MotorWerks Magazine Volume 1 Issue 3

THE ULTIMATE READING EXPERIENCE! ISSUE 03 NOVEMBER 2011 Published by TreeFree Publishing A division of Webtronic Enterprises

CANADIAN TIN-TOPS A CCTCC REVIEW

A DAY AT THE RACES

WITH BIMMERWORLD

.. .

TECH - 335i PERFORMANCE EXHAUST SARAH CATTANEO - FROM HORSES TO HORSEPOWER FEATURED PHOTOGRAPHER - HALSTON PITMAN

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This Month 12

Doorhandle to Doorhandle

24

Executive Hot Hatch

32

A Day at tha Races with BimmerWorld

44

Max Power - Don’t Ever Give Up

46

Wheelie, Wheelie Cool

54

Sundown Express

60

Tales from Bimmerfest 2011

74

Turner 2-4-2, A Miami Steamtrain

84

Just What the Doctor Ordered

90

Aiming for the Top!

94

From Horses to Horepower

5

On The Grid

10

Product News

99

Performance Directory

102

Featured Photographer

108

Reader’s Photo

110

Reader’s Rides

112

Budds’ BMW Ultimate Ride

114

Coming Next Month

Canadian Tin Tops - a 2011 review of the CTCC. We road test a 500hp 550i GT

Hanging with James Clay at Grand-Am events.

An inspirational message to us all!

Project 335 gets kitted out with some MORR wheels and Continental tires.

Melissa Smith’s awesome photo pictorial from Sebring.

Our first trip to the Mecca of BMW meets!

Turner Motorsport dominate at Homestead, a photo pictorial.

We upgrade Project 335 with a BMW Peformance Exhaust.

Halston Pitman and Melissa Smith showcase Grand-Am at Barber.

Sarah Cattaneo excels on both!

REGULAR COLUMNS Racing news from around the globe!

Latest and greatest for BMWs and MINIs. Check out all our great advertisers.

Halston Pitman joins MWM !

‘Curves’ from Motoring Alliance reader Eric Werner.

Minis and BMWs from all over the world.

Rod Hoddinott’s home grown turbo E30

You have to check out what we have in store for you next month.

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From the Editor’s Desk First thing I have to do is apologize to all our readers out there. It has been a lot longer since Issue Two than I wanted.

A bunch of circumstances have caused the delay but that is no excuse. That being said we have lots of interesting articles coming up over the next few issues.

Since Issue Two we were lucky enough to have been joined by two hugely talented photographers, Melissa Smith and Halston Pitman. Both have long-time connections to motorsport, Melissa’s husband Joel works for Grand-Am and Halston has just formed MotorSportMedia in partnership with Trevor Andrusko. Halston is the featured photographer in this issue with Melissa following up in Issue Four.

All of our staff have had a busy summer travelling all over North America and the UK to shows and race events. Some of the photos captured by these hard working people are nothing short of amazing, I am sure you will enjoy them.

If you have a BMW or MINI event coming up send us the details and we will publish them.

In addition to bringing you great articles and photos we are working on developing our new Video Byte segments where you can hyperlink to a video about the car or product you are reading about. This adds an extra dynamic that with only benefit our readers by adding an extra dimension to the article. Bear with us as we develop the product.

I just wanted to remind you that all the adverts in the Performance Directory are hyperlinked to our advertisers websites. These are the people who make it possible for us to bring you this magazine, please support them. Check out their websites and when you purchase anything tell them you found out about them through MWM. 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.

Enjoy

Editor, MotorWerks Magazine

FOCUSING ON

THE BMW AN

D MINI LIFESTYL

E

ISSUE 03 AUGU ST 2011

Published A division by TreeFree Publishing of Webtron ic Enterpris es

CANADIAN TIN-TOPS A CCTCC REVIEW

A DAY AT THE RACES

WITH BIMMERWORLD

.. .

TECH - 335 i PERFORMAN CE EXHAUS SARAH CAT T TANEO - FRO M HORSES FEATURED TO HORSEP PHOTOGRAP OWER HER - HALSTO N PITMAN MotorWerks

Magazine

- Online at www.motor werks

mag.com

-

1

MOTORWERKS MAGAZINE (MWM)

is dedicated to all BMW and MINI enthusiasts covering their cars and lifestyles.

Issue 03 - NOVEMBER 2011 Editor - Ian Rae E-Mail - ianrae@motorwerksmag.com Phone - (905) 467-5148

CONTRIBUTORS

Ian Rae, Dipal Patel, Ken Wilden, Tony Weber, Halston Pitman, John Venditti, 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, Melissa Smith, Halston Pitman, Dipal Patel, Tony Weber, Logan Weber, Paul Schmitz, Trevor Andrusko Various BMW & MINI images courtesy BMW Group Press Club

ADVERTISING

Advertising Manager - Janis Rae E-Mail - janrae@motorwerksmag.com

CREATIVE ADVISORS

.

Jim Weekes - J Graphics Scott Brown - Scott Brown Graphic Designs Mike Goodwin - MG Digital

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MOTORWERKS MAGAZINE (MWM) is published 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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On The Grid

A first for the Trillium Chapter For the first time ever, a BimmerWorld BMW CCA Race School was held on Canadian soil. Partnered with the first Trillium Chapter Advanced Driving School of the year on the Mosport Grand Prix track the event saw almost thirty potential racers sign up for the two-day event.

BimmerWorld owner James Clay had this to say about the expansion of the race school series into Canada, “I have been personally involved in the race school since it was informally started years ago by the BMW CCA. In 2008 we took our BimmerWorld involvement to a higher level and began officially sponsoring the schools as a way to further promote a safe, sensible way of getting into motorsport and bring potential racers to what I feel is the best learning opportunity widely available in North America.

This level of preparation for the new situations unique to the racing environment and the skills new racers will need to have to cope with them didn’t exist when I started racing - it was more trial by fire. I was unable to make the Mosport event due to our BimmerWorld Racing testing

schedule, but I remain heavily involved in the program.

It is important for me as our race group grows that new racers are safe racers and existing racers aren’t exposed to dangerous rookies. This program virtually eliminates any chance of that happening. I was happy to see the school expand into Canada, previously the only option was for a potential racer to head south and take in one of the schools in the USA. This is more cost effective for the students and with many BimmerWorld customers coming from north of the border I am glad we can support such a good initiative.” BMW Clubs Canada Trillium Chapter Race Registrar Allan Lewis was excited about how successful the event was, he had this to say, “Trillium Chapter was excited to be the host of the very first BimmerWorld BMW CCA Club Race School in Canada. We were elated by the response, with almost thirty potential racers registered, which bodes well for the future of BMW racing in Canada.

The event went extremely well, with everyone enjoying themselves and learning a ton.”

BP Sponsoring MINI WRC Team.

In July of this year the MINI WRC Team announced along with BP sponsorship from BP Ultimate fuels brand. The two MINI John Cooper Works WRCs unveiled the association on the Neste Oil Rally Finland, where the distinctive logos

can be seen prominently displayed above the front wheel arches of car number 37 driven by Dani Sordo and Carlos del Barrio and number 52 driven by Kris Meeke and Paul Nagle. “Our association with BP joins two great British brands as the MINI WRC Team builds its portfolio of likeminded, top level partners. We look forward to working with BP, whose Ultimate products are recommended by MINI Motorsport,” said David Richards, Team Principal. “BP is delighted to sponsor the MINI WRC Team and is looking forward to the remaining rallies in 2011 and a full slate of rallies in 2012,” said Michael Ulmer, BP Global Account Manager MINI. BP also owns the Castrol oil brand which is the preferred oil partner for the 3,5000 BMW dealers worldwide.

On a hugely positive note the MINI WRC team made it to the podium on the ADAC Rally Germany when Sordo and del Barrio finished third in their number 37 MINI John Cooper Works WRC after a flawless drive. It also looked as if team-mates, Kris Meeke and Paul Nagle, would make it to the finish in Trier, but on the penultimate stage an electrical

gremlin struck and the car stopped while they were still fighting for fourth.

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BMW returning to DTM after two decades In what was just rumor, BMW finally announced their return to the Deutsche Tourenwagen Master (DTM) touring car series. The car unveiled in the Double Cone building at Munich’s BMW Welt offers an initial impression of what the BMW M3 DTM will look like when it lines up at the start of the 2012 season. However, the vehicle was not the only star of the evening at BMW Welt: BMW Motorsport also presented the first two drivers to be confirmed as wearing the company colors in the DTM as of next season, former WTCC Champion Andy Priaulx and Augusto Farfus. The first partners of BMW Motorsport for 2012 were also introduced during the evening. The international hotel brand Crowne Plaza Hotels & Resorts, part of the InterContinental

Hotels Group (IHG), returns as a Premium Partner and Deutsche Post AG came on board as a new Premium Partner. Castrol Edge will continue to be BMW Motorsport’s Premier Technical Partner in the DTM. “The combined effort with BMW in motorsport is an important component of our partnership,” said Martin Rasbach, BMW Partnership Manager Castrol Lubricants. “The knowledge gained by pushing products to the limit in motorsport enables Castrol to create the high performance lubricants used by millions of drivers everyday and demonstrates the power of building long term trust and value through shared technology and expertise.”

In addition, H&R, SONAX and ZF Sachs were introduced as Official Partners in Munich, Sympatex was presented as Official Supplier. All company logos will be visible on cars

used by BMW Motorsport.

Between 1987 and 1992 the BMW M3 celebrated no less than forty wins and over one hundred and fifty podium finishes in the DTM series. The new BMW M3 DTM car is based on the fourth generation BMW M3 E92 platform.

The Italian Job goes Downtown Canadian AutoX competitor Daniel Bertoja had a new look when he showed up at the BMW Clubs Canada Trillium Chapter driving school at Mosport earlier this year. His Cooper S sported a new high level wing amongst other things and support from Toronto dealer MINI Downtown.

AIM Autosport and GAMMA88 extend to five.

GAMMA88, which joined AIM Autosport as the primary sponsor for two races back in the spring, was so happy with the results that arrangement was increased from two to five races, culminating with the Montreal 200. GAMMA88 has been introducing its relationship with AIM into more and more of its marketing programs in recent months.

Photos of the GAMMA88 BMW-Riley feature prominently in a recently-launched GAMMA88 Facebook page and the car recently featured on GAMMA88’s display at The Great American Trucking Show on August 25–27.

Champion Crowning Time It is getting around to that time of year where series are wrapping up and Champions are being crowned.

North America saw many BMW and MINI racers vie for championships and a few put in valiant efforts that had 6 - MotorWerks Magazine - Online at www.motorwerksmag.com

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them in contention for the win right up to the nail-biting end of the race season.

Paul Dalla Lana / Turner Motorsport First of all we have to give a big shout out to Toronto’s Paul Dalla Lana and the guys from Turner Motorsport. Paul shared his Continental Tire Challenge GS BMW with Bill Auberlen during much of the season but with Auberlen’s clashing commitments in the RLL BMWs over in the ALMS series Dalla Lana had to deal with new co-drivers Raphael

BMW success in ALMS! Dirk Müller, Joey Hand and BMW Team RLL have done it, second place at the Laguna Seca Raceway was enough to secure the title in the ALMS GT Drivers’ Championship with a race to spare. Müller and Hand have taken their points tally to 145 and are now an unassailable 33 points ahead of the second-placed pairing, Corvette’s Jan Magnussen and Oliver Gavin. With a maximum of 30 points up for grabs at the season finale in Road Atlanta on 1st October, the two BMW drivers have already been crowned GT champions.

The title race has also been decided in the Team competition, Müller, Hand and team-mates Dirk Werner and Bill Auberlen scored a total 154 points for BMW Team RLL with the two BMW M3 GT cars this season, repeating last year’s success. In the Drivers’ Championship, on the other hand, it is BMW’s first overall ALMS victory since 2001 when current BMW works driver Jörg Müller won the championship. BMW went on to write another chapter

Matos and Boris Said. He was however able to maintain his focus and keep the championship lead he held throughout most of the year. It was to be a nail biter however, as it would come down to finishing 11th or better at Mid-Ohio to confirm the title for the third year GS racer. Turner Motorsport would take the team title and help BMW to the manufacturers crown.

Dinan BMW Power to the fore

Steve Dinan would again pitch his BMW powerplant against the best in the 2011 Rolex Daytona Prototype series with Chip Ganassi Racing. The duo of Scott Pruett and Memo Rojas would go on to take another drivers title, Ganassi the team title and BMW eventually took the manufacturers title after tying with Chevrolet and would win on a tie-breaker.

The championship capped another successful year for the team who also scored a one-two at the season opening Rolex 24 at Daytona.

in North American motorsport history at the finale of the American Le Mans Series, the 1000-mile Petit Le Mans, at Road Atlanta, in Braselton, Georgia. BMW Team RLL won a second consecutive manufacturers’ championship in the GT class to complete a 2011 hat-trick of titles. The last time BMW achieved this feat was in 2001 with the BMW M3 GTR. BMW returned to the ALMS series with the RLL BMW M3 GT in 2009. Team Principal Bobby Rahal had this to say, “We came here to win the Manufacturers Championship for BMW and we did it. It was not an easy race. We had a number of tire punctures, an incident with a slower car in the dark, and so much traffic. This kept us from the top of the podium, but we knew what we had to do to win the Manufacturers Championship and I am certainly pleased to bring the title to BMW for the second consecutive year.

I am extremely grateful to all of the sponsors and partners that support BMW Team RLL.” Sarah Cattaneo / Owen Trinkler The Randy Smalley Racing MINI duo of Cattaneo and Trinkler did everything in their power to take home a Continental ST title for MINI. Fresh off a win at New Jersey Motorsports Park the duo vaulted into the third spot in the championship only nine points behind leader Nic Jonsson.

