a 3.0 CSL that Poulain would drive at that year’s 24 Hours. Over the years noted artists like David Hockney, Jenny Holzer, Roy Lichtenstein and Andy Warhol have all turned both race and production cars in pieces of Art. The greatest sporting success by an Art Car came with the BMW M1 designed by Andy Warhol, which finished sixth at Le Mans. This year it was another American who was chosen to produce a rolling BMW sculpture, Pennsylvania native Jeff Koons. The BMW M3 GT2 Art Car made its world debut at Paris’s Centre Georges Pompidou on 1 June 2010 – just two weeks before the race on 12/13 June. Koons unveiled and signed
his car, just as Roy Lichtenstein did in 1977. “For us drivers it’s a huge honour to drive the latest Art Car at Le Mans,” driver Andy Priaulx said. “I find our BMW racing cars aesthetically pleasing anyway, but the result of Jeff Koons’ work on the BMW M3 GT2 Art Car is just incredible. We will do our best to make it a successful return of the Art Cars to Le Mans from a sporting angle as well.” Joining the former World Touring Car Champion Priaulx in the #79 BMW M3 GT2 were ALMS standouts Dirk Muller and Dirk Werner. Unfortunately good results did not go hand in hand with the BMW’s good looks and the car retired after only five hours of the gruelling event. BMW Motorsport Director Mario Theissen was happy with the way the Art Car was recieved by the fans and media and blamed the short preparation time available as part of the reason for the cars demise. The event also marked the official return of BMW to Le Mans for the first time since their overall win in 1999 with the Williams F1 built V12 LMR.
Big Changes at BMW Motorsport 2011 will see big changes at BMW Motorsport. No longer will they run a factory-supported team in the World Touring Car Championship, instead relying on customer teams. The new BMW 320 TC will enable private teams and drivers to demonstrate the potential of the car at the highest level competing for victories and titles in the Independents’ Trophy of the WTCC. The 320 TC is based on the successful BMW 320si WTCC, but fitted with the new 1.6-litre four-cylinder (DI-) turbo engine. The “TC” in its terminology stands for “Touring Car”. To date BMW Motorsport Distribution has delivered over 60 BMW 320si WTCC racing kits to customer teams across the world. The 1.6-litre engine fitted in the BMW 320 TC will enjoy parallel use in the MINI WRC in its FIA World Rally Championship program, which commences in 2011. Jens Marquardt, who from 1st January 2011 will share responsibility for BMW’s motorsport activities before replacing Dr. Mario Theissen on 1st July 2011, was publicly introduced in the BMW Welt’s Double Cone auditorium during the recent BMW Sports Trophy Awards Ceremony held in Munich. “It is a privilege to meet the BMW Motorsport family ahead of officially joining the company,”
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Jon Sibal Concept -www. jonsibal.com
said the 43-year-old. “BMW Motorsport’s 2011 program is extremely comprehensive, and BMW fans across the world can look forward to a thrilling season. I am proud to be able to contribute to these projects from next year.” Theissen joined BMW in June 1977 as a development engineer. He took on various responsibilities in engine development before going on to run the BMW Innovation Centers in Munich and Palo Alto. He has been in charge of BMW’s motor sport program since 1 April 1999. Although not happening in 2011, BMW confirmed their return to the DTM in 2012 during the DTM race weekend at the Hockenheimring. In April of 2010 BMW had announced its intention to race in the DTM in principle from 2012. In recent months BMW worked with the DTM
What the opposition saw of the RLR BMWs in 2010 being constructed by RLR to reinforce the bid for all three titles. “We are very proud of what we have accomplished with BMW over the past two seasons and are eagerly anticipating the 2011 season where we intend to continue enhancing our efforts,” said Bobby Rahal, Team Principal. “We welcome Dirk Werner as a full-time driver with BMW Team RLR in 2011 and feel secure that he will bolster what has proven to be a very strong driver lineup. Our team is currently working on the 2011 BMW M3 and we look forward to getting it on the test track in just seven short weeks.”
MINI returning to International Rallying umbrella organization ITR e.V. and the other manufacturers on issues relating to the future technical regulations, and the long-term internationalization of the championship. The positive nature of these discussions means BMW Motorsport can now begin planning its DTM comeback in greater detail. BMW Motorsport Director Mario Theissen comments: “The entire team at BMW Motorsport is approaching this exciting project with absolute commitment. We began making technical preparations following our declaration of intent in April, and established parameters for a high-performance vehicle concept for deployment in the DTM. With the decision of the BMW Board of Management we can now shift up a gear and give the green light to develop the BMW M3 as the basic DTM vehicle”. Eric van de Poele and Roberto Ravaglia celebrated two DTM titles with the racing version of BMW’s most sporty representative back in 1987 and 1989, while before that Volker Strycek won the DTM premiere in 1984 in a BMW 635 CSi. BMW Team RLR (Rahal Letterman Racing) will continue to race the BMW M3 GT2 in the United States. Having claimed both the ALMS Team and Manufacturer titles in the GT category in 2010, the team, overseen by former Indycar racer Bobby Rahal, aims to add the ALMS Drivers’ Championship in 2011. Dirk Werner will join the previous line-up of Dirk Müller and American drivers Bill Auberlen and Joey Hand, all of whom will contest the full ALMS season. Tommy Milner was the racer who gave up his seat for Werner. Werner co-drove with Auberlen and Milner at the Twelve Hours of Sebring and the season ending Petit Le Mans. Two new BMW M3 GT race cars are currently
From 2011, the MINI brand will compete at selected rounds of the FIA World Rally Championship (WRC) and will go on to contest the entire season from 2012 onwards. The plan is to compete in the WRC for several years. The car charged with this task is the MINI Countryman WRC,
which is being developed by Prodrive, in close cooperation with MINI, and is based on the production model. The powerful heart of the racing car is a 1.6-litre, four-cylinder turbo-charged engine from BMW Motorsport. The car complies with the new Super2000 regulations put in place by the International Automobile Federation (FIA), which stipulate the use of turbo engines with 1,600 cc displacement and four-wheel drive combined with an increased emphasis on road relevant technologies. The result is a significant twenty five per cent reduction in overall costs. The first test drive for the MINI Countryman WRC, which will also be available to customer teams, is planned for autumn 2010. This decision sees MINI continue its success story in the world of rallying. In the 1960s, the MINI Cooper S caused a sensation with victories at the legendary Monte Carlo Rally.
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BMW and MINI photos courtesy BMW Group My Press Club - DTM rendering by Jonathon Sibal - Others by Ian Rae, MotorWerks Magazine and Alain Lauzière, Team Octane
The company also tasted success on many occasions in the European Rally Championship. Having already demonstrated the sporty character of its models in many countries in the MINI CHALLENGE, the brand is now taking its presence in motorsport to a new level with the commitment to the WRC. Ian Robertson, a member of the Board of Management of BMW AG, responsible for Sales and Marketing, says: “I am delighted MINI will be represented on one of the most popular stages in International motorsport. The success enjoyed on the rally circuit has made a vital contribution to the image of the brand. MINI customers have always shown great interest in motorsport. I am convinced we will add a few more chapters to our success story in rallying. The MINI Countryman provides an excellent basis, from which to create a competitive racing car for the world championship. In Prodrive, we have a strong and experienced partner. We will work hard together over the coming months to ensure we get the project on track right from the word go.” “This is a very exciting new motorsport programme,” said Prodrive Chairman, David Richards. “During the 1960s MINI captured the imagination of the world when the tiny car took on the might of V8 powered Fords and won what was then one of the toughest motorsport events, the 4000km Monte Carlo rally. I believe our new MINI will become a firm favourite of the latest generation of rally fans, just as it is adored by its millions of owners across the world. We already have a significant number of confirmed customer orders for the new MINI rally car with the first deliveries scheduled for the start of the 2011 season.” Prodrive has been working on developing the MINI Countryman WRC since early 2009. The company was formed in 1984 by Richards, who won the World Rally Championship as co-driver to Ari Vatanen three years earlier. Based in Banbury (GB), Prodrive has developed into a leading independent company in the motorsport and automobile sector under Richards’ guidance, and today employs over 500 staff. Prodrive’s many successes currently include six overall victories in the World Rally Championship, five titles in the British Touring Car Championship and three class victories at the Le Mans 24 Hours.
BMW was present when the World Rally Championship made its debut back in 1973. Achim Warmbold and Jean Todt tasted victory in their BMW 2002 at the Alpenfahrt
Rally in Austria. However, MINI’s tradition in this discipline stretches back even further, Pat Moss clinched the first victory with the MINI 850 at the 1959 Mini Miglia National Rally. MINI went on to enjoy its finest hours at the Monte Carlo Rally in 1964, 1965 and 1967 where the MINI Cooper S celebrated three overall victories at the most iconic rallying event in the world. Noted rally drivers Paddy Hopkirk (1964), Timo Mäkinen (1965) and Rauno Aaltonen (1967) joined the list of winners at this prestigious event. In 1965, “Rally Professor” Aaltonen also won the European Rally Championship. Tony Ambrose and Mäkinen finished second and third to round off an year for the MINI Cooper S. The last BMW World Rally Championship victory was in 1987 in Corsica by Bernard Béguin driving a BMW M3 which was built and run by Prodrive.
BMW’s successful year in North America 2010 was a succesful year for BMW on the racetracks of North America. Felix Sabates with Chip Ganassi Racing partnered with BMW legend Steve Dinan and put on a performance that is rarely rivalled in International motorsport. In the Grand-Am Rolex Sportscar Series the team posted nine wins in twelve races, breaking the previous record held by Alex Gurney and Jon Fogarty in 2007. This makes the CGR team the most successful team in series history with 33 victories. Even a mid-season hiccup where the team were deemed to be making more torque than the series allows, failed to put a dent in the campaign even with the addition of seventy-five pounds of ballast. Dinan BMW and CGR have to be commended on a job well done! Dinan also supplied power to the Starworks team who ran in second with Ryan Dalziel for part of the season before falling to seventh.