Cattaneo pulled out all the stops and put in a stellar qualifying drive to secure pole for the championship decider

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that the team debuting in the hands of Andre Rapone at Mosport. With the misfortunes that afflicted Sallenbach and Lauziere’s second position in the championship the decision

and the chance for her to be Grand-Am’s first ever female champion. The great drive all went to waste when a shifter cable gave up the ghost leaving Trinkler stranded out on course when he was in full command of the race. The DNF would drop the duo from joint third in the championship to joint fifth. Great effort from everyone at Randy Smalley Racing, well done!

Fantin Comes on Strong Amhestburg, ON’s Dean Fantin had a 2010 Castrol Canadian Touring Car Championship he would rather forget. Determined to improve the family oriented team came into 2011 with a will to win and come the season finale at Circuit ICAR they arrived with a chance of taking

the Super Class championship. Fantin drove a great race doing everything that was asked of him but with a commanding lead and taking his first win of 2011 Borgeat had enough in hand to deny the BMW driver. With Fantin’s help BMW would take the runner-up spot in CTCC Super class.

to remain in the driving seat was made and it turned out to the correct one. The continued success in 2011 solidified Octane’s place as the most successful team in the CTCC series’ history and gave MINI the second place in the Touring Class Manufacturers Championship.

BMW tests DTM spec M3 in Hungary Budapest, 22nd September 2011. The past two days have seen BMW Motorsport continue its preparations for the coming DTM season at the Hungaroring. Three BMW M3 DTM cars were in action, run by the three teams BMW Team Schnitzer, BMW Team RBM and BMW Team RMG. The tests focussed on tire tests, general set-up work and long runs. In addition to Andy Priaulx and Augusto Farfus, the freshly-crowned American Le Mans Series champion Dirk Müller and Dirk Werner also saw action at the wheel of the third BMW M3 DTM. Both Priaulx and Farfus have already been confirmed by BMW Motorsport as regular drivers for the coming season. The tests were successful. All three cars completed long distances without any issues on both days. On day one, the three BMW M3 DTM cars lapped the 4.381-kilometre 361 times. Day two saw them complete 392 laps.

Andy Priaulx commented, “In this current phase every test is very important to us. The way the car and tires interact is a particularly important factor in order to ensure we are competitive, and that was a key component of our test programme. With every test we have a better understanding of the car. We gained more important knowledge again here at the Hungaroring.”

Team Octane Rocks In what was supposed to be a partial campaign in the CTCC Touring class, Octane Motorsport’s Alain Lauzière battled hard and finished the year second in his MINI. The Octane team would take second and third in the championship with last years runner-up Michel Sallenbach giving best to Lauzière due to some bumped and banging and poor finishes he endured during the season. Lauzière used two cars during the season, the supercharged R53 version he used in years past and a new R56 turbocharged version MotorWerks Magazine - Online at www.motorwerksmag.com - 9

Product News

MORR Wheels on a roll at Bimmerfest In 2008, the R&D team at MORR looked into creating a multi-piece wheel program, as they were not satisfied with what was on offer in the market at the time. So, in true MORR fashion, the engineering and product development team set out to make a 2-piece and 3-piece wheel lineup worthy of carrying the MORR name. There had to be a better option to combine the flexibility of multi-piece wheels with the craftsmanship, engineering, attention to detail, and performance-minded pedigree that is MORR Competition Wheels.

MORR MultiForged™ is MORR’s answer to the 3-piece wheel market that has remained stagnant in many aspects of wheel manufacturing technologies regardless of all the many technical advances in the past few years. The MORR MultiForged™ collection is as different as it can get when it comes to 3-piece wheels. MultiForged™ is a 3-piece Concave product line that unlike anyone else uses FORGED 6061-T6 inners, outers AND centers – no extruded, cast, or rolled aluminum to be found anywhere. In addition, precise CNC machining adds significant manufacturing costs, but dramatically reduces the weight of the wheel, while maintaining all of the strength and structural integrity criteria when subjected to FEA Analysis, DOT SAE-J2530 testing, and VIA/JWL Testing and registration. MORR MultiForged™ wheels are custom made to order, in any finish, offset, or width desired in 19” – 22” diameter.

Right now, the MultiForged™ collection is available in two introductory styles, the MS8 (7-spoke mesh concave 3PC) and the MS10 (10-spoke radial concave 3PC). The MORR MultiForged™ collection represents the most elite 3-piece product on the market, and took three years to fully develop. MORR feels anybody can make a 3-piece nowadays, but very few, if any, do it right. MORR does it right!

Hand assembled by a technician, a MultiForged™ wheel takes three hours per wheel. The back-pad is engineered with torque-assisted mounting and Anti-Water rain grooves for water retention prevention, to virtually eliminate any and all possible vibration issues that can occur. Additionally, all MultiForged™ wheels receive a low curing powder corrosion protection coat on both the outside and inside barrels for additional corrosion resistance and cosmetic appearance. Lastly, because of the use of proprietary assembly components and techniques the assembly bolts can be torqued almost 2.5 times more than the traditional multi-piece wheel providing a structure that is more resistance to loads. The fasteners are stronger, lighter, and much more resistant to corrosion when compared to the zinc fasteners used by most other multi piece wheel companies. Titanium Fasteners are also available. Additionally, MORR uses a proprietary silicone sealant that was co-developed with 3M to seal the inner and outer parts. This sealant is specifically designed for modular wheels making it preferable for heat resistance, temperature changes, corrosion, humidity etc.

Prototype wheels were unveiled at both the East and West Bimmerfest events and 20” versions of the VS8.2 being available in a pre-production group buy now.

More info can be found on www.morrwheels.com or keep right up to date by visiting them on Facebook by searching MORR Competition Wheels.

F30 BMW Unveiled BMW recently unveiled the sixth generation of the BMW 3 Series Sedan, the world’s best-selling premium car. The new F30 model looks more like a development of the E90 using traditional BMW design cues. The new BMW face, with flat headlights reaching along as far as the BMW kidney grille, emphasises the elegantly dynamic design of the new BMW 3 Series. The sixth generation of the 3 Series has grown in size compared to its predecessor, with its wide track (front + 37 mm, rear + 47 mm) particularly prominent, and the car’s increased length (+ 93 mm) and augmented wheelbase (+ 50 mm) also accentuating its sporting silhouette. Inside the new BMW 3 Series Sedan, the noticeable increase in space benefits the rear passengers above all. The BMW 3 Series range is now also available in a trio of trim and equipment variants – the

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Sport Line, Luxury Line and Modern Line. Each presents its own individual take on the character of the sports sedan, with exclusive, high-quality material combinations and

unbeatable build quality underlining the premium ambience of the new range.

Drive and chassis technology have always been key areas of expertise for the brand, and agility and driving dynamics remain outstanding attributes of the new BMW 3 Series Sedan. The new car belies its larger dimensions with a kerb weight 40 kilograms (88 lb) below that of its predecessor.

In addition to the sports performance typical of the brand, the further enhanced levels of comfort on board the new 3 Series make a significant contribution to driving pleasure.

A choice of four refined, economical and muscular engines – all of which feature new BMW TwinPower Turbo technology – will be available for the new BMW 3 Series Sedan from launch. In addition to two further optimised diesel powerplants and the already successful six-cylinder petrol unit, customers can also enjoy the talents of the new turbocharged four-cylinder variant in the BMW 328i.

This latest-generation petrol engine rewards the driver with a dynamic driving experience coupled with reduced fuel consumption and emissions.

BMW is the first carmaker to offer an eight-speed automatic gearbox in the premium mid-size segment. It can be specified in combination with any of the petrol and diesel engines in the range and links up with the Auto Start-Stop function that comes as standard. Compact and exceptionally efficient, it allows the new BMW 3 Series to match or outperform models fitted with the standard sixspeed manual gearbox in terms of both fuel economy and emissions. The new eight-speed automatic brings together shift comfort, dynamic performance and efficiency of the highest order, making it the perfect partner for the new sedan’s dynamic potential.

As components of the BMW EfficientDynamics technology line-up, the Auto Start-Stop function, Brake Energy Regeneration, Optimum Shift Indicator and needbased operation of ancillary components (including a disengageable air conditioning compressor) also play their part in reducing fuel consumption. Added to which, the new Driving Experience Control switch not only offers Comfort, Sport and Sport + options, but also ECO PRO mode, which gives all the models in the range the potential to further improve these figures. This switch helps drivers maximise fuel economy through their driving style, thereby enabling them to increase the distance they can travel

between visits to the pumps. BMW will add further cuttingedge engines to the line-up in 2012, when the BMW ActiveHybrid 3 will also celebrate its premiere.

A new arrival in the premium mid-size segment is the latest-generation full-colour Head-Up Display, which projects key information in sharp resolution onto the windscreen so it appears directly in the driver’s field of view. Also available is Surround View with Side View and Top View, which gives a bird’s-eye perspective of the vehicle and the area around it. In addition, a parking assistance system helps the driver to manoeuvre into parking spaces. Other assistance technology available under the BMW ConnectedDrive banner are Active Cruise Control with Stop&Go function, the Lane Change Warning System and Lane Departure Warning System with a camera-based Collision Warning system, which are offered for the first time in a 3 Series. Real-Time Traffic Information and special apps such as “BMW Connected” for using social networks are also available.

HRE showcases P90L Series at Bimmerfest

The P90L Series is available as the P90L mesh, P93L multispoke and P95L five-spoke in 20, 21 and 22-inch diameters with widths ranging from 9 to 12 inches and a wide variety of custom offsets. Every wheel starts out as a single block of aerospace grade 6061-T6 aluminum, forged to German TUV standards in California, then machined into its final shape at HRE’s cutting-edge 60,000 sq. ft. facility in San Diego. All three new designs are specifically designed to handle the higher strength and rigidity requirements of the latest super-sedans and SUVs. HRE designs, engineers and manufactures 3-piece and 1-piece forged aluminum alloy wheels for Racing, Performance & Luxury cars and SUV’s in their San Diego, California-based, TÜV-approved facility. HRE wheels are sold through select high-end car dealerships, specialty retailers and performance companies worldwide. For more information, visit www.hrewheels.com.

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Door handle to doo

Canadian Tin Words and photos by Ian Rae

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or handle!

n-Tops

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I always say if you want to see a good side-by-side, action packed motor race check out a touring car event. From the British Touring Car Championship to the German DTM series, the races are a spectators dream; there is action aplenty and more often than not, it is more than paint being swapped by racers who never give their opponents an inch. Toronto’s John Bondar had a vision when he started the Canadian Touring Car Championship. His plan was to emulate these lofty series and give the Canadian fans something they could be proud of and talk about with some excitement after the events conclusion. And it must have worked, in a conversation after the recently completed Montreal event, Bondar had this to say, “We have had quite an amazing season. As we approach the final weekend, we still haven’t crowned any Champions which means it is still all up for grabs at ICAR (for the fifth season in a row, I may add!!). We have had new winners this season, one of them was in a Scion which is the first road racing victory for the brand anywhere. And we held our first night race which was a huge hit with the drivers and fans. Speaking of fans, the number of Facebook fans has tripled, the number of Twitter followers has tripled and our at-track audience grew to over 450,000. So, we are doing better than great!”

Mind you, Bondar had good help from the start, stalwart Canadian Motorsport sponsor, Castrol Wakefield was just as excited about the new touring car series and came on board as series sponsor and has been with the series for all five years of its existence! In 2011 they were joined by Continental Tire as the presenting sponsor in addition to being official tire supplier. Having two multinationals on board gives the CTCC a credibility that goes far and raises the profile of the series within more than just the motorsport arena, well-done Mr. Bondar, good job there.

So what about the series? Split into two classes Super and Touring, both classes run together during qualifying and races, giving an extra bit of excitement when the slower Touring cars start to mix it up with the more modified Super class. One common denominator between the classes is the use of the new for 2011 Continental Extreme Contact race tires and Sunoco as the sole fuel supplier for the series. Super class cars are restricted to a 3-liter engine capacity and have free reign on the engine internals, brakes, suspension and exhaust. Supercharged or turbocharged cars are limited to using the OEM factory installed equipment. Aerodynamics can be enhanced with front and rear wings but no rear diffusers are allowed. Fully functional front and rear lights complete the package as

some of the races include competition in darkness. Their little brothers in the Touring class are seen as entry level; that is not to say they are not as competitive or exciting to watch. Some of the best racing I have seen has come from Octane Motorsports and M&S Racing. Restricted to 2-liters capacity there is little a team can do to a Touring class engine. Superchargers and turbos have to be OEM but are further restricted by the use of the factory airbox. Brakes have to be as fitted by the factory for the model being raced and only rear wings can be fitted.

The rules have been set up to allow almost any manufacturer to take part in the series and some such as BMW, Honda and Scion go above and beyond to offer assistance to their racers. BMW racers can enter the BMW Sports Trophy, which marks its 50th anniversary during 2011. A registered driver can count his finishes in the CTCC and report the results to BMW where they are scored with a factor dependent on the type of race. Total prize money for the Sport Trophy amounts to 250,000 Euros with the winner taking home 30,000 Euros. BMW has been staging the event to support privateers from around the world since its debut in 1962, the BMW Sports Trophy has developed into a major event, attracting more and more competitors every year.

Last year 214 drivers from 25 countries scored points towards the privateer standings in 32 international racing series, more than ever before. Additionally in collaboration with the HDI insurance company, every BMW Sports Trophy driver is insured against accidents at all official motor racing events during the time the participant is competing with his car in an event being scored for the BMW Sports Trophy. Competitors also get advantageous pricing or offers from some of BMWs racing partners like BBS, Castrol, Dunlop, Puma and Recaro. These deals are currently not available world-wide.

Honda supports their racers by offering a parts credit to those who place in the top three of an event, $250, $150 and $75 with a Championship being worth $1000. Scion Racing post $500, $300 and $150 but that is dependent on the number of runners in the class. A Championship win is worth $800. Manufacturer participation is encouraged and there are rumors of new cars from unseen manufacturers arriving in 2012.

So how diverse is the series? The Super class has four manufacturers in the top five of the Championship at the time of writing. Four of the top ten cars are BMWs, so MWM readers will like that. Going into the final event at ICAR, Etienne Borgeat and his Pontiac Solstice have a 32-point lead over Dean Fantin in his BMW 328, followed by Richard Boake and his Subaru STI. Fourth

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Above: Alain Lauzière was not expecting the new Octane Motorsport turbocharged MINI to be on the pace so soon, Andre Rapone debuted the car at Mosport.

and fifth places are held by the Hyundai Genesis duo of Sasha Anis and Bob Attrell, showcasing series sponsors Castrol and Continental Tire respectively. In the Touring class the super quick Honda Civic Si of Tom Kwok has a healthy lead over the Octane Motorsport MINIs of former Champion Alain Lauzière and Michel Sallenbach. The CTCC Manufacturers Championship, has Hyundai leading Subaru and BMW in the Super class with Honda ahead of MINI and Scion in Touring.

As I had said earlier the action is cut and thrust, let’s face it touring car racing is like that. It is part of the appeal to the fans. That being said, I had talked to a few racers who had been on the receiving end of what they at the time considered inconsiderate driving to say the least. When I broached the subject with Bondar, he replied, “The amount of contact is actually down this season, but the incidents have been a little more exciting, especially PJ’s ride on his roof in the dark at GP3R. We have actually put three drivers on probation to calm them down a bit and that seems to have worked.” Former touring class Champion, Alain Lauzière agreed the amount of contact had reduced and said, “Of course you will have contact in touring cars, especially as the fields get closer. There were some people doing some silly things and CTCC addressed that. I have to admit it has cost me a bunch in bodywork repairs on the Octane Motorsport MINIs this year but door banging does go hand in hand in a series like the CTCC, so I guess I will live with it even though I don’t like it” 16 - MotorWerks Magazine - Online at www.motorwerksmag.com

B

Below: Arek Wojciechowski had a new ride for 2011

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Dean Fantin is ready t DIVERSITY! Below: Richard Boake was formidable in early season

Below: Gary Kwok and one of the mighty Hondas

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Tampa Bay Lightning player, Marc-AndrĂŠ Bergeron gets his kicks in the off season racing in the CTCC

to pounce and take his first CTCC title at ICAR

s

Below: Wittmer entertains in Montreal

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Michel Sallenbach is not having the year he hoped for, but is still third in Touring.

And if all we have talked about is not exciting enough! How about getting to run on some of the best circuits in the World!

And with most events being run to a two race format the drivers are getting lots of track time in the same weekend.

Mosport of course needs no introduction and any competitive racer who has raced there will tell you it is a challenge indeed.

Three events are held at the former home of the Canadian Grand Prix just outside of Toronto with the highest profile being the Grand Prix of Mosport. Running on the same program as the American Le Mans Series the fan turnout for this event was nothing short of amazing this year. Moving from one corner to another was a huge challenge and kept myself and fellow photographers busy rushing around all day. Another ‘In your face’ event not to be missed, was the Honda Indy Toronto where the CTCC series rubbed shoulders with Indycar. The remainder of the events are held in Quebec at the ICAR circuit on the Mirabel airport grounds and for the first time the series was part of the NASCAR Nationwide / ALMS weekend at Le Circuit Gilles Villeneuve in Montreal. The CTCC was again part of the showcase GP3R event in Trois Rivieres and as Bondar noted earlier it included the first ever night race for the series.

Now Mr. Bondar needs to pull a DTM and visit another country with one event. Anyone up for Watkins Glen?

And how do the drivers feel about the series? Lauzière said, “It is a great series although I feel there is not yet parity power wise in the Touring class, we have a great chassis in the MINI but even that does not help around Mosport, power rules at that place. Don’t get me wrong, the changes made are getting MotorWerks Magazine - Online at www.motorwerksmag.com - 21

Continental Tire provided assistance to all racers at the Mosport test day! us closer but I still feel the power output of some of these cars needs to be looked at and addressed to give a more even field. The change to Continental Tire has been good and bad for us. They gave us a fantastic tire, lots of grip and it works really well but as we have such a neutral chassis it has really helped those whose chassis is not as good as ours. But, that as they say is racing and we just get on with it. Thumbs up to Continental for doing such a good job. We will be back in 2012 especially after seeing how good a base car we have in the new MINI but just now the plan is to knuckle down and give ICAR everything we can. It will be a tough deal to win but it is never over until that checkered flag falls.”

We also talked to championship contender Dean Fantin about the series and how he felt about going to ICAR with the chance of winning his first CTCC title. “I’m definitely feeling the pressure! I have to beat Borgeat by four positions in both races to gain the lead in the championship. That is a very difficult task since he is such a strong driver, his team is always on their game, and this is their home town. Now, as far as Richard goes, I wasn’t too concerned with him since they haven’t been strong contenders at this tight track. But, I did just hear that he is renting Greg Pootman’s BMW due to unavailability of a Subaru engine. He has been testing there for most of the week with the car at ICAR. Since his team knows Subarus’, I’m not sure how well they’ll be able to dial in the car. Amico Racing on the other hand was planning on going to do some extra testing on Thursday but since we all have day jobs, the team

is not able to do that. We will be there for will have a decent car going there since we at ICAR. We hope to build on that package tight and Borgeat hasn’t had his bad luck y the way so this will definitely be a very exc very happy with it! We have some very inc is why the point standings are so close! Th to see some more ST competitors though. changes, but they are rule changes for the all types of car manufacturers. I think John fantastic job and I think next year will just venues in Canada, so what more can we a pleased to run on a proper racing tire and together a very consistent tire and their tra will continue to be involved with CTCC. As for the future? We will let John Bondar working on next season. The only thing I our GP3R agreement, which is exciting for of the events should fall into line in the ne will be a few surprises to be announced al

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Bob Attrell put the Continental Tire Genesis into the Winner’s Circle twice!

Friday testing. We feel confident that we e did set fastest lap of the last race held e. The point spread from 1st to 3rd is very yet. Richard and I have both got that out of citing venue! As far as the series goes, I’m credible talented teams and drivers which his is what racing is all about! I would like . We lost a few from last year due to rule e better. To lower cost and accommodate n and his team of directors are doing a t as good if not better. We race at the best ask for? The tires are fantastic! We are very the performance is great. Continental put ack support is great as well. I hope they

Etienne Borgeat leads the Super class going into the ICAR finale.

have the last word on that. “I am busy can confirm is a three year extension to r us, it really is a standout event. The rest ext couple of months and hopefully there long the way!”

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e v i t u c Exe h c t a H t o H

Words and photos by Ian Rae 24  - MotorWerks Magazine - Online at www.motorwerksmag.com

At first sight I was not really sure what to make of the styling on BMW’s GT series 5er. It had a similar look to a BMW X6 and was quite different from either the previous or current F10 5 series; I guess you could classify it in the new ‘Crossover’ style that has started doing the rounds at many of the major auto manufacturers, half car, half SUV. Would it appeal to the BMW faithful? Only time would tell. When I spied this particular example I have to admit I had to take a second look and check it out. It had an aggressive look that caught my attention and made it worthy of further investigation. Maybe it just worked in the Dark Graphite Metallic color, but it sure looked good to me. Let’s face it, the car is either one you love or hate but this article is about the driving experience, one that will tell us whether the car is worthy of the BMW roundel or not and where in the marketplace it is positioned.

The GT was a brave move on BMW’s part; they created a new market segment in North America when they decided not to bring the new generation 5er Touring to the American

continent. BMW’s plan was to unleash a car that could act as a luxury sedan but have the benefits of a wagon when needed. You could say that is what SUVs like the X5 are about. After all there are not really off road vehicles are they? The GT was designed to provide a more car-like experience to owners with that preference but with the additional fringe benefits that the hatchback and great rear access brings. Although designed as a hatchback the GT has the plus of also having a trunk lid that can be accessed when you need to get into the rear of the car quickly or with smaller items.

The car we drove was a 550i GT 2010 version with 18,000 kilometers on the clock. It was modified but modifications were limited to software, springs and wheels but these are enough to make this particular car individual and standout from the crowd.

My first impression of the car was how quiet it was, especially for a hatchback.

That is partially accomplished by BMW segregating the hatch from the cabin area with a divider and it does rather a

good job of minimizing the noise that is normally associated with a hatch or a SUV. A huge plus for those living in colder climates is being able to access the trunk space without exposing the passengers to sub artic air simply by using the trunk lid on its own. When you need full access, the powered hatchback gives more than enough room to deposit larger items. A perfect driving position is not hard to find with the electrically adjustable seat and your view out of the car is very good for a hatchback. This is part due to the four frameless doors, which is a first in a full size four door BMW. I was initially worried about the seeing out of the severely sloped rear window but that was not an issue due to the curved nature of the upper edge of the window. Car and Driver said the rearward view was nonexistent but I dispute that fact and was pleasantly surprised by how good the rear view actually was. The door mirrors could be a little larger but do the job required and the tinted feature is a joy on Toronto’s crowded highways at night.

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The 550i GT is no lightweight (kerb weight - 4707 lbs. / 2139 kg) even with the copious quantities of aluminum used in its build. The lack of doorframes reportedly saved twentyeight kilos or sixty-eight pounds which no doubt helped matters. Even so, the car is nimble about town and really does not really feel that big. Bare in mind that the car is based on the new seven series platform and you realize that it is indeed a large car. It certainly feels big inside the car, with lots of room for passengers to stretch out in the front or back and with headroom that is just shy of that found in an X5. The reclining rear seats in the rear would make a road trip a delight for rear seat passengers, but make sure you go for the powered versions.

Legroom is as much as the 7 series but becomes a little less when the seats are moved forward to allow the seats to recline. You can choose to configure a new car in four or five seat format. Our GT was set up as a four-seater with fixed armrest and glove box and with this spec the gap between the rear seats looks a little odd but has to be there to allow the seats to fold almost flat and match the center console. When folded the space available in the rear is actually more than the previous 5 series Touring but marginally not as usable as the seats do not fold completely flat. If you were

considering buying a GT, bare in mind the five-seat option can only really be called an occasional seat for the fifth person. I would not want to go on a long journey having been assigned the center seat. However the outboard passengers will feel, as they are relaxing in an easy chair at home. A panoramic sunroof adds to the homely feel of the car and provides a light airy environment perfectly suited to long journeys where this car will excel.

BMW claims the 550i GT will get to 62 mph in 5.5 seconds, which is impressive for a car of this weight and size. Fuel economy is not the greatest but it is a big car. The GT comes equipped with BMWs new Brake Energy Regeneration system. The GT is the first North American model featuring BER, which is designed to improve fuel efficiency by up to three percent. Additionally it disconnects the alternator when the throttle is pressed and the engine is available to provide all its power without the parasitic loss of the alternator. The alternator is then re-activated when you take your foot off the accelerator or apply the brake pedal. If this sounds complicated, don’t worry, BMW monitors the Brake Energy

Regeneration system and the battery level and will if required charge the battery during acceleration to prevent the complete discharging of the battery. A gauge located on the dash displays the BER system performance.

The GT benefits from having three modes to choose from in the Driving Dynamics Control system.

Normal, Sport and Sport Plus sets throttle response, transmission shift characteristics, the level of powersteering assistance and shock absorber firmness to the corresponding mode. I preferred the Sport mode to the Sport Plus, which I felt was too aggressive for everyday use. But then again, that is my personal preference and is the reason BMW gives you three choices.

I absolutely loved having a heads-up display on this car, even though it took a little getting used to, I tended to tilt my head down to check the speedo but then went duh as I remembered the HUD and my eyes would return to the windshield. I personally would like to see a large gear selection indicator in addition to the current speed, as it can be a bit difficult keeping track of the eight speeds in the ZF transmission when running in manual

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gear selection mode. The HUD may have that choice available, but I would have had to spend the time going through the myriads of programmable options but as I only had the car for one day and was enjoying myself too much driving it, I did not think it was worthwhile. Incidentally the ZF is the same one used in the 760Li and shared with next-generation Audi A8.

The transmission works well and any of the three selectable modes but I preferred using Manual to Sport Auto or Auto in regular driving and once in the city it was thrown into Auto where it performed admirably.

The dash combines the standard gauges found in any BMW with Black Panel technology. To those who have not heard of it, Black Panel is exactly as it sounds, the dash is black until the car is powered up and all the numbers and needles seem to appear out of nowhere. At night everything changes to BMW’s trademark orange. To the right of the dash is the I-Drive display.

The new larger 10.2-inch screen allows the driver to easily interface with the display without having to spend too

much time taking your eyes off the road. The screen converts to a camera screen when reverse gear is selected and the rear-view camera comes into operation.

Green and red lines indicated the trajectory the car will take if it continues on the path the wheels are pointing. SideView uses cameras installed in the front fenders enabling the driver to peek around blind intersections to check on oncoming traffic.

By all accounts everyone is impressed how improved the I-Drive controls are.

There is no more delving into layers and layers of menus to accomplish a task, plus the hot keys that surround the I-Drive knob make returning to root menus much easier. The climate controls have been moved to the

lower dash making adjustments must easier than when incorporated with the I-Drive and that annoying experience of losing the Nav screen when you changed the temperature is no longer an issue. Executives and people like real estate agents will love the capabilities of turning their car into a mobile office. All major social media sites can be interfaced with using BMW’s ConnectedDrive and BMW Apps by using speech-to-text posts, which can be read or posted on the likes of Twitter and Facebook. This really is a

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car for the 21st century!

The one negative I have about the parking distance control (PDC) is that when trying to park the car in my garage overnight I could not complete the task as the transmission kept jumping out of reverse into park when there was still ten inches available to me and I only required another four inches to close the garage door.