BMW blanketed the Grand-Am Continental Tire Sports Car Challenge GS podium with Fall-Line Motorsports and Turner Motorsport drivers dominating. Fall-Line campaigned three E92 M3s in the Grand Sport class, having never won a race in Grand-Am competition prior to 2010. This season put an end to that, two victories and finishes of ninth or better in all ten races handed Charles Espenlaub and Charlie Putman and their Sparco/Fall-Line BMW M3 the Grand Sport championship ahead of fellow E92 M3 racers Joey Hand and Michael Marshal in their Turner Motorsport. Fall-Line also took the team championship trophy. Hand
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and Marsal took two first place wins, one second and four third place finishes but could not match the consistency of the Fall-Line team. The Turner Motorsport podium finishes however went a long way in helping BMW win the Manufacturers Championship, their second in four seasons.
BMW Motorsport’s Customer Racing programme. Over the course of the 2010 season, drivers submitted reports to the company headquarters in Munich from thirty two different racing series across the globe. The total prize purse for the series was around 250,000 Euros.
Targa Open Division win for MINI
In the Street Touring class James Clay’s BimmerWorld team entered the Continental Tire Sports Car Challenge series for the first time. It was almost a perfect series debut for the Dublin, VA based team as BimmerWorld/GearWrench drivers Bill Heumann and Seth Thomas finished the season on the same points as the Compass360 Racing team only to lose the championship on a tiebreaker for third-place finishes. Although disappointed with the Championship runner-up slot after coming so close, Heumann was honored for his excellent performance through the year when he was awarded the MESCO Building For The Future Rookie of the Year award.
Göransson top BMW privateer! Richard Göransson has crowned his successful 2010 season with another trophy. The 32-year-old Swede was presented with a winner’s cheque for 30,000 Euros by BMW Motorsport Director Mario Theissen at the recent BMW Sports Trophy Award Ceremony in Munich. Göransson, who won the 2010 Swedish Touring Car Championship, scored 474 points in the traditional BMW privateer competition over the course of the season. This proved enough to clinch the coveted title, ahead of the Japanese duo of Nobuteru Taniguchi and Masataka Yanagida, who finished tied in second place having won the Super Taikyu Series in their BMW Z4 M Coupé. Fourth place went to BMW M3 driver Thomas Biagi, who won this year’s Superstars Series. Since its introduction in the 1960s, the BMW Sports Trophy has been awarded each year to the most successful private BMW drivers around the world. This year’s record entry had two hundred and fourteen drivers from twenty five countries vie for the title, emphatic proof of the huge interest in
Noted Toronto based automotive journalist Jim Kenzie talks the talk but in 2010 he walked the walk when he and partner Brian Bourbonniere took their MINI John Cooper Works Challenge back to the Targa Newfoundland and took the Open Division win. The duo spent much of the 2009 event adapting the MINI that was built for one make road racing to the rigors of rally competition, they eventually finishing second in the very competitive Open Division. “The car looks fantastic and goes like stink,” said Kenzie. “Last year was the MINI Challenge’s first attempt anywhere at rallying, and we learned a few things about the car.” Bourbonniere added, “The suspension couldn’t have been stiffer if we’d given it a Viagra pill the size of a hockey puck. That’s great for road racing, but for rallying, especially in the wet that’s always a threat at Targa, you want a bit more compliance, and that’s what we’ve gone for.” The team were supported on the event by none other than Team Octane principal and former Castrol Canadian Touring Car Champion Alain Lauzière and mechanic extraordinaire, Jacques Fournier. Kenzie went on, “Having Alain prepare a car for me to drive is like Michael Schumacher preparing a car for Jean Todt to drive”. What makes the result more amazing was that five kilometres from the end the team thought they had a broken halfshaft and being unable to continue in any way they thought the event was over. In fact the initial results showed the MINI team as non finishers. Kenzie elaborated, “Beside our names were those harshest trio of letters in racing: DNF - Did Not Finish. That’s how the first posted results showed us. We were devastated, gutted. But Brian knows his rules. He asked the ‘chief scorer’ Mark Williamson why missing stages at the end of the event should penalize you more than missing stages earlier in the week?Mark thought deeply, and realized his scoring program had a glitch. If it recorded that a car had missed a stage, it assigned the appropriate penalties; when the score for the next stage was entered, it re-commenced scoring the car. If the program
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never received another stage score, it assumed the car had DNF’d. But what if there were no subsequent stages? How would it know the car had ‘re-entered’ the event? In Targa, you count as a finisher if any part of the car crosses the finish line. So I took off the quick-release steering wheel, took it in a cab to the finish, and walked across the line with it Rally scoring rules are somewhat arcane. But the bottom line is, we missed fewer stages and incurred fewer penalty points than any other competitor in the Open Division. We don’t make the rules; we just abide by them. Previous Open Division winners Roy Hopkins and Adrienne Hughesfinished second and also missed some stages. Shouldn’t we be scored the same way? Which means a five-minute penalty for missing the stage, plus the time of the slowest car in your class. So if you’re going to miss a stage, make it a short one! Roy and Adrienne were very gracious; they knew this really was the correct result, and seemed happy after their own mishap that they at least got second.” As for next year, Kenzie and Bourbonniere are already talking about a return to The Rock and this time they want to drive across the line for the win.
Sallenbach takes MINI to second in CCTCC
Rookie Castrol Canadian Touring Car Championship Touring Class racer Michel Sallenbach of Roxton Pond, Quebec had lots to accomplish coming into the season ending double header at the ICAR ciruit. He dug deep and with a second placed finish in the first event of the weekend and with that moved into second place in the championship. A win in the final event of 2010 secured the spot for him, finishing behind the recently crowned Champion Anthony Rapone. Sallenbach started his driving career in Switzerland in 1976 driving in Solo events. He is a graduate of the Jim Russell racing school. After a few races in karting, he started competing in the Toyota Echo championship in 2008, finishing in second place for the last race of his rookie season. He also finished in second place in the 2009 GT6 FSAQ Championship with six podiums in seven races, including two victories. Sallenbach’s ride with former Touring class Champions Octane Motorsport came about after he joined the team for an end of season test at the Fall Classic at Mont-Tremblant in 2009. Team principal Alain Alain Lauzière explained, “We have tested together last September, the chemistry was obvious from that very first test and that’s important to us both. Michel did an amazing job for us all year long, when he needed to he dipped into his reserve talent and brought us that great result at ICAR. Second in a championship as competetive as the CCTCC is impressive enough for any racer, for a rookie with limited closed wheel experience it
is just amazing. We are looking forward to 2011 with much anticipation.” Sallenbach added, “Octane Motorsport has collected an impressive track record of results in the last three seasons of competition in the Castrol Canadian Touring Car Championship. Their professionalism allowed me to finish sixth and fourth in my very first outing at Mosport. My driving experience in closed-wheel sedans is limited but the Octane guys made it so easy for me. This second place is dedicated to them and all my great sponsors that made this possible.” Michel Sallenbach was sponsored by Carrefour Icra, Carrosserie Touchette, La Clinique du Pneu, Lettrage Raoul et ASG and Team Octane is supported by GE Nighthawk, MINI Original Parts, Castrol, Simone Performance Imports, Birchmount Collision, Trimo, Fix Auto, Cruisecanada.com and BULLY Clutches.
CCTCC ready to Rock!
“We are looking forward to another fantastic season in 2011,” stated Championship President, John Bondar. “Each year we welcome more competitors, fans and partners, and 2011 promises to be the best yet. We are grateful to the great support we receive from the event promoters as we try to grow the Championship and motorsport in Canada,” he continued. The Championship will launch its 2011 season with new branding, schedule and partner announcements on January 21 at the Canadian Motorsport Expo in Toronto. Partial 2011 Championship Schedule May 21/22 Victoria Day Speedfest, Mosport International Raceway, Bowmanville Ontario June 4/5 Grand Prix of Mirabel, Circuit ICAR, Mirabel Quebec June 25/26 Vortex Brake Pads 300, Mosport International Raceway, Bowmanville Ontario July 8/9/10 Honda Indy Toronto, Toronto Ontario July 22/23/24 Grand Prix of Mosport, Mosport International Raceway, Bowmanville Ontario August 5/6/7 Grand Prix de Trois-Rivieres, Trois-Rivieres Quebec September 10/11 Sundown Enduro at ICAR, Circuit ICAR, Mirabel Quebec
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Product News
racers. The complete line of Stilo products is immediately available from HMS. Detailed product information is available at www.stilo-usa.com or by calling Stilo USA at 877-MY-STILO. Dealer inquiries are welcome.
Racepak adds OBDII Module In a bid to provide more data, easier, California based Racepak Data Systems has developed an OBDII module to interface to their range of V-Net dataloggers. The module which attaches to Racepak’s proprietary V-Net wiring is plug and play and eliminates the need for duplicate sensors. Now the racer can access multiple channels of data and not have to run wiring into the engine bay, simply by plugging into the OBDII port and connecting the V-Net cable to the datalogger. The module comes with a 24” cable. The total number of channels accessed via the OBDII module is make / model dependent and varies based on the type of vehicle it is installed in. The module will be available from mid January and can be purchased from Racepak dealers or directly from Racepak themselves. More data can be found at their website at www.racepak.com.
HMS Motorsport appointed Stilo Distributor Stilo Helmets of Treviolo, Italy, the leading helmet provider to the World Rally Championship has appointed HMS Motorsport of Danvers, MA as their exclusive United States distributor for all of their helmet, rally intercom, and race communications products. Stilo s.r.l. was founded in 1999 by former Italian Rally Champion, Ludovico Fassitelli and his wife Elena Perini. Their initial product line was the first open face helmet in the world designed around the intercom and a series of state of the art rally radio intercom systems. This quickly expanded to a complete line of the highest quality – lightweight helmets, integrating headset earmuff speakers, microphone, air, and drinking systems. Fassitelli said “the integration of all of these options into the shell of the helmet maintains the integrity of the helmet that might otherwise be compromised by third party modifications.” This industry first is the primary reason Stilo has become the favorite of WRC, F1, and other professional drivers worldwide. All Stilo motorsport helmets meet the current SNELL 2005 standard and are available in three different shell materials fiberglass/Kevlar composite, carbon/Kevlar, and full carbon fiber (FIA 8860). Karting and Offshore boat racing models are available as well. HMS Motorsport, Ltd of Danvers, MA, was founded in 1995 by Joe Marko, a leading safety expert in seatbelt and head and neck restraints. Fassitelli stated that “HMS is the perfect partner for us based on their exceptional success as the North American Distributor for SCHROTH® Racing Harnessbelts, their extensive distribution network, and their recognition as leaders in motorsports safety”. HMS has successfully made SCHROTH the most used harnessbelt in both the NASCAR Sprint Cup and IRL racing series and the premium belt of choice for both professional and amateur
Giving you MORR! After two years in development, MORR Competition Wheels is pleased to announce the new SpunForged™ VS8.2, a wheel that is lighter, wider, and stronger than any of its predecessors. The new VS8.2 fronts weighs approximately 8.87-kg (19.8lbs) making it about 1.03-kg (2.26-lbs) lighter than the MonoForged™ VS8. This weight reduction was achieved by implementing several advanced manufacturing processes including flowforming, which reduces barrel thickness by up to ten-percent, Vehicle Specific Profiles (VSP) and Finite Element Analysis (FEA) by using Vehicle Specific Load Ratings (VSLR) and Vehicle Specific Weight Optimization (VSWO). The new wheels now offer a rear wheel ten inches wide, which is one half inch wider than the VS8, widening the vehicle’s rear track and allowing for wider tires, increasing the concavity profile and improving the overall vehicle handling dynamics.