Moving the crap stored at the rear of the garage out of the way, was an option but not one I wanted to pursue at 11 p.m. at night. I understand the car taking control but sometimes too much, is too much, maybe an override would be a good option for this issue.

So who really is the target audience for this new segment? The GT is ideal for the business owner who spends a lot of time working out of their car.

Anyone who would consider an X5 should really look at the GT, it gives them the same flexibility but is much easier to live with in everyday life. Real estate agents can Tweet about their hot bargains and at the same time effortlessly pull out ‘Open House’ signs just by accessing the trunk lid. It has the real feel of a sedan and benefits of a hatchback without the negativity of noise that is normally associated with hatches. Is it worthy of that BMW roundel? I for sure feel it is! As a new market segment will it catch on? I don’t know, but the day I spent with the car put a grin on my face that only got wiped off by my next road test, a X5M. There is a place for this car and if you have any spare time on your hands next time you are having your BMW serviced check out a GT!

Above and Below - With the seats up and down there is plenty of room.

Below - The ‘Black Panel’ technology can be seen behind the steering wheel.

SPEC AS TESTED 2010 BMW 550i Gran Turismo 12137 Km Exterior: Dark Graphite Metallic Interior: Black Dakota Leather Automatic Transmission BMW Certified Series Executive Package Sports Package Rear Comfort Seats Dinan Stage II Software Enkei 20” Wheel Package H&R Lowering Springs $73,403.00 CAN plus applicable taxes 28 - MotorWerks Magazine - Online at www.motorwerksmag.com

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HOT HATCH PLUS Now to the modifications! The 550i GT comes with 400 h.p as standard accompanied by 450 ftlbs of torque developed at 1,750 rpm. Steve Dinan’s software gurus have upped that to 501 h.p and 580 ft-lbs @ 3500 rpm. The Stage II software is invisible until the extra power is called upon. The car is perfectly docile around town and on the highway, behaving like a regular 550 GT but press on the loud pedal and all those extra ponies are released and the performance is spirited to say the least on a car weighing as much as this one does. The horsepower gain, slots the car in between

Porsche’s Panamera Turbo and Turbo S in what I feel is a far more attractive looking package, even though the two cars are not really direct competitors to each other.

With Dinan having no suspension solution for this car yet, it was fitted with a set of H&R progressive rate springs that lower the car two inches which gave it the nice stance that first attracted my attention. The ride is on the firmer side but not harsh or uncomfortable. Obstacles like railroad crossings are taken without an issue but a pothole or sharp edged manhole cover hole has the rear end emitting a bang that is a bit on the harsh side. This is however an issue with the self-

Rear seats folding controls are in the trunk

leveling air springs on the standard car too, according to one report.

The reason given is that the spring rates are set up for the full rated load. Without having the car fully loaded I could not testify to that fact being true or not. Undulations on a good paved road cause no concern and the car tracks as if it is on rails, going exactly where you point it.

This car was upgraded to 20” Enkei Lusso black faced rims with polished lip and they suited the car to a tee, perfectly complementing the Dark Graphite Metallic exterior.

The Enkei’s are wrapped in Goodyear Excellence 245/40R20 & 275/35R20 Y rated run flat tires.

The near sideseat is shown fully reclined for ultimate passenger relaxation.

Below - I-Drive hot buttons have made navigating menus on the I-Drive display much easier!

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s e c a r e h A Day at t

D L R O W R E M WITH BIM

Words by Ian Rae, Photos by Ian Rae, Halston Pitman 32  - MotorWerks Magazine - Online at www.motorwerksmag.com

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Through my association with BimmerWorld GS team driver Ken Wilden I got the chance to hang out with the BimmerWorld BMW team at Homestead Speedway and Watkins Glen for the Continental Tire Sport Car Challenge. BimmerWorld had a sterling debut in the series in 2010 when they nearly won the Street Tuner championship in their rookie year. 2011 saw them bring out two new M3s in the Grand Sport class, adding another challenge to the Virginia based BMW team who have succeeded in every category they have raced in.

First of all I have to thank James Clay, the engineers, crews and the drivers for making me welcome and allowing me to be part of the weekend. And what a weekend; I have been involved in motorsport for over forty years and have never seen anything as intense as what the BimmerWorld team goes through on a race weekend. The trailer that doubles as the driver’s lounge is almost constantly full of people, all going over data and discussing this or that part of the teams and cars performance. Never have I seen so many laptops in such a small area, I even brought my own Saturday morning so as not to feel out of place! But all of the action is not in the lounge; with data provided by the engineers, the team is constantly fettling all four cars in an effort to get that little edge before the

next session. The cars are rolled on and off the scales / alignment rack and the numbers that were plugged into the chassis checked and double-checked. No stone is left unturned to make the cars the best choice for the job in hand; winning in one of the toughest sports car series on the planet.

One of the first sights that turned my head was the BimmerWorld guys in fire suits draining the fuel AFTER the session. What is that all about? Further discussion enlightened me on how important it is to know your fuel loads accurately and when calculating mileage it can be the difference in making the finish or running out on the 34  - MotorWerks Magazine - Online at www.motorwerksmag.com

last lap. This attention to detail proved its worth when GS engineer Wayne Yawn using his personally developed fuel mileage spreadsheet was able to coax Ken Wilden home in the Bizrate M3 without running dry, courtesy of some yellow flags and the green flag from Yawn’s spreadsheet.

At Homestead Speedway the James Clay / Seth Thomas #79 car would carry the colors of CRC Brakleen for the first time. With people from CRC Industries on hand for the weekend Clay had to pull triple duty and wear driver, team owner and marketing manager hats. There is an article attached to this one where we talk to Clay about the trials and tribulations of running a competitive MotorWerks Magazine - Online at www.motorwerksmag.com -  35

Continental Tire program, so make sure you read it and get the inside scoop. As a photographer I have to say the new livery took a little getting used to, myself and Halston were sometimes caught unaware of the 79 car’s arrival but as you can see from the front cover of the magazine it certainly is photogenic enough.

What impressed me about the team? I have to say the attention to detail, from the drivers on down, everything is about nothing being left to chance. I was privileged enough to sit in on all their meetings, there was nothing hidden from me.

From after session to strategy meetings I was a more than interested bystander. Did I mention the laptops? As I said, I had never seen so many in a small space. Each driver had their own to go over the datalogging from and camera record from the last session.

GS drivers Ken Wilden and Bob Michaelian split the duty, Wilden pouring over the car data whilst Michaelian ran through the video. At points along the way each would ask the other about one thing or another and both would zoom in on the point in time in question. Once satisfied, they would move on through the session only pausing to go over the next anomaly or potential time saving issue.

Each pair of drivers has the opportunity to go over their classmate’s data to compare how the other class car is working. No doubt that is part of Clay’s team philosophy, working together as a team, getting all the cars to the front of the pack and then let them fight it out amongst

themselves. There seem to be no prima donnas in this team and if there ever was, I am sure Clay would deal with it swiftly.

The engineering staff at BimmerWorld is constantly on the go; interfacing with drivers and car chiefs to make sure the car is properly set up for the next session. Wayne Yawn who looks after the GS program let me sit in on the Wilden/Michaelian strategy meeting and to say he covered everything off would be an understatement.

I cannot say too much about the tactics but you can be assured Wayne left no stone unturned.

He then relays the same information to the car chief and re-fuelers so everyone is on the same page and hopefully there should be no mistakes when everything is on the line.

The video recording is not limited to in-car and what the drivers are doing. In an effort to gain even more data there is even a Go-Pro attached to the re-fueler’s helmet, this team makes sure it covers all the bases. Even the driver’s changeovers are analyzed and in an effort to make them quicker with less mistakes it is common place to see changeovers being practiced in the garage area in an effort to gain that extra second.

So there you are, an insiders view to what makes a professional sports car team tick. BimmerWorld are one of the best, watch for them returning to the Winner’s Circle.

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Ken Wilden hard at work at Watkins Glen

Greg and John practice driver changes

Wayne and Bob coax Ken home

Big brother is watching you!

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Do you think John enjoys being part of the BimmerWorld Racing team?

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BimmerWorld team principal James Clay took some time out of his busy schedule to enlighten us on how BimmerWorld Racing team approaches a GRAND-AM event and provides us with an insight to how a professional level touring car team like his operates at a National Championship level. For those of you who did not know it, James was a proven team player before racing when after going to Virginia Tech he played semi-professional football as a 300 lb., plus offensive lineman. So don’t get him upset, I don’t think he is a guy to go head to head, toe to toe with.

MWM - How did your football team experience translate into the BimmerWorld Racing team? There you were a team member, here the team principal.

JC - It doesn’t matter what position you hold in a properly running team. I may hold the “glorified” position of team principal on the race team, but I perform a function that is just as integral to the operation as the guys moving equipment, torquing wheels, building engines, etc. Just like football, if there is a breach in any part of the line, the end result isn’t what it could have been.

MWM - The logistics of getting the cars and equipment to the event has to be challenging, how much so?

JC – When we head out to a race there is one semi with three racecars and most of the crews’ personal equipment and fueling equipment – plus a couple of racks of wheels and tires, one engine and one transmission per class of car. In addition there is a forty-eight foot trailer with one racecar, two pit boxes, and most of the bodywork spares.

At the track this turns into the engineering and driver lounge. Last of all is a twenty-four foot trailer with all the emergency spares for big damage (subframes, etc) and yet another rack of wheels and tires. It also carries the extra bodywork and drivelines – this is our “If all hell breaks loose” trailer.

MWM - You mention spares, exactly what can you repair if need be?

JC - Except for the main tub, we carry enough spares to almost fully build both classes of car, plus extras of the more frequently used parts, so really there is not much we cannot fix. Nobody on this team likes to give up and throw the towel in, we’ll fix it up and get back out and hopefully score some points.

MWM - The mundane part of racing has to be the setup at the track, what all is involved there?

JC – It really depends on the track. Daytona, Homestead, Watkins Glen all have garages and we don’t have to set up our awning and floor. We normally have a few hours to unload before we have to run cars. Other tracks add about one to two hours to set up the awning (or awnings if space allows – we have a 30 x 50’ primary and an additional 20 x 50’ for scales and hospitality). The pit 40 - MotorWerks Magazine - Online at www.motorwerksmag.com

lane depends on what other series we are running with but generally it takes a couple of hours to set up all the equipment, plus another couple to set up the fuel rigs, tire guns, tape off the pit boxes, etc for race day.

MWM - From what I saw in Miami and Watkins Glen there are a lot of bodies around the BimmerWorld Racing pit during race weekend. Getting everyone to the track has to be a bit of a nightmare.

JC - On average we arrange flights and or travel for around twenty-two people, not including the other drivers. Past that, I have learned that if we don’t control the schedule like a dictator for guests and family, we are better off giving recommendations and letting them fend for themselves.

With as many people as we have with us this year, we have to have all of our fish swimming the same direction or it starts to get difficult quickly.

MWM – Once you get everyone to the track then there is the job of feeding them on a schedule that works with the on track events, how do you manage that?

JC – We are really lucky that our transport driver Dave Taylor takes care of being the track chef. As a veteran and active fireman, he is accustomed to cooking for a crowd. We buy about forty cases of drinks before any given weekend and we have a season’s worth of spices and equipment. Dave starts off every morning with a trip to the store for the days’ food and we usually have at least lunch at the track and schedule-dependent, dinner as well.

MWM – I could see there were many meetings during the course of a weekend. Just how many are there?

JC - All drivers have an official GRAND-AM series meeting before practice and the race. The crew chief and engineers also start the weekend off with a GRAND-AM meeting. Internally, we have crew meetings to start and end every day and driver/engineer meetings after every session and as needed between sessions. Then there are the strategy meetings before the race where we talk about our tactics during the race regarding pitting and fueling etc. Then there is me having to find time to talk to the sponsors that are attending the event. Most of them realize I am busy but it is still something I have to find time for.

Let’s face it; we would not be racing without them, we like to give value to our marketing partners and showing them how a team as professional as ours functions is part of that. We want to make them part of the team.

MWM - Running in GRAND-AM

involves people making calls on four cars in two different classes. How do you accomplish this?

JC - My good friend Jason Marks has been with me forever and is our crew chief and team manager, Dave Wagener engineers the two ST cars with Wayne Yawn taking care of our new GS program. Ryan Kuhn is the ST Program Leader and David Simpkins is GS Program Leader. Eric Schieb handles all our data systems and electronics. Of course the drivers are involved when it comes to making changes to the setup; we talk things through and only make changes when everyone is on board with it. I am really lucky to have great guys who go above and beyond to accomplish what we need. It is tough but we manage to pull it off.

MWM – You had an amazing debut year in ST last year.

How has the new GS program gone? Are you where you expected to be after three races into the year?

JC - The GS Car development is a difficult project that we took on this year. Beyond what happens at the track, so much time is taken up between events making parts, testing on track, testing on the dyno, etc to get those cars up to speed at an accelerated pace so that we catch up to the teams with over a year of development on us. The big positive is we are learning every time we go out, the results will come, just wait and see.

As a team sport, racing is one of the most difficult, most rewarding, and sometimes least rewarding jobs I have ever seen. Results don’t always follow hard work and some times good results will just fall into your lap. It takes a special group of guys to dig in together as a team and work together through even the rough times to come out on the other end winning races. I am proud to be a part of a team of guys who are winners even when we are not on the podium!

It isn’t all work. Certainly at the track we have a task to complete and the hours to do so are sometimes quite long. Usually there is some after-track activity where we can all get together and goof off to purely have fun – almost like being back in college again at times…

MWM - Well, there you go!

Thanks to James for giving MWM readers a view into the unseen and sometimes less glamorous side of professional racing. We salute every one of your team members for the effort they put in, presenting a professional and competitive raceteam. MWM wishes the whole BimmerWorld team good luck for the future and will be eagerly watching for that breakthrough win in the Grand Sport M3 program as well as continued success in the Street Tuner class.

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Ryan Kuhn is car chief on the ST cars.

David White and Bill Heumann had a tough year in 2011.

Final preparation before the race.

Seth Thomas partnered Bob Michaelian in the Bizrate M3 at Mid-O.

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Gregory Liefooghe will race anything he can get his hands on!

Dave Wagener engineers the ST cars

Brakleen gained much exposure in 2011 with BimmerWorld

Go, Go, Go!

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Don’t Ever Give Up!

Editor’s Note: At the final Continental Tire Sports Car

Challenge event at Mid-Ohio, Michael Duncalfe of Exclusive Management Inc. had placed a couple of his driver’s in the #81 BimmerWorld Racing BMW 328. One of those drivers was Prince Albert, Saskatchewan’s Jayson Clunie. Clunie told me a story, one that I felt had to be retold. One that should inspire the rest of us and show us we can learn from others, even ones no longer with us.

When Max was very young he informed us all that his name was Max Power. We really did not pay much attention to the significance of it at the time, but none the less, from the time he was three or so, he was “Max Power” to family and friends, everyone knew him by that name. He created the logo when he was still young and had stickers made that were put on everything he and others owned. Max played all kinds of sports and even though he was usually

Clunie takes up the story, “Earlier this year our family lost three very important people, Max “Power” Clunie, Danny Mantyka and Wade Cooper. Max was my brother Rusty’s son, Danny was my niece’s husband and father to the newest member of our family, Lucy, who is just eighteen months and Wade, who was like family to us all. Wade’s brother Cameron also amongst the deceased. “The boys” had gone up to northern Saskatchewan to a fly-in fishing camp on Bus Lake. It was a trip that they had all wanted to do for a long time. They were so happy and excited to experience the hunting, fishing and adventure in such a beautiful northern location, its all they talked about during the weeks prior to the trip. The experience was just as they imagined but on their way home the float plane crashed just after takeoff, there were no survivors. Max had his camera in his pocket when the plane went down and we were able to retrieve all the photos from their “trip of a lifetime” so they called it. Included was one of all the happy travellers as they were about to board the plane for their trip home.

the smallest one on the field or rink he always made an impact and was usually captain of the team that he was on. He was a natural leader, people of all ages respected him. He always helped the underdog, lending a hand to his team mates or kids from school. He was able to make a connection and relate to people of all ages. Everyone called Max a friend (this became very evident when over

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2000 people showed up to Max’s funeral). There was nothing that Max could not do, according to him. He tried everything, never gave up and would not quit until he had succeeded. Experiencing all that life had to offer was what he was about and he experienced much in his short life.

Jayson followed Max’s instructions to the letter, he did not give up and got progressively quicker every time he got in the BimmerWorld BMW 328 at Mid-Ohio.

Clunie mixes it up with a Doran BMW also running in the ST class.

L to R. Jayson Clunie, Michael Duncalfe, David Levine (below)

This spring I made a decision to back away a bit from racing to concentrate on work. A choice that Max could never understand. When the opportunity to drive the 81 BimmerWorld car with David Levine at Mid-Ohio came up, I knew I had to take it, even though racing was the furthest thing from my mind. That same Max Power logo he designed as a youngster was a constant reminder of Max’s approach to life. ‘Like anything you do, DON’T EVER GIVE UP! Don’t let anyone tell you that you can’t! Have confidence, live for today, chase your dreams, love your family and friends and cherish every single minute with them. No matter where you finish - win or lose- success is in the enjoyment of the experience.’

I went to Mid-Ohio because of Max, it was my tribute to him. I will continue to follow my dreams because of what I have learned from him. I will not give up, EVER! Can’t is a word that no longer has a place in my life! When I have doubts about what to do or about myself, I think of what would Max do and I am able to push on. “MAX POWER” was a great person! “MAX POWER” stands for a state of mind! “MAX POWER” was my Co-driver that weekend in Ohio and will be every time I set foot in a racecar!”

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Wheelie, Wheelie, Cool!

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Probably the first modification performed on cars around the globe is fitting a set of alloy wheels. There are a multitude of reasons for this first step in making your new vehicle uniquely yours. It may be to make the car look better, to allow the fitment of better tires or even lighter rims for the performance benefits they provide.

One thing is for sure, they can utterly transform the look of a car, in some cases transforming an ugly duckling into somewhat of a swan.

In my case the reason to upgrade the wheel / tire package on Project 335 was to get a set of wheels that would promote that classic BMW race inspired look that I like so much. Touring cars rule as far as I am concerned. I would be changing from the standard 17” with run flats to 19” with a good set of performance summer tires. While I wholeheartedly believe in the concept of run-flats and the huge safety benefits they provide, they do come with one major drawback, namely the ride quality. It was something I had never really noticed when I bought the car as the ride in my F350

dually is obviously described as being somewhat on the harsher side.

The first winter with the car showed how harsh run-flats can be, when a significant bump in a nearby road had to be avoided as the winter got colder and the misalignment in the road surface got bigger and bigger. The 18” run flat Blizzaks protested loudly every time that piece of road was used and I was so worried about suspension or wheel damage that I even want as far as to choose an alternative route to work for the rest of the winter. That got me thinking. Did I want to go with run-flats on the 19” rims? The Greater Toronto Area is famous for having some potholes you could loose a young child in, did I want to chance ruining my new wheels or suspension by using run-flats with their inherently stiff sidewalls and risk component damage? I did not and after much soul searching the decision to move away from run-flats was made.

So, what about the wheel choice?

We all know there are good and bad wheels out there. Cast wheels are no doubt cheaper but do not have the

inherent strength of forged items.

With ever-lower tire profiles bringing the wheel closer to the pavement, potholes and large debris can easily damage your expensive rims or suspension. The advantage to a forged wheel is that it is able to withstand these episodes a lot better that the cast version. So it is a trade off, run cast wheels and maybe replace them every so often or buy the quality, forged item and have piece of mind as you drive down the highway.

What was my choice of wheel? I liked the CSL style that is synonymous with the BMW brand and motorsport but the regulation BBS rims are commonplace on BMWs and I really did not want to go that route. Enter the Internet and the bible of E90 users; E90Post.com, their wheel forum had all sorts of views, reviews, photos and interesting information relating to all sorts of wheels. It was there I saw versions of the MORR VS7 wheels that had the look I was looking for but I could not really find out much out about the company until I saw a post about them introducing a new wheel

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The badge says it all!

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They’ve arrived! Double boxed and a care package.

to the marketplace. That grabbed my attention, their new VS8.2 product line looked exactly what I was looking to update Project 335.

A call was placed to one of the MORR partners, Andy Rodriguez to discuss the wheels. It was revealed that the engineering for the wheels was done in house by his partner Carlos Morr who just happens to be a structural engineer. Designed to be lightweight but strong, the wheels are formed using SpunForged™ technology that lends itself to light but strong ideology. The 8.5-inch fronts come in at 19.8 lbs., rears are 23.8 lbs., which is impressive indeed.

All VS8.2 series 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 to 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 stresses.

MORR also decided to introduce a new look with the VS8.2 wheels called the Signature Series where the wheels are coated with black or silver and then the front face is Diamond Cut to give a showcase finish that stands out and provides a truly unique look. Add in the fact that there are not many wheels

as concave as the VS8.2s. What more could I ask for. With all that revealed, my order was placed and all I did was sit back and wait. So was I happy in the end? You betcha! It may have taken a little longer than I anticipated but I understand why that was the case. Andy and Carlos are very picky about their product. The hard work was done by engineering a good solid wheel but it would not mean much if the finish did not match. Remember,

One of my custom signed Morr VS8.2 rims NOTE: the huge warning label!

The rim and face are well protected.

my wheels were built in the first production batch of wheels and until the finish was signed off on, there were no wheels shipped to customers.

I know how picky they are, I spent a day at their Miami facility and saw how each wheel was inspected before shipping. Miniscule blemishes that are common-place on other wheels were rejected by MORR and returned for refinishing.

As for receiving your new rims in pristine condition? MORR makes sure that happens by using two sturdy shipping cardboard boxes, one inside the other. Inside the boxes the rims come with a dust cover and foam rim protector. They also include a care package with a MORR logo’d micro fiber towel and documentation on how to mount and take care of your new rims. As I said mine were in the first production run and the owners took the time to sign every wheel in the first batch, that’s how proud they are of their product.

When it comes to fitting tires there is one huge detail you must pay attention to! The new rims comes with huge warning labels stressing the tires have to be mounted from the rear. Fail to do this and you will either destroy your new rim or tire! The rear wheel is so wide the tire will not stretch over the rim when trying to fit from the front and if you ignore the

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warning you will not be happy with the result. Ensure the company you have chosen to mount your tires has quality equipment to do this without marking up the face of the rim, which now sits on the machine. You also have to remember this fact when having tires removed, only this time there is no warning label to remind you!

Lifting a wheel and tire combination confirms the weight numbers quoted in MORR’s advertising, they are indeed light, in fact the ten inch when fitted with a 275 Continental is easier to lift than one of my 18” ASA GT1 with a Blizzak winter tire. And what about the new Signature Black finish? The machined spokes with black pockets transformed Project 335, the car becomes the center of attention wherever it goes. Complete with the Continental ExtremeContact DW tires the stance looks right even without being lowered. The tires are slightly taller than standard and actually provide a rolling diameter that brings BMWs way out of whack speedo a bunch closer to the actual speed being travelled.

Why Continentals? I struck up a conversation with Canadian Marketing Manager Terry Smouter at the Canadian Motorsport Expo early in 2011 and we got talking about a good solution for a summer tire for Project 335. The Castrol Canadian Touring Car

Tires MUST be fitted from the rear!

Championship had just announced a switch to Continentals at the show and I figured if they were good enough for the track they would work for me.

They also are the OEM supplier for quality sports oriented manufacturers like BMW, Audi, Mercedes and Porsche.

As all of these companies use the Autobahn during testing you can be sure the Continentals are designed to operate at speed. OEM tires tend to come in a restricted set of sizes and that does not work for those of us who like to tweak our cars a bit. They addressed that problem by coming out with a line of replacement tires for North America where the owner has the choice of multiple sizes and performance levels but with the cost factor considered in.

The ExtremeContact DW (DW for Dry & Wet) was the suggested tire, as it is a performance summer tire that was developed for the all sorts of sports cars, sports coupes and performance sedans. It is designed to deliver good ride quality and serious performance on dry and wet roads alike. It is not intended to be driven in nearfreezing temperatures or in snow or icy conditions, so I will have to make sure the winter tire package is installed in plenty of time for the upcoming Canadian weather conditions. The tire features an asymmetric design with chamfered tread blocks and

a continuous, outboard notched intermediate rib that is designed to enhance responsiveness and cornering stability. Continuous center ribs reduce noise and provide constant rubber-toroad contact to control the longitudinal forces experienced when braking. A unique feature that Continental calls Tuned Performance Indicators, are visible letters molded into the second rib from the outboard shoulder to show drivers the tire’s current performance level. A visible “DW” indicates the tire has sufficient tread depth for dry and most wet road conditions and after the “W” has worn away, the remaining “D” indicates the tire has appropriate tread depth for dry conditions only.

We chose the 235/35-19 for the front and 275/30-19 for the rear.

The reason for the 275 on the rear was some people were noting that the Continentals tended to run a bit narrower than other brands and I did not want a stretched look for the rear wheel / tire assembly. As you can see in the photos the 275 does the job admirably and so far there have only been a couple of instances where the tires rubbed but that was on a less than desirable road surface. I think that we can even drop the car a little, probably no more than an inch and still not have a problem with excessive rubbing, but that is a project for down the road.

The D W tire wear indicators.

The tire works well in the wet and dry.

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So how do the tires perform? Let’s start off with talking numbers. The DWs come with a UTQGS (Uniform Tire Quality Grading System) rating of 340, the factory equipped Continental RFTs are 400. The UTQGS allows the consumer to compare tire tread wear, traction performance, and temperature resistance. 32% of the tires on the road today are rated in the 301 - 400 range. Some may think that is too high for a performance summer tire as sticky tires are normally rated around the 180 mark. That being said, longevity wise, the DWs should last almost twice as long as a similar 180 rated tire. With every day use on a car like Project 335, the added mileage combined with the extra performance makes the Conti a great choice.

One the road, the first thing I noticed was the reduction in road noise, the Continentals were excellent in this aspect. Mileage seems to be better but I cannot confirm this as I never really checked fuel consumption before

the upgrade. Maybe once the winter tires package is fitted I will do some comparisons.

I have never taken the car on track but both dry and wet handling in spirited driving inspires more confidence than

with the previous run flats.

They may not provide the copious quantities of grip some require, but as an affordable everyday option the Continental Extreme Contact DW is a great choice as a summer tire.

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SUNDOWN

EXPRESS

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The Sundown Express ran into Sebring for the Mobil 1 12 hours in the form of BMW Team RLL in the American Le Mans Series series opener The #56 BMW M3 GT, driven by Dirk Muller, Joey Hand and former World Touring Car champion Andy Priaulx claimed the GT victory after running 312 laps during the twelve hours. Dirk Werner, Bill Auberlen and Augusto Farfus came second with the #55 BMW M3 GT,

making it a clean sweep for BMW Motorsport in this classic endurance race. The BMW teams scored valuable points in two championships and now lead the American Le Mans Series and the Intercontinental Le Mans Cup. The ILMC now switches to Europe where Team Schnitzer will run the BMW M3s for European and Asian events. Team RLL return to the ILMC at the Petit Le Mans at Road Atlanta.

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Tales FROM BimmerFest 2011

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It may have been my first BimmerFest but I can tell you this it won’t be my last. For any true aficionado of the Bavarian marque this event has to be the ultimate candy store, both in terms of what was on display as well as what was sitting in the parking lot. I arrived early on the famed Rose Bowl grounds, vendors were just arriving and setting up shop, the lines of BMWs were forming and all we needed to complete the day was a bit of California sunshine. That however was not to be forthcoming but BimmerFest did not fall down in any other category.