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Signature Silver
Signature Black
During the design stage, MORR engineers ran FEA simulations to ensure the weight optimization process did not sacrifice wheel strength. To ensure the wheels were ultra-lightweight and equally as strong, the SpunForged product line is manufactured using only the highest grade 6061-T6 Aluminum. All MORR wheels conform to the strict international standards of wheel quality and manufacturing, which include VIA, JWL, TuV-Rheinland, and DOT SAE J2530. The SpunForged™ VS8.2 is rated at the new safety standard of 690-kg (1520-lbs) per corner; an increase of 30-kg over the previous standard, making the wheel significantly more resistant to load. Initial prototype runs of the wheel have been made and the first batch is currently in production. Deliveries to customers will begin mid January. The wheels are available in a variety of finishes including the very popular Signature Black which combines gloss black pockets with machined and clear-coated spoke faces shown on the right. For more information on the SpunForged™ VS8.2 or MORR Competition Wheels visit their websites at www. MORRWheels.com or www.buyMORRwheels.com!
Performance Accessories for the BMW X5 SAV BMW has announced the North American availability of BMW Performance brand accessories for the trendsetting X5 Sports Activity Vehicle®. The new BMW Performance parts for the X5 include aerodynamic components, aluminum pedals, special kidney grilles, and a new flat-bottom sport steering wheel.
Directly from BMW’s state-of-theart Munich wind tunnel comes the comprehensive new BMW Performance Aero Kit for the 2011 X5 (excluding X5M and models equipped with a trailer hitch). The Aero Kit, which includes redesigned front and rear bumper covers and side skirts, is specifically sculpted to reduce aerodynamic drag and lift at high speeds, improving stability while making a dramatic, stylish statement. Additionally, 14 - MotorWerks Magazine - Online at www.motorwerksmag.com
BMW Performance has made available a set of black kidney grilles for the X5, which provides a sporty, menacing appearance for the front of the vehicle. For the interior, BMW Performance has concentrated on the driver-machine interface, creating a new steering wheel and pedal set. The BMW Performance aluminum Pedal Kit includes gas pedal, brake pedal, and footrest pedal, ergonomically crafted of aluminum with rubber inserts. The pedals fit all models of X5 and provide enhanced pedal feel for the driver. Last but not least, BMW Performance has made available a unique multifunction steering wheel for X5 models. This direct replacement for the standard X5 steering wheel features a thick, racing-style, flattened lower rim and is fully covered in hand-stitched Alcantara material (Not available for X5 M and vehicles with Lane Departure Warning).
Finally it’s official!
That’s right the 1 Series gets it’s very own M-car! The two door 1 Series M Coupe has an in-line 6-cylinder engine with M TwinPower Turbo and direct injection developing an output of 340 bhp. Chassis technology is derived directly from motor racing, a useful power-to-weight ratio and precisely optimised aerodynamic components will ensure the total package will deliver the combination of power and handled the M cars are famous for. The M Coupe accelerates in 4.9 seconds from 0-100 km/h and will reach the 200 km/h mark in 17.3 seconds. The exterior paint finishes available will be Alpine White non-metallic, Sapphire Black metallic and the exclusive Valencia Orange metallic. Market launch in Germany will be in May 2011 with the World premiere at the 2011 North American International Auto Show in Detroit.
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e m i 1st T
E C N E I R E P X E
Why do they call owning a BMW the ‘Ultimate Driving Experience’? There are no doubts about the cars being special, brimming with Teutonic precision and technology. They continue to be the benchmark for all the other luxury sports sedans. But do they live up to all the hype? I got to find out for myself in Fall 2009 when I put together a deal with my local dealer, Budd’s BMW of Oakville to lease a 2009 Titanium Silver 335i. Just how was that leasing experience? I had gone to the dealer thinking it would be a 328i that I could afford to get into but salesman Cliff Fraser listened when I said, “That’s what I really want, but can’t afford it.” pointing towards a 335i sitting by the kerb, We returned to his office and after much keyboard punching he came up with a price that was within my budget. The huge $6,000 discount he came up with was due to the fact that it was coming up for the end of September and there was a huge incentive to for him to move this 2009 model. After all, the 2011 versions would be available in April 2010. Did that matter to me? Not really, it would just be nice to get behind the wheel of a Marque I had fantasized over since my early teens, it was a Bimmer and THAT was all that mattered. 16 - MotorWerks Magazine - Online at www.motorwerksmag.com
Words and Photos by Ian Rae
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My initial impressions? What a ride! The technology BMW packages in these cars is simply amazing. Cliff had giving me a comprehensive tour of the car when I picked it up but every so often in those first few weeks the handbook came out as I refreshed my memory and reacquainted myself with one electronic gizmo or another. I have to admit that as much as I have admired BMWs over the year s I was not really up to speed with all the nomenclature that goes with them. I had no clue what an E90 was never mind an LCI version of the same. It blew me away when I found out the 335i came with three hundred very healthy horses and twin turbos under the hood and the rumours abound that three hundred is conservative number. Heck, I remember the days when the likes of Eddie Cheever and Bruno Giacomelli ran Formula 2 BMWs and they had 300hp in the back of them! This was not to be my first encounter with turbocharging on a road car however; I had owned an original SAAB 99 turbo back in 1982. It was a pleasure to see how far turbocharging had come; throttle lag is now practically nonexistent and fuel economy is much improved. Being over fifty the only transmission I had considered was the automatic. It came with six speeds and BMW’s Steptronic system. The first question I get asked is, “Does it have the paddles?” Unfortunately no, but having lived with the push/ pull shifter for over six months, I am happy I don’t have them. I grew up rowing gears and the Steptronic shifter is very similar; there is hardly a day the car comes out of the garage that the shifter does not find its way over to the Manual mode for at least a short period of time. With BMW’s racing heritage it is only natural that they source components from companies with a true racing pedigree. The six-speed auto transmission comes from ZF and it behaves quite differently from my previous encounter with a ZF, a five-speed manual in the famed Droop Snoot Vauxhall Firenza; that piece of engineering would never go into second gear first thing in the morning if you did not hit the revs just right! You just had to sit and wait for the oils to warm up before trying to go any further. Nothing like that happens
with the ZF 6HP26 version, it is smooth in all three modes, Auto, Sport and Manual. The fact that even in Manual mode the transmission downshifts on its own on a trailing throttle was a little disconcerting at first but it does not take long to get used to it. Drive the car in a spirited fashion and it behaves totally different; blips the throttle on downshift and slows the car down almost like a manual. But come crawling in downtown Toronto it is time to slip the lever over to D and forget about it. I have hardly ever use the Sport Automatic mode; it is just more natural for me to drive it in Manual. As I mentioned previously, BMW fills their cars with all sorts of electronic goodies. One of them takes a bit of getting used to when driving a car with the horsepower this one has. That is the Dynamic Traction Control (DTC), which is part of Dynamic Stability Control (DSC). Wow, what a mouthful, anyway DCT limits the power put to the ground when road conditions allow the rear wheels to spin. At that point the car can fall flat on its face depending on how much power is taken out. Up here in Canada this can get exciting as you turn left and cross the opposing lane and the wheels spin on the remnants of the winter sand still on the roadway. The car falling flat on its face with a car coming at you is not good, but once you realize you have to give other traffic plenty of room to spare it is not a problem. Fun time comes when you hit the DTC and all 300+ horsepower is directed toward the rear of the car. This was to be my first experience of run-flat tires and after all the reading I had done on the Internet I was not really sure what to expect. Despite all the doom and gloom from the multitude of posts on various BMW themed forums I really have to say I didn’t find the ride any worse than the Mustang GT I bought new in 1991. Now I have the added benefit of not worrying about a sudden tire deflation and all the ensuing
mayhem that could go with it. My car did not have the Sport package and came with 17” rims and I have to admit I actually like them, but they have seen their last summer for a while. Once the snow tires come off I am upgrading to a set of MORR’s newly introduced 19” VS8.2 rims and just for the better ride quality I am probably going to forgo the run-flats. The one thing I won’t be leaving the tire shop without is nitrogen inside the tires. I am an absolute believer in this, if for no other reason than the MORR’s are $3,500 plus aluminum wheels. The lack of moisture in nitrogen helps keep any oxidation to a minimum and my expensive wheels will end up lasting longer and seal better. In fact there is a whole story we can tell about nitrogen and tires, watch for a future issue for an in depth article.