The turnout was amazing, three and a half long rows of vendors had product on display to satisfy everyone’s needs.

The Battle of the Bimmers sponsored by Nitto Tires show cars were impeccable and the enthusiast response was just unbelievable, rows upon rows of all ages and conditions of BMWs, there even were a few MINIs thrown in for good measure. I caught up with Andy and Carlos from MORR Wheels as they were erecting their booth and boy did they have some surprises in store. The 20” VS8.2 were debuted on a pristine white F10 5 Series and if that was not enough they pulled out the surprise of the show; MORR were now in the modular wheel business. They had brought their new MultiForged line of MS8 and MS10 wheels to California to unveil them in front of the biggest BMW enthusiast gathering outside of Europe. In addition to MORR there were wheel manufacturers like BBS, HRE, Rennen, Avant Garde, Savini, VMR and Nutek all displaying their wares.

Suspension giant KW Suspension had a great display showcasing their complete product line as had Big Brake specialists Brembo and StopTech. There was everything you needed to make your BMW stop and handle was on show and when it comes time to make it go as well, you just had to check out some of the tuners on hand. Active Autowerke, ESS Tuning, Dinan, Horsepower Freaks and COBB Tuning were just some of the vendors at BimmerFest ready to provide you with more go in exchange for your hard earned dollars. Exhausts were not forgotten either; Akrapovic, Dinan, Active and Remus had product on display for a multitude of BMW models. No matter how many times you walked the Vendors Midway you always came across something you had missed on a previous trip, like I said before, it was like a trip to the candy store!

CEC Wheels came as North American distributor for the AC Schnitzer brand, showcasing their ACS5 and ACS7 Active Hybrid along with some of the new Schnitzer carbon fiber pieces. I got a chance to talk to Rudy Ghaly of CEC as the sun came up and have a quick look around the ACS5 with all its carbon accoutrements. It is a pity many of the younger BMW fans do not realize what a big part Schnitzer has played in BMWs history both on and off the track. From their first Championship in 1966 using a BMW 1800tii ACS has a history in winning Touring Car races and Championships as well as bringing the World some superbly modified BMWs. It was great to see them at BimmerFest they are indeed a BMW icon!

BMW NA was on hand with the much talked about 1M Coupe that garnered lots of interest but I was more intrigued by the two racecars sitting under the transporter awning. An ex-David Hobbs 1977 320 Turbo IMSA Camel GT winner and an E46 M3 ALMS GT2 car made my day

as a racer, these are two rides I would not mind getting behind the wheel of. Run and partially developed by the American division of McLaren Cars the E21 was powered by a turbocharged 2.0-liter “M12” engine that produced 650 HP and the whole car only weighed 1,936 lb. BMW NA had the foresight to keep a hold on to some of its more memorable cars and the Hobbs’ driven IMSA racer is one of them. The Prototype Technology Group run E46 was one of the V8 M3 GTRs that raced and dominated in 2001 and then were made uncompetitive by rule changes, but an awesome car by my standards. Even though it was not part of the BMW NA display it was nice to see a road going M1

in Pasedena although I bet the owner wanted to go away and hide as he stalled it on his way into the park, much to the cheering of the interested onlookers.

With cars spread out all over the Rose Bowl property, be prepared to do a lot of walking at Bimmerfest. It is worth investing the time as you get to meet like-minded people and see all variations of the BMW marque. It was obvious to me that matt paint has come of age as there were many cars with the look at Bimmerfest, some being paint, others being wraps, both looked good. Some of my favorites cars; there was the E63 M6 sitting out in the middle of the field (which was great for taking photos), the orange and black Alpina 2002 complete with roll bar. Another oldie that made an impression was the super clean 2002 with

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Below: An ALMS E46 GTR

Above: The AC Schnitzer ACS5

Below: Yep, it’s a BMW, an 1957 Isetta in fact!

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Right: Matt paint is In!

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The Avant Garde girls were available for photographs all day!

No West Coast BimmerFest would be complete without noted photographer John Zhang

I loved the look of this M6

And every one of them is a BMW work of art!

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chin spoiler and Cibie lamps. All the cars sitting around the M-Fest booth demanded more than a casual look as did the blue E46 M3 GTR that is used on our title page. I have to admit I have a soft spot for widebody BMWs having watched them race in Europe throughout my youth. Taking that race style concept to the road is the ultimate upgrade as far as I am concerned. It was nice to see as many 8-Series cars around; they seem to be forgotten by the masses but are still a classic BMW worth checking out at an event like this. Out on the outskirts of the park I came across an E30 towing a trailer. What is so odd about that?

Well the trailer was the rear of another E30 and there was a swing out BBQ on it. Now that is what I call the ONLY way to go to Bimmerfest, checking out your favorite cars and being able to enjoy good food with good friends!

It was almost is too much to take in, in one day, there was so much to see, but I understand the reason behind Bimmerfest’s one-day concept.

Everyone’s time is precious and giving up one day at the weekend still gives one time for other commitments.

And for those people who have said California is too far to go for a oneday event, check out Bimmerfest East that was held in Aberdeen, MD this summer. Bimmerfest prime mover Tim Jones, commented on running Bimmerfest on both coasts and was excited when he said, “We had approximately 1300 cars and 3500-4000 attendees show up in Aberdeen, for a first year show it was an awesome event. The West Coast is now at 2500 cars with 556000 attendees, so Maryland was impressive indeed. I worked the exit at the end of the show and the smiling faces and thanks from attendees as they left said it all. We had hoped for 500 cars so this totally blew our expectations out of the water. A couple more years and the East coast show will be as big as the West coast show!”

Now BMW enthusiasts have the best of both worlds with a venue on both sides of the USA, make sure you check it out, MotorWerks Magazine will be attending for sure in 2012!

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Just like a kid in a candy store! Brembo brakes, Apex Race Parts, KW Suspension and two sweet, clean BMWs.

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4 2 R E N R TU ! in a r T m a e t S i m A Mia

A BMW and MINI Photo P

by Halston Pitman and Ian Rae

ictorial from the Grand Pr

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4-2

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A 2-4-2 Whyte notation normally refers to the wheel layout on steam locomotives but the only steam train rolling through the HomesteadMiami Speedway on March 5th came out of the Turner Motorsport camp. The bright yellow and blue BMWs went two for two in competition at the south Florida track. Bill Auberlen and Paul Dalla Lana took the checkered flag in GT class in the Grand Prix of Miami, as well as taking overall honors in the Kia 200 event that was the second round of the Continental Tire Sports Car Challenge. The duo are only the second ever drivers to have achieved the feat. The win gave Auberlen, running in his 100th Rolex Series start, eighteen career class victories, tying him with Andy Lally. The wins were a first in both series for Canadian racer Dalla Lana.

The GRAND-AM Rolex Sports Car Series presented by Crown Royal Cask No. 16 was again the domain of Scott Pruett and Memo Rojas in their Telemex Dinan BMW / Riley. The current series Champions were on a series record five race winning streak and left Miami leading the 2011 points championship by fourteen points over Max Angelelli and Ricky Taylor in the SunTrust Chevrolet/Dallara.

The Fall-Line Motorsports M3 of Al Carter and Hugh Plumb took third spot in the Continental Tire Sports Car Challenge GS class results. Over in the Street Tuner class, Owen Trinckler and Sarah Cattaneo took their Cruise America MINI to a third place finish, best of the BMWs and MINIs running in the class.

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Photography at Homestead This was the first time I have shot at Homestead so I can’t say how it difficult it is to shoot from the spectator areas, but I saw quite a few spectators shoot using the cutouts in the catch fencing. As a ‘Pro’ I feel that there could easily be more access points for the professional shooter. The access we had was sometimes restricted by the light available to shoot at a particular time of day. It was my first experience of shooting at a ‘Roval’ and I have to say it can get quite interesting shooting the cars on the banking due to the higher speeds. Especially when the occasional palm tree pops up in your pan. Luckily I had some good people giving me pointers; Melissa Smith and Halston Pitman have recently joined MotorWerks Magazine in an effort to bring our readership some of the best BMW and MINI racing photo coverage on the planet and have both shot ‘Rovals’ before. It was a great couple of days hanging out with these guys and shooting with friends is something I recommend to amateurs as well. Check out your shots and when you get one you like, share the EXIF data so your friend can try the same settings.

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Above: GANASSI TEAMWORK Teamwork for the Ganassi BMW guys includes pushing the car back to the garage.

Upper Right: DIVE, DIVE, DIVE The RSR MINIs worked well in the infield and braking into the hairpin was their forte.

Right: USA V EUROPE The Mustang versus BMW rivalry was on display all through the Continental Tire field.

Above: INTO THE NI GHT The Continental Tire event raced into the evening, presenting opportunit ies for some intere sting photography.

Right: LEADING Nick Longhi and Matt Plumb came into Miam i as Championship leaders

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e h t t a h w t Jus !

D E R E D R O Doctor

Words and Photos by Ian Rae When I picked up my E90 BMW 335i back in 2009 I have to admit I was a bit disappointed that a 300 plus horsepower car from a motorsport icon like BMW could sound so unremarkable. Heck, even my 225 horsepower ‘91 Mustang had an exhaust note that required rolling down the windows, turning off the stereo and finding long swooping on ramps where I could revel in that classic exhaust note. Maybe it was the fact that I have gotten used to throaty exhausts on American Muscle in my twenty odd years of living in North America that had me disappointed.

Nope, the BMW was just not up to par as far as I was concerned, so the question was what to do with it.

Don’t get me wrong, I was not after an exhaust that would require ear defenders going down the road on a family outing, I just wanted something that made a bit of a statement and said ‘Got Power’ Maybe it had to do with the fact that to the uninitiated, a 323i looks just like a 335i, I needed an exhaust that would turn heads and relay the fact that this Bimmer had 300 plus horses under the hood and was anything but an entry level BMW! Enter BMW and their BMW Performance range of products! Those of you who

have read Issue one will recall seeing a few of BMW’s excellent quality BMW Performance carbon products on my car along with the black kidney grills and the exhaust is another standout item from that same product line. While there are many manufacturers of performance exhausts that will fit the 335i, the BMW Performance version had a few things in its’ favor that worked for me. It produced the throaty note I was looking for and supposedly came with no bad side effects like droning when at a constant speed on the highway. It also comes with the BMW warranty when installed by a BMW dealer, like all other components in the BMW Performance lineup. Many other Toronto area enthusiasts must have been thinking along the same lines and a ‘Group Buy’ instigated by another GTA dealer produced pricing that was then offered to all other BMW dealers in Canada.

This coincided with us independently placing an order for my system at Budds’ BMW of Oakville around the same time but the increased demand of the group buy would mean a slight delay in delivery of all the systems.

Was it worth the wait? You betcha! First of all, the system arrived well packaged in a sturdy cardboard box, there is

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nothing better than having your new exhaust arriving in pristine condition. Ten out of ten for that BMW! The new E90 system includes a center section in front of the rear wheels as well as the silencers while the E92 version just replaces the silencer units. This difference between the two systems is also reflected in the pricing with the E90 costing a little more. The E90 center section replaces the factory resonator unit with an X pipe similar to the one seen on the production E92. The silencer units come with single wall chromed tailpipes as opposed to the dual walled version of the original and five super sturdy clamps. Tube diameter on both the new and old systems is identical, making the mating up of the two systems a breeze.

First step in the replacement is cutting out the old system. BMW had obviously thought about the Performance exhaust option when they were producing the standard part as they manufactured it with a dimple in each leg of the original pipe to mark where to cutoff the rear section to allow fitment of the Performance system. The Budds’ tech, used a chain cutter to mark off a perfectly round cutoff point and then proceeded to amputate the old system with a Sawzall. This gave a perfectly

square edge to mate with the new system. With a bit of help from yours truly, we mated the new center section using two of the included tubular clamps.

This new way of mating exhaust tubing is preferred compared to the old U-clamp style used in years past. Both clamps were snugged but not finally tightened. The two rear mounting rubbers were then attached to secure the center section in place.

With each silencer coming as an individual part, they are joined together by an interconnecting pipe. One at a time the silencers are installed with the clamps barely snugged up, just enough to hold the units in place but still allow movement to complete the alignment. Once both silencers are installed along with the remaining three clamps it is time to check alignment of the tailpipes with the rear apron. Minor adjustments can be made at this point to make sure both tailpipes protrude the same amount. With that accomplished, it is time to properly torque up the clamping bolts.

So with the new exhaust fitted we took it for a blast and absolutely loved the result, the sound was just what we were looking for. Deal done! Not quite!

When we decided to go with the BMW Performance exhaust it was decided to be a bit scientific about the installation.

Unfortunately, I could not do a before and after dyno comparison to check if the six horsepower BMW quotes as an improvement is factual or not. This was due to my car having other things worked on at the same time. I could not say if the software and injector updates would raise or lower the horsepower so therefore I could not compare apples to apples after we updated the exhaust system. So rather than have results that could be skewed either way we decided not pursue that test. What we did do was a before and after comparison on the noise from the exhaust. BMWs are famous for their refinement and ride quality; would this new exhaust turn the car into a boy racer and make journeys uncomfortable on the ears?

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Static Test Measuring points 1 - Three feet directly behind the center of the car.

2 - 3 ft. behind and 3 ft. to the left.

3 - 6 ft. behind and 3 ft. to the right.

All measurement in decibels (Db)

RPM IDLE RPM 2000 RPM

1 2 3 59 56 54 62 64 60 3000 RPM* 83 83 81 PERFORMANCE EXHAUST IDLE RPM 66 62 61 2000 RPM 82 75 72 3000 RPM* 94 90 88 * PEAK MEASUREMENT DURING REVVING ON INITIAL START-UP IDLE 83 83 67

These number seem to be what is expected when moving the test point further away from the car except for Test 2 at 2000 rpm on the standard exhaust. It was higher than Test 1 and that reading seems to be a bit of an anomaly.

We added the last row of numbers as it was interesting to find the exhaust has a significant bark to it when initially started in the morning. After starting Project 335 I roll it out of the garage and on occasions I will hear a chirp or two from the alarm on my dually pickup truck caused by the exhaust note from the BMW. It tends to happen on mornings with still heavy air and is probably more a factor of the sensitivity of the alarm system than too noisy an exhaust. This elevated noise level (approximately 20 decibels at two test points) subsides away within a minutes or two and normally does not re-occur during the day. The decibel reading then returns to those recorded at idle for the Performance exhaust.

So, let’s see what the sound meter told us!

The Extech HD600 noise meter has a data logging ability that allowed us to have the meter connected via USB cable directly to a laptop where we then could then real time data log the ambient noise. We did not spend too much time making passes at speed to confirm what we already knew, the system sounds great! Our aim was to see if the overall interior ride experience inside the car was made worse by the addition of the new exhaust.

The noise tests were carried out using two formats, the static test behind the car at three different positions and the in cabin test with the meter inside the car connected to the laptop computer.

In Cabin Test Measuring Points Meter was positioned on the center console between the front seats facing the rear of the car where it most accurately replicates your hearing. The great thing about the Extech sound meter is its datalogging capability. I could sit in the passenger seat while we went thru the various different test runs and watch the graph form and display the decibel readings in real time.

80-120 kph Flooring throttle 2000 RPM Highway 80 kph Highway 2000 RPM Sitting stationary

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STD 72 70.4 70.2 54.5

PE 77.8 70 70.6 57.5

You can see from the results the BMW Performance exhaust is not going to blast you out of the cabin. Most results are very similar to the standard exhaust. The only one that is louder by more than a couple of decibels is the wide open throttle test going from 80-120. The automatic transmission kicks down a gear and the car is accelerating fast, no doubt some of that will be induction noise due to the fact that the throttle is wide open and that is contributing to the increase in decibels. The impressive point for me was the 120 kph highway reading, to have this number within one decibel proves BMW have done their homework when designing the performance exhaust line.

Add in the fact that the there is no drone at that speed just proves your driving experience will improve with this exhaust fitted, not get worse. We will revisit the same tests down the road once the exhaust has bedded in properly.

So, this is a big thumbs up to the guys at BMW Gmbh, great product, I love it!

Having gone through all the above fitting an exhaust and testing I love the fact that most of us can readily make a change to our vehicle like this. What if we couldn’t do that, all because of lawmakers who pass bills into law without really knowing what they are doing. Thank goodness for SAN (SEMA Action Network) they are the people fighting for our hobby, sport or just plain love affair with the automobile. Read the ‘Sound Reasoning’ article that is compiled from information SAN sent us and you will see what is going on in some States and Provinces. The only way to stop things like this is by action of the masses. That means you and me! Take the time to join SAN, it does not cost anything and send your politicians your thoughts when they try to force an unfair Bill into law. Governments will stifle our love of the sport and automobile by silly laws that are enacted for no other reason than some misinformed politician thinks it will gain them some political clout! Take action now, join SAN!

Sound Reasoning

Compiled from data provided by SAN

Imagine getting a speeding ticket on a road with no posted speed limit, and that ticket comes from a police officer who cites you not because you lit up his radar, but because, in his mind, you were “just going too fast.”

This is similar to being pulled over for what the same officer deems too noisy an exhaust. Best of all you are sitting on the shoulder, receiving the citation and a stock Ferrari that is way noisier than your vehicle, overtakes your car and drives on. This is the scene being played on state highways across North America, the result of poorly drafted or ineffective state laws and regulations. The laws on the books in these states frequently cite the manufacturer’s specifications or a factory installed muffler as the basis on which vehicle exhaust noise is measured.

As arbitrary and unfair as that sounds, it describes the state of exhaust noise laws in many areas. Most exhaust legislation is aimed at reducing “excessive” or “unusual” noise, but many of those laws don’t include a specific noise threshold for law enforcement to use as a benchmark.

Instead, the laws leave that decision solely to the discretion of patrol officers. Or worse, some lawmakers are attempting to ban any exhaust alterations, figuring that any modified exhaust MUST be too loud.

On this topic, jurisdictions can generally be divided into two major categories, those with noise standards and those without. Of the areas with a test standard on the books, many ignore guidelines when handing out citations. Most that have chosen to go the route of setting specifications choose to measure a vehicle’s noise by decibels. Areas that have quantifiable noise standards on the books are shaded red on the attached map. These standards often go unenforced. One reason these regulations are not enforced is that they are based on an in-use standard – exhaust noise is measured while a vehicle is in motion on the highway.

Those that employ these operating standards typically divide vehicles into classes and then set separate standards: one for vehicles while driving on roads with a speed limit of 35 mph or less and a second standard for vehicles driving on roadways with a speed limit greater than 35 mph. The measurements are to be taken while the vehicle is in motion on the road, usually from a distance of 50 feet from the center lane of travel.

Others will choose not to specify a quantifiable noise standard.

These are shown in yellow on the map above. Typical language in these states’ statutes includes prohibitions on “excessive or unusual noise” from a vehicle’s exhaust system. While most

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motorists believe that exhaust systems should not be used in a way that causes overly loud or objectionable noise, these vague provisions fail to provide a clear and objective standard for those seeking more durable exhaust systems that enhance a vehicle’s appearance and increase performance.

Language that effectively limits the use of aftermarket exhausts can be found amongst both yellow and red states. Such language includes sentences such as “no person shall modify the exhaust system of a motor vehicle in any manner which will amplify or increase the noise or sound emitted louder than that emitted by the muffler originally installed on the vehicle.” While such language does not specifically prohibit all modification, it does not provide any means of measuring whether a vehicle has been acceptably modified. Such language also negatively affects the aftermarket industry by placing the noise limit authority in the hands of the OEMs and ignores the fact that aftermarket exhaust systems are designed to make vehicles run more efficiently without increasing emissions.

Green on the map identifies the three states that have enacted SEMA model legislation to provide enthusiasts and law enforcement officials with a fair and enforceable alternative. The model legislation establishes a 95-decibel exhaust noise limit based on an industry standard adopted by the Society of Automotive Engineers (SAE). Under this standard (SAE J1169), a sound meter is placed 20 inches from the exhaust outlet at a 45-degree angle and the engine is revved to three quarters of maximum rated horsepower. The highest decibel reading is then recorded.

Previous California law allowed modifications so long as the noise levels did not exceed the 95 decibel limit. However, the roadside enforcement of this limit was chaotic, leading to subjective, selective and improper enforcement. Many

drivers were pulled over by state and local police and cited for improperly modified exhaust systems despite having what they believed to be legal aftermarket exhausts.

To prove our point (and educate ourselves) about the widespread improper enforcement of the previous California exhaust law, SEMA conducted a series of exhaust noise tests in early April of 2001. First, we contacted California SEMA Action Network members to see how many folks had received citations for excessive or modified exhaust. We were surprised and dismayed to learn how many fit the category! We then invited them to have their cars tested to see if they actually complied with California law. Finally, we hired a board-certified acoustical engineer and did the testing according to the standards set out in California law. Long story short, of the cars we tested only one exceeded the 95db legal level.

California, Maine and Washington are among the states that have adopted the SEMA model for their exhaust legislation. Previous California law allowed modifications so long as the noise levels did not exceed the 95 decibel limit. The California Bureau of Automotive Repair began operation of the motor vehicle exhaust noise-testing program in 2003. The law also allows courts to dismiss citations for exhaust systems that have been tested and for which a certificate of compliance has been issued. Under the program, the 40 Smog Check stations statewide that provide referee functions are performing the test. These referee stations are issuing certificates of compliance for vehicles when tests of their exhaust systems demonstrate that they emit no more than 95-decibels, under the SAE test procedure. However, only those vehicles that have received a citation for an exhaust noise violation are permitted to submit their vehicle for the test. A similar standard was enacted in Maine in 2003 and Montana in 2007.

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Burt Frisselle and Mark Wilkins were out to impress new sponsor Gamma 88 at Barber Motorsports Park. The duo now using Dinan BMW power in the AIM Motorsports Riley chassis qualified sixth and made their way up to fourth.

Rolex Sports Car Series championship leaders Scott Pruett and Memo Rojas parlayed their pole into another win for the Ganassi BMW Riley. In GT Bill Auberlen and Paul Dalla Lana in the Turner M3 took another win but had to give best to Joe Foster and Scott Maxwell in the Continental Tires Sports Car Challenge finishing second. Five BMWs finished in the top ten of the GS class. Over in Street Tuner, BMWs had a better day with Tim Bell and BJ Zacharias taking the Doran 128i to second place followed by Jesse Combs and Jeff Mosing in the RACE EPIC Murillo Racing 328i.

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Call Ian Rae on (905) 467-5148 or e-mail us at ianrae@motorwerksmag.com

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From horses to horsepower!

SARAH CATTANEO

Words: Ian Rae, Photos: Melissa K. Smith and Ian Rae. Sarah Cattaneo grew up with a love of horsepower, it was something she got from both her father and her mother.

The only thing was she started competing on the fourlegged version. Let’s rewind to Sarah’s early years in Phoenix, AZ. “My Dad raced in SCCA when I was a baby, so being around the racetrack was natural for me! I can’t even remember what type of car he raced as I was only two or three and he stopped racing shortly after my younger sister was born. The love of racing was something that stayed with me. My mom however, loved and rode horses. When I was about three or four years old, my parents took my to a petting zoo where they had pony rides. I cried every time they tried to take me off the pony, and that was the start of my love affair with horses! So, when I was old enough my mom signed me up for riding lessons which happened around the age of five.” By the time she was eight, Sarah’s competitive juices were coming to the fore and she started competitively show jumping and was Nationally ranked by age eleven. Sarah went on, “That is when it got really serious. When I was fourteen I moved over to California to train with a United States Equestrian Team rider and the following year I qualified for the U.S. Junior Olympic team.

Unfortunately I never got the chance to go to the Olympics as my horse got hurt prior to the event. I did get to go to Rome, Italy to compete once so that was sort of neat.” By the time her equestrian career was over Sarah was a five time U.S. Equestrian Federation medal winner and had won over one hundred championships. Now it was time to move up from one horsepower!

“I had always been into cars and would go to car shows with my dad whenever I wasn’t riding horses. In 2006 I was driving a BMW 330i on the road and decided the Bob Bondurant School of High Performance Driving looked like fun. I took the four-day class, where I got to drive a C5 Corvette and after that the rest is history, I was hooked.

My instructor at Bondurant, Danny Bullock would go on to

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be my driving coach. He definitely has played a huge part in where I am today. Being my first coach he taught me all the fundamentals of driving. I had never been on a track prior, so he definitely had his hands full. He worked with me to get me faster and become a better driver. Having a coach who believes in you is very important to your success, I can’t thank Danny enough.” It was then time to go racing seriously and Sarah and her father took all of 2006 to find a car and check out the local race scene. We had decided to get a Mini. “When I got the MINI it was still street legal, it was not really track prepared. I just drove it to the track, changed tires, drove all day and then drove it home.”

In 2007, Cattaneo stated racing in the NASA PTC class where she became the NASA Arizona regional PTC champion in both 2007 and 2008, she was also selected as Sportsman of the Year in 2007. During the time she was racing in the Phoenix area she became friends with a local businessman called Randy Smalley. Smalley also had a MINI and was racing locally like Cattaneo, but had bigger plans in the works. In 2007 Smalley and RSR Motorsports took the MINI to Grand-Am racing to perform on at a National level. When it was again time to move up the motorsport ladder

Sarah decided that Grand-Am was to be the new arena and Randy Smalley would be the guy to talk to. So in 2009 the girl who grew up racing horses moved to racing MINIs in the BIG SHOW. That move proved to be the right one and by 2011 Cattaneo had honed her skills even further, ably showing how competent she was behind the wheel of a RSR MINI. When asked about her best memories in Grand-Am so far, she said, “Well podiums are always a good memory!

I would have to say my best moment up to the start of this year with the team was at Miller in 2010. It was the season ender and we finished second, Everyone was super excited and it was a great way to end the season.

However, winning at New Jersey in 2011 was so amazing,

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Sarah and Owen gave it all at the season finale at Mid-Ohio. Below she leads the pack into the esses on lap one.

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Above the Championship ends for Sarah and Owen when a shifter cable breaks and Owen waits for that long tow back to the pits.

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I was so excited that I was speechless!

Which never happens! The team has worked so hard all year and it feels great to give them a win.” Team owner Randy Smalley had this to say, “This hasn’t been an easy year, both personally for me and for us as a team. We’ve had success, certainly, but there have been a lot of setbacks, from Owen getting taken out at Lime Rock to a new rule that restricts our RPM limit. So to get a win after all of that was very gratifying, and just proves what an incredibly talented and dedicated team we have. Sarah deserved to get a win, and I’m glad we could finally make it happen for her. She and Owen have been very competitive all year, and a win for them was overdue.” Going into the final event at Mid-Ohio, Cattaneo has the chance to become Grand-Ams first ever female champion. Their rivals are only six and nine points ahead respectively but the duo are under no illusions about their chances. “We will do the best we can!” And Sarah that’s all anyone expects!

So what of the future, “I would like to move up to the Rolex Series or even over to ALMS. But really it does not matter, just racing in general! I want to make this my life!” Well, Sarah congratulations on your successes so far and I am sure there are many more to come.

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Featured Photographer Hi, my name is Halston Pitman and I am the man behind the lens. You may also know me from ATLFocus Photography but I would wager if you are in the BMW community you know me better by my name. To be honest my adventure in photography isn’t as deep as many you may talk to. I have been actually attempting at taking great photos for 5 years. When I was getting married I wanted to take a nicer camera on my honeymoon that would do a better job than my 2 year old Panasonic Point and Shoot and it began!