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So what are the things I like about the car! Well, they put a bunch of thought into almost everything. There are some issues I have with the car, but more on that later! With the adjustabity of both the seats and steering wheel a good driving position is easily found. I really love the passenger mirror tilting down to show where the kerb is when you are reversing. I have never used the fold back feature for the door mirrors but I am sure there is a use for it. The automatic dimming feature not only works on the interior mirror but on the door mirrors, a great thing if you are in heavy traffic on Highway 401 at night! I love the ability to vary the settings on the heated seats and come my second winter with the car forgot all about the steering wheel being heated, which is another plus for our increasingly cold winters. The Bluetooth interface for the phone and the ability to sync my IPod is just what is required here in Ontario with our no hand held devices law. The park distance control takes all the difficulty out of slotting into the tight parking spots that seem to becoming the norm these days. Then we get to comfort access, an absolute godsend in our Canadian winters! No more fiddling with gloves in pockets trying to unlock the car, just get close enough and pull the handle. Now for the things I don’t like, I was very disappointed to see the gauge array was really limited, no water temperature or oil pressure gauges. I always thought performance cars always had those gauges, my previous ones did! The functionality of the cruise control lever left me a bit puzzled, with the automatic transmission in Manual mode you pull the gear lever towards you to upshift and go faster, but to go faster with cruise engaged to push the cruise lever away from you, the totally opposite movement. An interesting concept don’t you think! That being said, I do like no longer having to screw around with buttons on the wheel to speed up or slow down to maintain station in a line of traffic, the lever falls right to hand at the left side of the steering wheel right where my hand resides as we cruise down the road. Add in the fact that you can use the cruise lever to accelerate or brake in a slightly more aggressive manor, the fact that you have to push away to speed up
becomes an insignificant issue at the end of the day. The LCI upgrade included new taillights. I saw a comment on the Internet where one poster was glad BMW went back to L shaped lenses. Excuse me! It is not L shaped, BMW moved the intersect point between the trunk lamp and the quarter panel lamp down by about an inch and a half. It looks as if somebody screwed up the drawing and they just had to build it like that. Having said that, I think looking at the car from a three quarters rear viewpoint, it really is a sexy looking car, especially with that BMW Performance carbon spoiler on the trunk lid. Oil changes! Yep, that one had to come up! Even on a leased car do you want to run to 24,000 km before you do an oil change, I know I don’t! Ever since I came to Canada I always said we were being screwed over by having oil change schedules at 5,000 km but moving it by a factor of almost five is not a good move as far as I am concerned. Silly question, but why are there no miles shown on the speedometer? After all, some of us are only sixty miles from the USA! The next item is not so much a don’t like, but a why not complete the package? In a hot summer you can stand outside of the car and lower all the windows and open the sunroof. A good idea but one I never used other than to show friends how it worked. In the southern States I am sure it is used a lot but the question is, why didn’t BMW complete the package and allow you to roll up the windows with one button? This is accomplished by removing the valet key from the fob, inserting it into the lock and holding it one direction until all the windows and sunroof closes. Just a little thing but considering all the technology in the car, one I thought would have been a no brainer during the design process. And last but not least, the dreaded HPFP. I don’t have to spell it out to you but N54 powered BMWs have had the failing High Pressure Fuel Pump issue for many a year. I did not know that, I hadn’t got a clue! Maybe I should have done a bunch more homework on the car before I signed on the dotted line. But, you know what, touch wood, I have not had a failure; 33,000 km and still on the original. As long as I don’t start to have problems that turn into an ongoing concern, I’m cool. Extending the warranty on the HPFP to tens years was the least that BMW could do, it was a pity that it took so long. Unfortunately it’s the bean counters that are running these companies now and dollars and cents are what matters. To all those guys, I have one thing to say! Customer satisfaction matters and BMW took a hit over this. It is time to get back to the old days where customers are important! They are paying your salary after all!
So, after almost a year and a half, what do I think? I still love the car, enjoy it a bunch, have had great fun meeting new people and have to say, it’s been a great First Time Experience!
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The hot winter setup!
Having been told I would never survive a Canadian winter with a BMW without winter tires, I got on the Internet and sourced a set of 18” x 8” ASA GT1 wheels and RFT Bridgestone Blizzaks from TireRack.com. They took care of all the duties, taxes and shipping across the border. Unfortunately when my dealer fitted them, the front two were out of balance. Rebalanced they performed as designed and to Tireack’s credit they re-imbursed me for the costs. As to how the tires perform? Who
knows! We had the best winter for many years with only minimal snow. I never really got the chance to test them out. The tires have little wear on them even after almost 9,500 kilometers on mostly dry pavement and are all stored away ready for next year. I was told to store them vertically in a clean, cool and dark spot away from any electric motors or other ozone generating devices.
Finding a well ventilated area without too much circulation also helps and there should be no reason they would not be as good as new next winter.
BMW Performance Parts
Made available in spring 2008, the BMW Performance accessory range was inspired by the company’s involement in motorsport. My 335i has three products from the range fitted. Looking to give the car a little bit more aggressive look I fitted a pair of carbon front splitters, a carbon rear spoiler and the black kidney grills. The car not only has a different look but I have yet to see any other 3 series in the Greater Toronto Area running the carbon components. The BMW Performance range for the 3 - Series also includes components to upgrade the aerodynamics, chassis, cockpit and drivetrain. Now owners have the opportunity to purchase their go faster / look cooler goodies at the local BMW dealership.
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! N A M O T O BMW G N A N I D E V E ST
Words and Photos by Ian Rae 24  - MotorWerks Magazine - Online at www.motorwerksmag.com
Scott Pruett and Memo Rojas took home the Grand Am Daytona Prototype championship with a Riley powered by a Dinan BMW V8
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Ever since the advent of the automobile there have been people who have taken up the challenge of making a particular marque quicker. Their names would go on to be synonymous with that brand and the companies they established quickly became the ‘Go To’ company of choice for fans of that particular brand. John Cooper was the first to really establish the trend, his work with the original Mini had everyone from racers, pop stars and royalty on down, clamoring for a Cooper or the even more sought after Cooper S. Steve Saleen made the Mustang his own and allowed the common man purchase what was basically a racecar for the road and Jack Roush, what more can you say about that guy. Almost a household name through his NASCAR connections, Roush’s work with all sorts of fast Fords is known all over the world. In the BMW world, tuners like Alpina and AC Schnitzer are well established in Europe but their presence in North America is somewhat limited. So, who is the go to man on this side of the pond? Steve Dinan, that’s who! Dinan is a quiet unassuming guy who has a passion for all things BMW and has made a career out of not only making BMWs faster but engineering integrated solutions where every modification works together in total harmony. Born in the Mid West in the fifties, Steve’s father was an engineer with McDonnell Douglas and wanted him to follow in his footsteps and join him in the aerospace industry but
Steve loved cars and if he was to be an engineer it would have to be in the automotive field. Dinan grew up as the muscle car craze was coming on stream, the Big 3 and other manufacturers were all striving to outdo each other with every new model and horsepower was the name of the game. In fact Dinan admits to his first three cars being muscle cars, “My first car was a ’67 426 Hemi Charger, followed by a ’69 Hurst Olds 442. When I got fed up with not having the handling and braking to go with all that power, I got a ’70 454 Corvette which was the last year before they dropped the compression. It really was a man’s car, it came with manual steering and brakes as well as having no AC. Even with the extended effort needed for manual brakes the car did stop rather well, it was my first ever car with four wheel disc brakes and I loved them.” He went on “Like many other good American boys out there, I had to do my bit for our country and was drafted into the service. On returning from Vietnam I got a job in a domestic car dealership, from there I moved to a transmission shop before finally settling in at a BMW repair shop. I had moved to California by that time and was enjoying working on these little
Steve Dinan giving rides at Budds’ Mosport Day
four cylinder German vehicles; they just seemed to be put together so much better than anything I had worked on up to that point, they seemed to be head and shoulders above anything else I had ever been in. I got to love the cars, they were the opposite of home grown muscle cars, these things braked well and handled any curve you threw at it. The race car driver in me relished that. As far as I was concerned, the only problem was the motor was not up to making a good package great and that is when my turbo charging ideas took off.” Like many other line mechanics, Dinan supplemented his income by working on cars in the evening. He would service BMWs and at the same time be dreaming up ways to improve the iconic German brand. “I worked out that throwing a turbo at one of these four cylinder motors would transform it and give me muscle car performance but with the added bonus of having a great chassis to complement the power. When you throw in a trunk and the ability to transport four people, it made even more sense. My first BMW was a ’77 320i with front disc, rear drum and Bosch K-Jetronic fuel injection on it and splurged on an S pack which included my first ever Recaro seats.
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Jay Chamerlain’s Dinan 3 gets a workout at Mosport That’s when I started thinking about producing turbo kits in my garage at home. By that time I was also working on my engineering degree, my father had instilled in me that things have to be engineered to work properly, I never forgot that and I went overboard on making sure my turbo kits were properly engineered. I tinkered with that for a few years before producing my first commercially available turbo kit. That was followed by suspension systems which we sold side by side out of a postage size ad in Car and Driver in 1979.” From those humble beginnings Dinan would go on to found an empire that encompasses all things BMW. It started with his original facility in Mountain View, CA which now is an independent BMW repair shop. Two subsequent shops would be added to the repair side of the company. These shops also install components built by Dinan’s high performance parts manufacturing company. This is complemented by a engine building shop was started to rebuild street motors and has now grown to encompass all sorts of racing engines including the ones used by Ganassi Racing to win the Grand Am Prototype championship in 2010. The latest Dinan venture is his performance software company, Dinan elaborated, “All new cars come with intricate computer system to control the on-board functions, whether it is engine management, traction control or suspension. For us to integrate a solution on one of these cars it has to be done properly. There are other systems out there that fool the computer into thinking it has to issue a particular command; we do not work like that, our solutions are written into the code that resides in the ECU. Our software guys are some of the best in the business, after all being located here in Silicon Valley has its advantages. We started out with one guy dealing with the software in the car, now we have six. Our software and processors are built in Northern California and it is getting very expensive to develop the product. We now have three guys whose only job is working on communications with the ECU, getting through encryption and finding maps. I don’t know how much longer we are still going to be able do this; all manufacturers are trying hard to keep tuners out of the cars. ECU upgrading is not trivial anymore, it is
You can tell it’s a DINAN BMW
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no longer a case of chipping the car but hopefully we can keep doing this forever. Our 335i software upgrades have been our biggest seller” One of the bonuses to the Dinan software upgrade is the warranty provided by Dinan themselves. “We basically match the BMW powertrain warranty for any cars fitted with our products. At times that means we get into discussions about who is at fault for a particular issue on a customers’ car. They are pretty good about it but probably would prefer we did not modify the car like we do. On the other hand their marketing department love it when we win races and the BMW name can be blasted all over the media. Our main concern is the customer being looked after, no matter who looks after the warranty claim the customer does not lose out.” When asked about the next big thing from Dinan, Steve smiled and said “We talked earlier about the 335i software, well we just finished our software for the V8 twin turbo that is going to find its way into a whole bunch of new BMW cars over the
next year. There should be about eight cars that will be able to use the upgrade, it will provide 100 horsepower and 100 foot pounds of torque. I am very excited about it, owners of these cars will be smiling from ear to ear if they upgrade.” When asked about how racing has helped develop his business, he replied, “Tremendously, I am still a hard core racer at heart, it really is the reason I get out of bed in the morning but I can’t make money at racing. The other companies do well and it only makes sense to take some of that money and invest it back into racing, we learn so much from it. You can learn more racing in two months than in a whole year of road driving.” The attention to detail and properly engineered solutions was what Dinan to the attention of Chip Ganassi when he needed a new power plant for his Daytona Prototype car driven by Scott Pruitt and Memo Rojas. He acknowledges it is a huge responsibility providing the
motors for Ganassi but believes his small team stepped up to the plate. He explained, “They really are the best in the business, very professional but fun at the same time. We are just a small company but I feel we put in a huge effort and gave them a great product that could do the job required of it. It did win
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nine of the twelve races making it a record setting year for the Ganassi team, so I guess we did ok! That gave Pruett and Rojas the drivers’ championship and Telmex Chip Ganassi Racing with Felix Sabates the manufacturers’ title for BMW and Dinan, I am proud of my guys and all the hard work they put in to make it happen.” This Steve Dinan interview was conducted at a Budds’ Performance customer appreciation day at the famed Mosport International Raceway track. Dinan fixed his need for speed by running around in a Dinan 135i giving rides to Budds’ customers. When asked about the need for events like this especially as people are now regularly getting into 300 horsepower plus road cars Dinan replied, “ It is key that these people attend a similar Driving Education event. You can really only enjoy your car if you come to a place like this. Even if you drive faster than you should on the highway, your skills have to be honed at the racetrack! I started racing in 1980 and gave up
driving in 2001 but with events like this I can still get my kicks and when you do it in a controlled environment you are doing it safely and responsibly. It is something I would recommend to everyone, especially this place. Mosport is my all time favorite track, it used to be the old Laguna Seca but with the infield changes they made I don’t like it as much. I just love the rhythm, the high speed corners here just suits me well. Early on Dinan coined the phrase ‘Performance Without Sacrifice’ and that is something that has continued to this day, Dinan states, “Performance, Reliability, Driveability, Value, Fit and Finish are all important to us, we make sure that we have the proper solution to make that component the best one for the job.” No Dinan product is developed without Steve’s input and
no product is brought to market before it is properly engineered and proven. One thing is for sure, Steve Dinan will continue to be the BMW ‘Go To Man’ for many years to come.
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Above - the Starworks BMW Riley Below - A Vortech Blower on an M3
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DAVE READ’S
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Words and Photos by Ian Rae
M6
“It ain’t no
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“It will outrun a Porsche GT3 on the straights”
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From Rolling Chassis to Track Star Toronto baker Dave Read is a bit of a BMW aficionado, his favorites are any E24 car but he really has a thing for any old school BMW. Through the years he has owned an E21, E28, E30, E34 and even a rusty old E24. His current daily driver is a very clean E34 Touring that he is currently turning into a M5 Touring clone. That conversion is made easier by having a low kilometer M5 on hand with a beat up front end to source all the requisite parts from. With any luck we will feature the M5 Touring when Dave has completed his conversion. Having met Dave at the Watkins Glen Genesee Valley Chapter BMW CCA advanced driving school, I asked about his racing heritage. “I have absolutely none! I have always loved fast cars but true racing is so expensive. I’m just a DE sort of guy; I get a kick out of it. Being at the track is therapy for me, it gets me away from business, I have to keep it fun.”
Read’s BMW M6 is not your everyday track / driver education car; it truly is a bit different! Where most BMW owners with a need for speed choose one of the more nimble, lighter 3 series chassis as the basis for their track warrior, Read always enjoys doing something that is not the norm. To that end, Dave purchased an M6 in 2006 as a rolling chassis from a guy in Pennsylvania. The M6s’ full interior, wiring harness, radiator, cats and transmission had already been sold by the previous owner so that would save Dave a bit of work. Much haggling went on over the asking price but one it was reduced by a third, Read paid the re-negotiated $1200, loaded up and headed home to Mississauga, ON. Determined to start off on the right foot with his project, he put the front seats, brakes, stock cat back exhaust and wheels up for sale and was paid back to the tune of $1600. So now armed with a bit of spare cash in his pocket and his ideal DE ride in the garage, it was time for his M6 DE project to begin. He had no real detailed plan for building the car, no starting on the suspension, then the brakes and so on. Read just got stuck into everything at one time and although it took longer than he originally planned, the M6 would hit the track close to the one year anniversary of bringing the car home. Once it was running and track
worthy Read would combine upgrades with any spare time away from the track. The first real modification that was DE car specific was the addition of a half cage, Sparco Evo 2 seats and Schroth six point harnesses. “The guys at JRP in Mississauga did a great job with the Chrome Moly half cage”, Read said, going on, “As I said earlier, I do this for fun and safety is a priority, I wanted the proper cage, seats and belts that would protect me if needed.” Getting the 3200# Six series to handle was going to be a chore but it was taken care of by an Ireland Engineering coil over kit utilizing Bilstein sport shocks and fitted with Ireland 400# front and 300# rear springs. The front lower control arms came from a BMW E31 and have a spherical bearing at the subframe end; the upper control arms are sourced from an E34 M5. To take full benefit of the suspension upgrade, the rear subframe rubber mounts were exchanged for solid urethane, stiffening up the whole rear suspension. Uprated sway bars from Racing Dynamics were already fitted at both ends of the car when Dave picked it up, he explained, “I don’t even know what size they are. They work, and work well, which is all that matters to me.” To stiffen up the front of the chassis Read turned to John Mason for a strut bar, “Mason Engineering were amazing, I drew up a sketch and he fabricated the bar, it really is a beauty.” Next up were the brakes, “I know how important brakes are around a place like Mosport, so I went back to Ireland Engineering and came up with their kit that utilizes BMW 750iL rotors and Corvette C6 calipers and coupled with a master cylinder from a BMW 750, they work, I’ve never really had any issues.” Given the size and weight of the M6 you would think Read would have added some composite panels to raise the power to weight ratio. Not so, he explained, “Nothing out of the ordinary here, it’s all factory panels, in fact the car is probably a little heavier than normal as I fitted a rear lip spoiler I sourced off a guy on E-Bay and fabricated my own front splitter out of marine plywood and carbon fiber from Noah’s Boat Shop. It is a bit of a crude way of doing things but it works!” When it came time to hit the track, Read kept true to his budget philosophy and he personally set the car up with nothing other than “an eyeball and tape measure.” Power for the project comes from a M30 from a 1990
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535 built by Bill Thorne at Motex in Toronto. It is filled with 8:1 forged JE pistons, stock rods and a crank with a crank scraper. The head was mildly ported by Read himself and kitted out with Ireland Engineering heavy duty rockers and stock camshaft. Fuel is fed into the motor by 55 pound per hour injectors and controlled by a MegaSquirt engine management system. “I got the original files from Mega Squirt and just developed the rest myself. I works well for a base system but I’m talking with Peter Florence of PF Tuning about upgrading to the new sequential injection with coil on plug as well as adding boost control over the winter, so we should be running quicker next year if we go that route.” It currently run about 15psi boost on a custom high alloy Stainless Steel tubular manifold that was custom fabricated by JRP. The turbo is a Garrett GT35 T3-T4 hybrid, with all the tubing V-band connected to ensure no leaks. The rest of the turbo plumbing is a combination of aluminum and galvanized steel. “I measured every and sent a sketch to Texas Exhaust who fabricated up everything that
was required. When asked about how much horsepower the turbocharged M30 makes, Read told us with a smile, “It has never been on a dyno, but the car will outrun a Porsche GT3 on the straights.” and he put the emphasis on WILL. He went on, “Turbo Charging Dynamics’ guess is close to 500 horsepower at the crank, maybe low to mid 400 at the wheels.“ The M30 is kept cool by none other than a modified Big Block Chevy radiator from Summit Racing. The cap is deleted, a vent added and it was notched to fit inside the M6 framerails. Getting all that power to the ground was easy, a TCD clutch is attached to a lightened and balanced stock flywheel from an E28. Behind that sits a five speed Getrag 265 gearbox that was sourced from a street driven 1985 E28. The differential is a big box BMW 3.91 unit that was built by Dan at BMW differential experts Diffsonline in Winchester, Maine, as was the Getrag box. Currently the M6 rides on 17x9 rims with 255/4-17 tires but Dave is looking to upgrade to some CCW 17x10 rims so he can fit 275 section tires. Read laughed,
“That will involve some more work as I will have to roll the fenderwells to clear those tires. But this car has evolved since I got it and will continue to do so. It is good therapy for me, whether I am at the track or working on it.” So what will Dave Read and his M6 be doing in 2011? My guess is, continuing to show people how well a big car like the M6 can really go around places like Mosport and Watkins Glen. Most of all he will be having fun doing it! The M6 DE project started of with something many people would have considered a basket case. Dave Read turned it into a Track Star, something that showcases how you can ‘take it to the track’ on a budget. Maybe you could too!
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Get The Ultimate Protection!
Most new vehicles roll out of the factory with alloy rims already installed. In the old days the first order of the day on a new ride was to order up a set of alloys along with lower profile tires. For most people after market rims are no longer required, the factory normally has a few styles available to suit most tastes. The one thing that alloy wheel owners have to contend with whether they are rolling on factory rims or some expensive aftermarket rollers is keeping your investment clean. We came across a new product designed just to do that when we were picking up some BMW Performance splitters in a suburban Detroit BMW dealership. They had to be ordered in and I was charged shipping. No big deal, but five minutes after I left they called to say they found a set another customer had ordered and if I came back I could have them as he was not due to pick his up until the following week. Great! But what has that to do with keeping wheels clean? As I had paid for the shipping and the splitters were no longer being shipped overnight, I had a credit due to me. Rather than screw everything up with the billing I saw this WheelWax tub sitting on the counter and the spiel about it sounded pretty good. So I paid another five dollars and made off with two tubs of WheelWax. When my ASA GT1 rims arrived from Tirerack.com the first thing I did to them was apply the WheelWax to the rims that were already mounted with my winter Blizzaks.