It was more than just fun to take photos at that point. Trying to perfect my shots, my editing and always finding new items to photography became the name of the game! Photography for me was perfect as it became the newest way for me to connect with the things that I love, cars (Ok well let’s be honest BMWs).

I have to be up front and admit my love for BMWs runs deep but just as deep is my love for Jeeps. My first vehicle was a modified 97 Wrangler Sahara that I loved.

Commuting to school with big tires, low gears and an ancient I-6 engine was taxing on the wallet. Driving one day I saw an AlpineWeiss 99 M3 Coupe… and a deal was struck! The rest is history. E30s, E28s, E36s and X5s have all been owned. I sometimes leave them stock and just cruise like my E28 or I go all out. My last E30 was 24V Swapped, Ground Control Coilovers, UUC Big Brakes, full redone interior and more! It was a wonderful vehicle. I have sense moved back into another E36 M3 which is a love it or hate it 1997 Dakar Yellow M3/4/5 and I love it!

For my photography my style is a vibrant but natural looking photo. When someone sees my photos I like them to be able to assume that is what they would have seen if they were there right beside me. My personal preference is not excessive editing. No bringing in ‘fake’ skies. No bumping colors, contrast, saturation or more in Photoshop.

I don’t know where this style came from but it is what I prefer and it seems that many still do enjoy this style. In the end I do love to get positive feedback from the photos so while this is my style I can always adapter to each and every situation and come through with solid photos.

ATLFocus Photography? It’s a short was humorous story which I have to give a shout out to a fellow photography friend on the West Coast and one I suspect could be featured in these very pages. Casey Withers has taught me a lot(caseywithers.com) and while I was spending some time at his place with his family I was jealous of his setup.

I started bouncing ideas off him and I wanted simple and obviously a photography related name. ATLFocus was suggested and I loved it. So thank you Casey! I live in Atlanta and Focus… well you know the deal there!

Big Break? Once I realized that I could run a track event/ HPDE in my own car and pass the down time taking pictures of the cars I started to get serious. Even if I wasn’t running I would get to the track and just shoot for hours. I

GA Weekly Meet Fun – What can I have fun… say we how many people fit in Canon EO a n E34 S 40D Exposure 0 .006 sec (1 /160) Aperture f/ 4.5 Focal Length 17 mm ISO Speed 200 Exposure B ias 0 EV 2x Nikon SB -24s – Full power – Fir Umbrella – ed throug Camera Left & Camera R ight

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e like to 4 Wagon?

y favorite and one of m ilt bu I 0 E3 st la the flashes This was the g garage with in rk Pa n. ke ta photos I have e ceiling. th f of d ce boun

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Feature Shot: It’s Snowing It was snowing in Georgia which is not the most common thing and my friend Nick and I were bored. He had driven his 1986 325iC Grey Market Vert over to my house and the idea popped in my head. Expecting him to say no I said “Hey let’s take some rolling shots with the top down”. OK was the reply I got and out we went. It was coming down pretty good and summer only tires made it fun. The looks at the gas station were interesting to say the least!

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Above - Planned a local photography meet using some local cars and it was raining. We decided we should continue on anyways and the results were worth it

Left - The Rahal Letterman E92 M3s hunt in packs at the Petit LeMan at Road Atlanta 2010.

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went to races and while spectator areas at many tracks are wonderful vantage points I wanted more. I sent an e-mail to Roundel Magazine (BMWCCA Magazine) and inquired about Petit Le Mans @ Road Atlanta, a large event to say the least. Photos were exchanged and much to my surprise I would be paired with the motorsport editor and given a test drive! The article was wonderful and I learned so much that weekend. Most importantly that you do need a lot of sun screen!

Best Photo Feature? I want to toot my own horn and gloat a bit if you don’t mind. I worked with James Clay and Bimmerworld Racing for the Homestead-Miami Grand-Am event in Florida earlier this year. CRC had partnered with Bimmerworld and would be running a special Brakleen livery for this race. My photo was used in CRC material from this event but the real kicker? My photo was displayed on a digital billboard in Times Square! I was not able to see it with my own eyes but I do have web cam screen captures of the photo! I was stoked!

2011 was a big year for me in the photography game as I had multiple Grand-Am and ALMS events with Roundel Magazine and Motorwerks Magazine as well as local and national events like The Mitty @ Road Atlanta. I have been working with Bimmerworld Racing in the Grand-Am Series.

I photographed a custom BMW Bike for BMW Motorcycle Magazine. Will be working with Billy Boat Performance Exhaust as well in 2011 doing some photography work and reviews. Also will spend my time volunteering as an instructor with Teen Street Survival and one of my favorite photography related events of the year, the 2012 Georgia Trust Places in Peril list. Spend a weekend running around GA and photographing historical sites in danger! This is going to be a great year! And I still need to find time to get the M3 out on the track again!

Gear List – 2x Grip’d Canon 40D bodies, Canon 70-200 f/2.8L IS, Canon 400mm F/5.6, Canon 17-40 f/4L, Canon 50mm f/1.8, Canon 100mm f/2.8, Macro Tokina 12-24 f/4, 2x Nikon SB-24s, Paul C Buff Cybersyncs STOP PRESS: Halston has partnered with Trevor Andrusko to form Motor Sport Media. MSM’s aim is to provide clients with a one stop shop during a race weekend. Providing photo, video, and social media live updates as they happen during the event. Halston explained, “With the advent of the Internet and now Social Media, people want to know what is going on in the world immediately. Race fans are no different, in the absence of a live feed or lap time updates, they want to know how their favorite team or driver is getting on. We are here to provide that service to the teams. I am excited about 2012, it should be a busy and interesting year for us.”

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CONTINENTALTIRE.CA

Nathan Freedenburg over at Motoring Alliance sent me a really neat photo earlier this year. One of the premier MINI portals on the web, Motoring Alliance regularly runs a photography contest and this photo by Eric Werner was chosen as a winner. Sponsored by MINI supplier Outmotoring.com, the theme for this competition was ‘Curves”

minute head start, so we could scout picturesque locations.

My viewpoint is about 30 miles west of Winthrop, just past a fairly broad right hand hairpin that climbs a good 200300 feet or more, until it’s looking back at the unobstructed view of the left hand sweeper. A convenient pull out meant

‘Curves’

by Eric Werner

The story behind the shot is pretty simple. In July 2007, the local MINI club (Puget Sound MINI Motoring Club) decided that a drive over some of the more interesting mountain passes Washington has to offer would be fun. Thus was born the Midsummer MINI Mountain Madness, a two-day drive, starting in Graham, WA, down to SR 12 past Mt. Rainier and over White Pass to Yakima, where the group grew to 53 MINIs. From there, we went north to Ellensburg via Canyon Road (a nice twisty following the Yakima River), and on to an overnight stay in Wenachee.

The next day, now with about 30 MINIs, our route kept going north to Pateros, on the Columbia River, where we turned left and worked our way to Winthrop, a Western themed town in northern Washington. After lunch, we kept heading westward on SR 20, the North Cascades Highway. This is a section of roadway that is only open in the summer months, usually buried under about 20 feet or more of snow from October to May. This is also a road that Destination Highways labels as DH1 in the DH Washington book, with a rating of 92.3/100.

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that I was able to stand on the edge of the hillside, and still be at least 30 feet away from the roadway behind me.

Then came the waiting. Just as I was feeling that the cloud overhead was going to obscure my view, it moved just that little bit to the east, and the familiar sound of MINI engines came up to me. I waited a little bit, then start snapping off shots. A line up of 15 MINIs is a sight to see, and the fact that the group was able to stay in formation isn’t so much a tribute to their ability to block anyone, but rather a testament to the nature of the road itself, and it’s remote location away from everything.

Eric’s bio - I’m a 40 year old father of two, and lifelong resident of Washington. After getting my BA in fine arts photography, I now find myself working in the tech industry as a network engineer. Photography is still something I try to do when I can. Work and kids activities make it a bit harder, but there are still those moments when I can break out the camera.

Cars, to some extent, have always been a part of me.

As my mother tells it, even as a baby, I’d be napping while drag racers would be hitting the strip at Seattle International Raceway (now Pacific Raceways) as my parents would be doing tech inspections for the road rally club they were in. I have early memories of riding in the package shelf of the 1967 Datsun 2000 roadster my parents have.

When it comes to MINIs, I have wanted one since I first saw a classic, when I was about 9 years old and traveling in Vancouver, B.C. When I first got wind about 1999 of

a re-release of the MINI, I started following everything I could find online. Then came the online configuration site, and I started to drive my wife nuts, I think. Eventually, we found ourselves in a position where we could consider a MINI. But, only if it would fit two kids (only had one at the time). After much reassuring, I was able to put down that $500 deposit so many of us are familiar with, around August 2004. There followed much waiting (18 month delivery was quoted at the time), more online configuring, finding out that our name was missing from the list, then the (obsessive) tracking of the build process and shipping across the Atlantic. Because of this obsessive behavior, and not being on a WW ship, I have the full VIN memorized to this day, which I hope will one day lead to fame and riches on Jeopardy! We are also now a two MINI family, my wife getting a 2011 Hot Chocolate/Black MCS for her daily driver in November 2010. Since the local dealer had exactly what she wanted on the lot, there was no waiting this time around. There is some friendly “debate” as to which is the better MINI, but we have yet to settle this in any kind of semi-scientific manner.

I’ve been an active local club member since before I took delivery of my 2005 Dark Silver/Black MCS, now serving as Member at Large for the Salish Sea MINI club. My MINI is my daily driver, getting about 70+ miles round trip in my daily commute, plus various club drives, and the occasional track and auto-x days. At 109,000 miles, the MINI is starting to show a little bit of age, but is still looking very good for a car that has seen so much road.

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Readers’ Rides

Phil Hopwood - Burlington, ON

Nicholas Cortelinni- Lake Country, IL

2000 E39 528i.

Nick first walked into a BMW dealership with his Dad at age three and he was smitten with the brand.

When he was fifteen his grandmother bought him his first BMW, the 528i you see here. Nick loves the 5 series and enjoys the challege of modifying a car that does not recieve as much attention as its 3 series sibling. Exterior mods include DDM tuning front and rear M Sport bumpers, M5 brake cooling ducts, M5 rear spoiler, OEM M Sport style 66 Wheels (Staggered), EAC coilovers, Magnaflow 14186 muffler Y- resonator delete, custom LED city lights, Hella LED rear tail lights, European headlight lenses, clear side markers, custom Illinois plate number ( BMW E 39 ), LED license plate lights, LED reverse lights, 35% window tint, Racing Dynamics front stress bar, 3000k fog lights, license plate tow hitch mount and a front lip.

Carried out over a five year period, Nick has turned this E39 into a real looker, one that he has stamped his own mark on. The custom licence plate adds a nice touch. Future modifications include black kidney grills, painted/wrapped interior wood trim, Dinan or AFE cold air intake, H and R wheel spacers, front and rear Alpine speakers.

He is 20 years old and is attending Northern Illinois University.

2007 E90 328i.

Phil comes from a family of BMW lovers, in fact we are working on an article that will feature their family collection for an upcoming issue. The 328i is Phil’s seventh BMW and actually belonged to his mother before, he just bought it back from the dealership when she traded it in for her new X3. As for modifications, Phil has added a multitude of BMW Performance parts; tail lights, black kidney grills, performance exhaust, short shift kit, handbrake knob and boot. An OEM M3 trunk lip spoiler and 335is pedals. He went to Dinan for a strut brace bar and intake. THe trunk was de-badged trunk and 20% tint installed all around. It rolls on 19inch BBS CH’s with Conti Sport Contact 3’s, H&R race springs giving it that slammed look. Nice car Phil, we look forward to the family article!

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Ryan Gangemi, Auburn, CA

1988 E30 M3 Ryan has one seriously modded M3. It runs a S54B32 with 5spd ZF E36 transmission and 3.25 LSD Diff with M-Coupe Cover. You can see the Marcus’ Carbon Fiber Race Airbox in the picture below. A Specialist Components Typhoon ECU is used for engine management. One of the first things you notice when you see the car are those huge MORR VS7 rims stuffed under the factory arches. Cosmetically the body has changed with the addition of EVO3 fenders and an EVO2 front spoiler with EVO3 CF splitter. At the rear a EVO3 wing with CF flap is mounted for a really aggresive look. Suspension is taken care of by the addition of AKG front control arms, Ground Control coilovers with 650/1200 Springs and Koni SA race shocks. Braking is not an issue as Brembo 4 pot calipers are fitted all round, complementing the 14” floating front rotors and 13” rears which is a one-off kit by Ron Lee

Jap Atienza, Mississauga, ON 2010 E91 328xi Touring

The car came with the Mtech and Premium packages. So far Jap has added the following modifications Lux8 for Angeleyes, BMW P 6500 k headlights and foglights, Performance pedals, Euro foglight switch (allowing use of rear foglights), 19 inch BBS LM rims fro tires 235/35-19 front and 265/30-19 rear, K&N drop in filters and AC Schnitzer exhaust tip.

Future mods will include a 3D Design front lip, 3D Design spoiler, ECU flash by Mark D, led interior lights and bmw roof rack for mo Nice clean car Jap, we will look forward to seeing the updates.

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Performance black grills, KW V1 suspension, ont 8.5 and 9.5 rear wrapped with V12 Hankook Ventus

ountain bike.

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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.

COMING NEXT MONTH

Joy is Trillium BMW AutoX

Road Test - Can’t tell you what, but it is Dinan powered!

GRAND-AM - From the fun city of Montreal!

Canadian Eh! - A photo pictorial from ALMS at Mosport.

Bimmercruise ‘11 - Canada’s #1 BMW show BMW Show at The Pod - The UK’s premier BMW show And Much, Much, More!

www.trillium-bmwclub.ca

116 - MotorWerks Magazine - Online at www.motorwerksmag.com