With the rims being clean there were no issues liberally applying the fine Carnuba based paste. Once applied, let the wax haze up on all four wheels. By the time the last wheel is done, return to the first wheel and buff them all to a high shine. Subsequent applications can be done on dirty wheels as WheelWax is a cleaner as well as a polish. On the WheelWax website is a FAQ section and one of the questions was regarding how well the product would protect in a climate where road salt and other products are used threw the winter months to keep the roads driveable. No problem they said and it is a statement I can concur with. The photo below showing the ASA rims was taken when the winter wheels and tires were removed in the third week of April. There was no attention paid to them over the winter other than the weekly free car wash at my local dealer, Budd’s BMW and a couple of times when I used a power washer to clean the wheels in a do-it-yourself car wash. According to WheelWax the product is safe on all alloy wheels including expensive billet pieces. I personally was impressed with the product and the results. Compared to the factory alloys that were previously on the car, the wheels seemed to stay far cleaner as far as brake dust was concerned. This could be attributed to WheelWax’s claim that the the surface polarity changes after the wax has been applied and actually repels brake dust. Is that statement fact? Who knows but I can testify that when comparing a wheel with and without WheelWax applied, I saw a huge difference in how clean my alloys stayed. The one thing I did not do was re-apply wax through the winter, but seeing how clean the wheels stayed it could only have made them more resistant to brake dust and winter salt. As a side note, American Racing wheels were so impressed they co-branded a version of WheelWax to be sold by American Racing Wheels dealers. WheelWax is available in the U.S.A., Canada and the United Kingdom. Dealers can be found by going to the website www.wheelwax.com
U R C R E M M I B
10 TURNS
Words and Photos by Ian Rae
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E S I U
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s ’ a d a n a C s ’ “It W M B t larges show”
Bimmercruise Turns 10 Yeah that is right, Bimmercruise turned ten this year! Canada’s biggest BMW car show has made it to its’ tenth anniversary but not without some vision and hard work by the originators. It all started when three close friends from the Greater Toronto Area (GTA) saw a need for a BMW only show in Southern Ontario; one that would cater towards hardcore BMW enthusiasts, just like they were. Kevin Kukkonen, David Sinodhinos and Randy Sparre, who all owned 1988 BMW E30s at the time, took their idea, massaged it and turned it into what would become Bimmercruise. “Cruise” was added to the event title when the threesome decided the event had to be more than just a car show and allowing participants to cruise to the show venue collectively would only enhance the experience. After the first three years Sparre was running the venture on his own, he explained, “Both my partners got married
and as we all know, it is difficult to balance work and a family life, never mind adding in something as time consuming as organizing something like Bimmercruise. They both support me when we run the event but have other things in their lives that preclude any more involvement. It seemed that getting married was the catalyst for leaving Bimmercruise and with me getting married in January I had a lot of soul searching to do as to whether I could continue running the event. Luckily my future wife, Anita is fully behind me and because of that you will be seeing Bimmercruise continue well into the future.” The first event was held at Centennial Park near Toronto and over the years the event has moved to many venues including Toronto Motorsports Park and Mosport International Raceway. As time went on, more than one cruise had to be organized to bring attendees from as far afield as Pennsylvania and New York State. Cruises would
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Parkview BMW was on hand showcasing the BMW brand.
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Above - E30 Zone at Bimmercruise
Below - Randy Sparre loves his BMWs
AutoX action at Bimmercruise
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arrive at the final destination having travelled through some of the most scenic countryside Southern Ontario had to offer. The social aspect of the event was huge and many friendships were formed over the years with most continuing to this day. In 2008 Sparre took the decision to grow Bimmercruise to include all European vehicles and the name was changed to EuroFest. Randy elaborated, “There was much talk from attendees about making the event something more than a static show, we had the cruise but some people wanted to see more, something where they could involved in an activity with their car. I looked at Toronto Motorsports Park as a venue but felt that even though it had the drag strip, road course and plenty of space for the show it would be too big a venue just for a BMW show with two to three hundred cars on an annual basis. That is where the idea of EuroFest grew from; there were no all Euro shows in the area so it seemed the natural progression to grow the event to encompass all European makes. I did all the proper marketing of the show, joined all the relative forums on the Internet and did my best to promote the event, but come the week of the show if there is a 40% chance of rain it seems that the owners of exotic cars don’t want to take them
out of the garage. The BMW guys are totally different, we probably have had four years of rain in the ten years of Bimmercruise and we still got one hundred and fifty cars show up even in inclement weather. The BMW guys are definitely more dedicated. Although still involved with EuroFest, Randy decided to return to his roots and celebrate ten years of BMW car shows by holding Bimmercruise as a separate entity once again in 2010. A search for an appropriate venue brought the show to Brampton and the Powerade Centre. The huge North parking lot gave Sparre plenty of room to spread out the various classes with space to spare. As part of growing the show for the 10th Anniversary event, a new attraction was added, Autocross. A longtime BMW driving instructor Randy Sparre had been involved with the BMW Club Canada Trillium Chapter for many years. A chance encounter with AutoX organizer John Venditti at one of the Trillium events brought up the possibility that the two events could complement each other and the Year 10 event would be the perfect place to expose Bimmercruise attendees to AutoX, a seldom seen but exciting motorsport for the masses. The plan worked perfectly, the acres of space at the Powerade Centre allowed for the two distinct events within
Bimmercruise to have plenty of space but yet be close enough for spectators to take in both. The increased acreage was especially beneficial to the AutoX participants who for the first time this year were really able to showcase the power and handling of their vehicles due to the extended space. As to the future? “I see the dedication of the people who have been coming to Bimmercruise for many years and it is mainly because of them I want to continue. I have to admit I am at a crossroads with EuroFest, I may not continue with it, but we will have to wait and see. Spectator attendance is highly dependent on weather; a bad forecast not only affects the turnstiles but the future of the event. The Internet is a great thing for promoting events like this but somebody posts the show sucked on a forum and we have a whole new problem with next years’ event. The problem was the guys perception of a poor show was created because he was not fighting through a crowd or there were not rows upon rows of show cars there. Weather was the real problem, especially when the weather patterns around Toronto Motorsports Park are so different from Toronto itself. As I said before, my Bimmercruise guys tend to be diehard and weather is not as critical to them. I see a long and successful future for Bimmercruise and I hope we can stay at the Powerade Centre for many years to come. It is pretty central for most people in the area and to have a venue where we have concessions and washrooms available to us, there are not many places that can compete with it. Let’s just say, there are many new and exciting things coming down from Bimmercruise, keep your eyes open for them. Before I end, I have to say a big Thank-You to all the volunteers that have helped out over the years, I could not have done it without them. And what can I say about all the sponsors that stepped up to the plate with various forms of support from day one! Bimmercruise happens because of their support, there would be no Bimmercuise with all these great people. So in closing roll on 2011, Bimmercuise is going to be bigger and better! Count on it”
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r his just looks afte e h y, d e re g t o esy of No Randy is n provided court re e w rs e rg r. u staff! The b Trillium Chapte s b lu C W M B e Rich over at th
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MINIBimmer 46  - MotorWerks Magazine - Online at www.motorwerksmag.com
MINIBimmer - Fun with a Capital F
One thing about jumping into a MINI is that it really does not take long for the BMW heritage to show through. Controls that function similarly and the build quality were two things that struck me right off the bat. For somebody who grew up with the original Mini (although I have to admit to have never owned one) the latest generation is a long way from what Sir Alec Issigonis envisaged when he designed the original back in 1959. The wheel at each corner concept has been retained as has the transverse four cylinder, front wheel drive layout that the Mini made hugely popular for small families looking for a lot of space in a small package. With the original voted the second most influential car of the 20th century after Ford’s Model T, BMW had big shoes to fill when it took over the British marque and while it may never garner an award like the original, they did produce a MINI for the 21st century. What the New MINI as it is sometimes called, is about is fun, fun with a capital F. The styling has just enough retro to work, just like the original it has a huge capacity to be a headturner. When you get behind the wheel the instrumentation and switches are different enough to make you take some time and actually read the manual like you should, when first acquainting yourself with the car. Things like the window up/down switches are mounted inboard on the center console and when was the last time you threw a toggle switch to activate anything! Also moved to the center of the car were the seat back recliner levers. Not a big deal but after much groping around door side it became obvious why the only available option was inboard. It is all a bit quirky, but so was the original! Like I said at the start of this paragraph the MINI is all about fun and it really delivers that in spades when you take to the road. Patrick Fletch of MINI Oakville has got me into a 2010 Cooper S with a Cambden package when my 335i was in for service at the neighboring Budds’ BMW dealership. After all the aforementioned fiddling about with the controls it was time to remind myself what my left foot was for. Checking out the shifter knob, I confirmed to myself, yep that is six gears. The throw was a bit longer than I would have expected but no problem to adapt to. A short throw version similar to what MINI Madness sells, should be made available to MINI owners through the dealerships and a 20% reduction in throw would transform the shifting process. With 172 horsepower available I knew there was going to be an issue with torque steer. It did indeed raise its ugly head but not to the same extent as my Saab 99 Turbo and that only had 143 hp back in the day. In fact the MINI is a devil in disguise, serene enough when tootling around town but it sure grows horns when asked to. Is is a fitting addition to the hot hatch brigade, the zero to sixty figure of 6.8 seconds, tells you that. It can be made to look as discrete as you want or just add some of those rally stripes and you have the headturner we talked about above. The best thing for those who really want the car to grow horns, all they have to do is take a trip over to the John Cooper Works department where all sorts of goodies await, even a complete car if required. But is it a MINI BMW? You bet it is! And with that BMW influence the MINI will just keep getting better and better.
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The Camden is one of two limited editions of the MINI built to celebrate the Mini’s 50th bithday and features things like exclusive 17” alloy rims, Camden mirror caps and graphics, Harman/Kardon HiFi system and is only available in White Silver Metallic.
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Fast Facts
1598cc 16 valve four cylinder engine 172 horsepower @ 5500 rpm 177 ft/lbs of torque @ 1600-5000 rpm Twin scroll turbocharger 6 Speed Getrag G253 manaul gearbox Gear ratios: 3.308/2.130/1.483/1.139/0.949/ 0.818 Final Drive: 3.647 Top Speed: 223 km/hr / 139 mph 0-60 mph: 6.7 seconds 1/4 mile: 15.1 seconds
The center speedo and pod tacho so remind me of the original Mini, only the speedo needle is way more stable! MotorWerks Magazine - Online at www.motorwerksmag.com -  49
EVO
“A never endi ng stor y” 50 -
Words and Photo s by Dipal Patel MotorWerks Magazine - Online at www.motorwerksmag.com
OLUTIONARY
M3
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Few cars hit you as fast and hard particular car featured inflatable seat as a BMW E46 M3 accelerating from bolsters and had all the luxuries one standstill. From the moment it was could want in a daily driver. As with introduced in 1986 it became the most of my previous cars daily and pinnacle of the executive Grand track use showed there was room for Touring auto market. Everybody had improvement, heck, even good cars to have one and those who didn’t, can be made great. It was now time wanted seat time with somebody to make changes; the modifications I who did. chose for my M3 were both for speed The M3 quickly became the target for and style. From the photos included the other two major players in the in the article you will see how my same performance GT segment, Audi M3 has evolved over the years; will and Mercedes. Falling short I stop here? Who knows? “It was the Only time will tell! My M3 with their S4, and C32, the M3 dominated on the road car for me” has become an evolution and track with the E30 and of the original and will after a couple of model updates the continue to evolve as long as time, M3 became the #1 choice for one money and appropriate components Canadian auto enthusiast, myself. I permits. personally decided the E46 M3 was In the quest to make the car a the appropriate next step; it was THE true daily driver and weekend track car for me! warrior, the first line of attack was That meant converting from a two the suspension. I outfitted the M3 car set up that included a mundane with TC Kline single adjustable commuter in the form of a 2001 coilovers, incorporating 450 lb. and VW Jetta 1.8T (modified of course) 500 lb. spring rates front and rear. and a weekend track car that spent These are aided by an adjustable more of it’s time being worked on Ground Control front sway bar that than lapping, the impressive Porsche allows for customized the front-end 944 Turbo. The M3 was a logical roll stiffness for the various tracks step in the right direction, it would in the Greater Toronto area I visit be able to perform both duties and during the summer. My budget set up more importantly do both well! The of track wheels were four rear OEM U.S. spec 3.2 liter S54B32 inline six 18” M3 wheels that were used for cylinder motor with 333 horsepower a short period but the mis-matched and equipped with an LSD would offset and enormous steering input make the car a blast on the track. My required at the track led me to opt
for somewhat more suitable SSR track wheels in 18x9.5 square setup. For street use the OEM Competition wheels were replaced with Volk LE37’s to give a somewhat similar look to the SSR rims. Now with the suspension and wheel departments under control, the car was noticeably weak in the braking zones even with sometimes used sticky Toyo RA-1 R compounds. With the brakes still a concern I tried to resolve the problem with a Rotora big brake system. Even with this setup there was still trouble with heat buildup causing the fluid to boil and the resultant brake fade before session end. After much research I sourced and fitted a StopTech brake kit with 355mm two piece rotors for front and rear matched with four piston calipers. After the Rotora experiment I decided I had to quantify the change in brakes and set up a track test using the stock brakes versus the front StopTech system on the same track, same pads on the same day. It resulted in a decrease in rotor temperature from 860 degrees Fahrenheit to 486, very impressive as far as I was concerned, especially considering the headaches I was having once the fluid started to boil. On track the car is hauled to a stop using Hawk DTC 70 and DTC 60 track pads. Although the car is capable at the
First photoshoot on Rennen Monolichts
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track, the style of this particular car ended up going the popular CSL route. However, the modifications are unique. This car is sporting a Oakville Motorwerks Scorza Exhausts, a OM carbon diffuser, and OM carbon CSL trunklid. On the dyno the exhaust is good for more than six hp and four ft lb of torque and offers absolutely NO drone! The double-sided carbon fiber trunk lid and rear diffuser are made locally and fit right at home with the look of the car. A blended trunk fade provides interested passers by with a glimpse of the carbon fiber beneath the paint. Another cosmetic modification is a TFX upgrade, where the headlights are retrofitted with Infiniti FX projectors and Acura TSX headlight lenses. This provides increased visibility at night with a sharper beam and increased light output for better vision. The street duty OEM BMW ZCP wheels were equipped with 15mm spacers in the front to clear the brakes. The ZCP wheels which were re-installed after the Volk’s were sold. Having a regular commute as well as using the car for track duty made me decide to decrease the recommended BMW service interval by a factor of three to make sure all fluids were kept in check. My preventative maintenance list also includes inspection of control arms, tie rods, rear trailing arm bushings, battery and alternator, and rear end links. With the car freshly maintained, the track abuse on the suspension with the combination of R compound tires
Above - Dipal’s super clean M3 Below - StopTech brakes with 19” Rennen Monolichts
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has limited any unwanted play in the system. When Oakville Motorwerks became a Rennen dealer and it only made sense that I used a set of their wheels. I was easier to show a customer exactly what they looked like when they were on my own car sitting outside. So we ordered up a set of custom offset Rennen Monolicht measuring 19x9.5 front and 19x10 on the rear. The wheels are produced by Rennen International an American company now included in the list of top 500 fastest growing private companies in North America. Rennen are known for their modular range of concave wheels but the Monolicht is the first offering for the deep concave onepiece wheel market.Early during the M3 modification process I realized that I had not taken many pictures of the updates to the car or the places I had been with it. Track shots were suspect at best and face-to-face meets were usually held at night with very limited opportunity for good pictures. As a result I decided to get into photography in order to get the exact shot I wanted. After scouring the Internet forums for the
angles, techniques and reading many automotive photography tips, a starter digital SLR kit was purchased. A full year and 10,000 shots later, local e46toronto.com members saw my work and began asking for pictures of their cars to be taken. Now, I spend half the time outside of work, on the track having fun and the other half taking photos for anybody from race teams to local car enthusiasts. As Steve Dinan says elsewhere in this magazine, you can only really experience your car on the track and
Below - Dipal’s M3 photoshoot, amazing what you can do with a bit of water!
he is right. I feel that with working at Oakville Motorwerks on a part time basis and going to the track, representing them while having fun learning my racecraft, I have definitely have found the right balance between ‘work’ and ‘play’. Editors Note: This M car and owner are definitely the right match for each other and an inspiration to local and international M owners alike. Why don’t you tell us your story about how your love of BMWs or MINISs has affected your life.
Above - Check out the fade into Carbon
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T R O P S MO S E T A R CELEB
0 5 YEARS
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The Canadian BMW Club Trillium Chapter makes good good use of Mosport for Advanced Driving Schools and their BMW CCA race event. Both the ‘Big’ track and the Driver Development Track are used for various events through the year. This year the September Mosport Dayze school featured classroom sessions on the Friday for ‘A’ students that was chaired by none other than NASCAR Canada driver, BMW M5 owner and BMW Driver Training expert Robin Buck. For more information on these type of events check out the website at www.trillium-bmwclub.ca or Mosports website at www.mosport.com
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Mosport International Raceway near Bowmanville, Ontario, Canada has a storied history in the annuls of road racing. Formerly known as Mosport Park, Canada’s second purpose built racing facility was purposely located within easy reach of the Greater Toronto Area, which even back in the sixties boasted a population of over two million people. Ground was broken for the track in 1960 with the first major race, the Player’s 200 for sports cars being run the following year. That event was won by none other than the legendary Stirling Moss. Over the years Mosport has had various owners, the latest being the Panoz Motor Sports Group who took over in 1998. In 2001 they took the huge step of widening the track and totally repaved it to meet FIA specifications. The heydays of the track were undoubtedly the sixties and early seventies when the Canadian Formula One event visited but series like USAC Indy Cars, World Sports Car Championship, Can-Am and Formula 5000 have all frequented the 2.45 mile long course. Many of the early events were so
popular that Canadian sports events attendance records were regularly broken. Today the highlights of the year are such series as the American Le Mans Series, NASCAR Canadian Tire Series and the VARAC Vintage Festival. BMWs have featured in many events during the 50 years Mosport has provided one of the best road racing venues in the World. Probably one of BMW’s most famous wins was in 1977 when Eddie Cheever and Gilles Villeneuve took the class win and second overall with a Group 5 Falz-Alpina 320i at the Six Hours of Mosport. This year Bimmer fans have seen the return of the Rahal Letterman team and their M3 GT2 Coupes in the GT class of the ALMS. The challenge of Mosport was well suited to the superb handling of the M3s a fact proven by Bill Auberlen and Tommy Milner who put a BMW on the podium for the eighth successive event. The second BMW was forced to retire when Dirk Muller was involved in a collision after only one hour of the event. The Rahal Letterman BMW’s may have had mixed results at Mosport but that
did not stop them from collecting the Manufacturers championship by year end.The track opens around the last weekend of April and runs events all the way through to the end of October. In addition to the Premier events, Mosport hosts events like regional racing, driver education days and dealer track days. For those who have never spectated at Mosport, wear good shoes. I t has a hilly terrain and good vantage points like Moss corner involve a bit of a hike, especially at the major events like the ALMS weekend. But believe me it is worth it. All those hills you climbed up and down make for a racetrack where anything can happen and usually does! For those racers or track day guys that have never been challenged by its 2.549 miles and ten corners, you don’t know what you are missing! Jackie Stewart once said if you can drive Mosport you can drive anywhere in the world. It IS challenging and NOT a challenge to be taken lightly, but what a rush when you do it!
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BMW Rocks W
A Photo Pictorial from the Six Hours at the G
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Watkins Glen
Glen Grand Am event
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Scott Pruett, Memo Rojas, Charles Espenlaub and Charles Putman made it a good weekend for BMW at Watkins Glen on June 4-5. Pruett and Rojas recovering from a disasterous outing the previous Monday at Lime Rock Park, firmly put the Chip Ganassi Racing with Felix Sabates Telemex BMW Riley on the Sahlen’s Six Hours pole with a new qualifying record of 1:40.562 The duo then went on to win the event over Max Angelelli and Ricky Taylor in the Sun Trust Ford Dallara. Other BMW runners in the Rolex Daytona Prototype division were Dalziel and Forest in the first of the Starworks Motorsports BMW Rileys who finished seventh and Anderson/ Lester/Phillippe who placed twelveth. Fall-Line Motorsports Espenlaub and Putnam headed up a BMW M3 1-2-3 in the Continental Tire 150. The Turner Motorsport duo of Joey Hand and Michael Marsal continued their good run of finishes with second place while another Fall-Line Motorsports M3, that of Terry Borcheller and Andrew Hendricks placed third.
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’s 3 h Toronto TURNER Mn shares this M3 wit Auberle Bill Lana Paul Dalla
ardi,
uis Bac RUM BUM att Plumb and Gian L nder.
M acardi fou Driven by n of the B o s d n ra g who is the INI e nental Tir MERICA M CRUISE A INI races in the Conti M The BMW er class. Street Tun
SCOTT PRUETT
Broke the record for wi ns and is now the on ly four time Six Hours winner at Watkins Glen.
BIMMERWORLD
The new Gearwrench/B immerworld BMW E90s were on a high coming into Watkins Glen after winn ing at Lime Rock but had to deal with bad calls fro m the officials during the rac e. The #81 of Heuman n and Thomas finished sixth in the Street Tuner cla ss. MotorWerks Magazine - Online at www.motorwerksmag.com - 65
NG allenge RRT RACI an E90 328i to ch ses
for
RRT u honors. e ST class ir T l ta n e Contin ne with a SEN LAURA OLs the Fan Walk in pit la y Laura enjo ! young fan
INSIDE A DAYTONA PR OT
OTYPE Getting ready to pull up to the pit lane for the final practise before the Sa hlen’s Six Hours
GUARDIAN ANGEL MO TO
RSPORTS The Maynard/Sheeha n E46 uses the po wer of motorsports to raise mo ney for childrens chari ties.
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Photography at The Glen Watkins Glen is a very challenging track for drivers but it also challenges photographers. Put in a bit of effort with lots of walking and the results can be spectacular. I have been lucky enough to have shot on both sides of the fences at The Glen and even though there is plenty of catch fencing all around the track there are still places to get that trademark Glen shot, even from the spectator areas. All the shots in this photo pictorial were shot spectator side. The biggest lens I used was a Canon EF 100-400mm f/4.5-5.6 L with a EF 1.4x II Extender added for some shots. Yes, you will get the guardrail in the shots because you still can’t get close enough, but that blue guardrail screams Watkins Glen, there is no other place in the world like it! Don’t forget to wander around the paddock and get candid shots. There is always something going on, capture the moment, it is the preperation in the pits that allows the teams to win on the track. Record that moment for posterity! As for favorite spots to shoot. I just love coming back out of the boot onto the NASCAR circuit. You can get the inside front wheel up in the air, cars in the background out of focus due to proper use of depth of field. Shots here scream action! Getting to the inside of the toe of the boot entails a hike but shooting down onto the racecars offers a perspective you don’t get anywhere else. So, grab your camera bag and head out to the Glen and have fun!
TURNER MOTORSPORT the Hand/ s on Last minute preparation have worked! Marsal M3. They must
FALL-LINE M3
ks M3 rounded The Borcheller/Hendric out a BMW 1-2-3.
0i NEXT GENERATION 33was the top 0i 33 n do on Kennedy/L
The ion Motorsports finishing Next Generat car.
CLUB MONTICELLO MOTOR an/Schultz/ dm easier for Re
Life is n private test Straus having their ow track!
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Scotsman Ryan Dalziel drove the lead BMW Riley (above) for Starworks Motorsport. The sister car (shown below) was rebuilt overnight after a brush with the wall during qualifying.
Performance Directory
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Your Advert Here! Affordable Pricing! Call Ian - (905) 467-5148
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Featured Photographer We had hoped to bring you something special for the first Featured Photographer showcase, but you are going to have to put up with me instead! No seriously, we had noted automotive photographer John Zhang from Los Angeles all lined up to rock your socks off, but our deadlines and seriously un-California like weather means poor John has bunch of his own headaches to sort out before year end, so John’s showcase is put off to the next issue. In this spot we are going to showcase some really great photographers, maybe inspire a few budding ones and generally show you what really can be done with a digital camera and a bit of imagination.
Ian Rae Oakville, ON
Started shooting seriously with a Practika 35mm and no name zoom lense back in 1975. Got out of photography and into the driving seat before returning to the hobby and providing photos to RPM Magazine in early 2000. Became Senior Drag Race Editor at RPM in 2009.
Gear List:
Canon EOS-1D MKIII, Canon EOS-1D MKII, Canon EF 70-200mm f/2.8 L IS Lens, 100-400mm f/4.5-5.6 L Lens, 24-70mm f/4.5-5.6 L Lens
Feature Shot:
Taken from the far side of Moss Corner at Mosport during the 2010 ALMS event. Check out the inside tires, that M3 is pulling some Gs!
Exif:
Shutter Speed - 1/200 F-Stop - F/8 ISO - 100 Focal Length - 475.0mm
Lower Gallery:
Left - Catching the Rahal letterman BMW in front of the BMW sign is almost an advert shot. Take advantage of your surroundings when you are composing your photos. Middle - The HMS Motorsport MINI at the Toe of the Boot, Watkins Glen. Notice how little tire is in contact with the ground on the right rear. Good use of depth of field makes the MINI the center of attention. Right - A Prototype to the left and the Mosport pit straight marshalling post leaves you knowing where this shot was taken. Remember every photo should tell a story.
Contact Info: See page five.
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Face to Face Who? - BMW Clubs of Canada, Trillium Chapter. Where? - Bradley Museum, Mississauga, ON. What? - The Fall Show and Shine. It may have been late in the year but it was the last chance for the Trillium Chapter members to get together outdoors. Organized by Ted Kalman of TedFest fame, John Venditti and Scott Paterson, the event was enjoyed by everyoe who attended. The Fall colors made for great photo opportunities for the many onlookers sporting all sorts of digital cameras as shown by the photo on the right.
All manner of E30s sh owed up!
l ages had fun! A Family Affair, al
everyone! Burgers for The scenic surroundings of the Bradley Museum in Mississauga were host to the Fall Show and Shine. Many participants ended the day by going on a final cruise of the year to take in some of the best Fall scenery Ontario has to offer, wrapping up a perfect if not slightly chilly day with good food and friends.
Readers’ Rides
Rudy Glarner - Port Perry, ON Jackie Dhillon - Woodbridge, ON 2004 BMW 325i.
Jackie’s super clean 325i is a work in progress, upgrading a little here and there as he can afford it. This black on black example currently has only 78,000 km. on the odometer. It rides on 18x8.5 BBS LM reps wrapped with 225/40-18 tires all round. Other exterior mods are a trunk lip spoiler, Depo clears all round and CCFL Angel Eyes with DRL delete. The interior has only seen minor upgrades so far, limited just to silver gauge rings and red painted needles. Under the hood, the intake charge is routed through a Eurosport Tuning carbon fiber intake with the exhaust gases evacuated by a BMW Performance exhaust. With the extra go generated by the items noted above, stopping power is supplemented by the addition of Hawk HPS pads and EBC slotted and dimpled rotors. As we said earlier, the car is a work in progress. Future plans include a set of coilovers but at this stage Jackie is undecided whether to choose the Turner Motorsport kit or the Bilstein PSS option. At some stage M-tech II bumpers will find their way onto the car as will an M steering wheel with paddle shifters. Performance will be upgraded even more with performance software from Mark D.
1988 BMW 325iS. Rudy’s Bimmer was built out of a bare accident shell he found in a junk yard after as he put it, “I wrecked my previous E30 by mistake!” Glarner told us the build really helped him understand how the E30 was put together and he has continued to develop the car to this day. It is his daily driver but sees action at many Trillium BMW Club events in Ontario, Canada. Now powered by a modified 2.7 litre M20 motor fitted with headers, Glarner tells us it has more punch than previous and has a really strong engine note. The chassis has been lowered and fitted with H&R race springs and Bilstein Sport shocks and has been stiffened by a custom X-brace. For road duty 15x7 ET24 BBS ‘Euroweaves’ are fitted with Toyo RA1 205/50-15 tires and for track forays Rudy switches over to a set of 17x7.5 ET27 Kosei K1 rims covered by Hoosier GAC Spec 225/45-17 slicks. When his father is noted BMW preparation expert Marcus Glarner, it only natural that Rudy has chosen an E30 for everyday transport. Many tricks of the trade have made their way into the Brilliant Red beauty and I am sure that will continue. It sure is a nice ride Rudy, keep us up to date with all your future updates!
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Daniel Bertoja - Hamilton, ON
2003 Cooper S. Daniel’s MINI is well know in BMW Car Club circles, he has won the Trillium Chapter’s Autocross Championship for the last two years. Powered by a John Cooper Works motor producing 208 horsepower the MINI is feared by all who attend the Southern Ontario based events. Other modifications include a OBX header, a lighter 2006 harmonic balancer & 15% pulley. The ECU is modified to allow a 8000 rpm limit for AutoX. Power is transmitted to the wheels through a ClutchMaster light weight flywheel and Stage 2 clutch assisted by a Quaife LSD. Handling is taken care of by KW Competition 2 Series coilovers. Structural integrity is helped by the fitment of a JCW strut bar & TSW camber plates. The rear is fitted with adjustable rear swaybar and control arms. The car was then scaled and aligned to give a chassis perfectly tailored for AutoX. Braking came in for some minor modifications with OEM brakes fitted with Ferodo DS2500 or Hawk DTC60/30 pads. Brake cooling is assisted by a MINI Challenge brake duct kit. Street/rain tires are 17x7 rims with Dunlop 215/45 Z1 Star tires and for AutoX/track days Daniel uses a set of 15x9 949 Racing rims with Nitto 225/45 up front and 15x8 with 205/50 on the rear.
COMING NEXT MONTH Daniel Bertoja - ‘Ontario’s Man to Beat’ divulges some of his AutoX secrets! SSSSSShhh! - It’s a secret! Watch our Facebook page for details! Octane Booster - Quebec based racer Alain Lauziere flys the MINI flag north of the border. BMW at Mosport - A photo pictorial from the ALMS and CCTCC. Take It To The Track - Autocross, the low cost motorsport for the masses.
Autocross is grassroots motorsport using your own car in a controlled environment. The emphasis is on car handling and the driver’s skill. Come along and check out the BMW Clubs Canada Trillium Chapter series run in and around Toronto. Enjoy the casual atmosphere with great people.
Joy is Trillium BMW AutoX
And Much, Much, More!
www.trillium-bmwclub.ca
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