august 2005 - Boston Chapter BMW CCA

Transcription

AUGUST 2005
BOSTON CHAPTER
BOARD MEMBERS
PRESIDENT
Steve Hazard
(978) 463-7980
[email protected]
VICE-PRESIDENT &
ACTIVITIES DIRECTOR
Derek DeSousa
(401) 265-4576
[email protected]
TREASURER
Bruce Augenstein
(978) 263-3568 eves
[email protected]
SECRETARY
Jessica Nocerino
(978) 691-0064
[email protected]
MEMBERSHIP CHAIR
Denis Friedman
[email protected]
DIRECTORS
Michael Gilbert
(617) 797-6222
[email protected]
Joe Marko
(978) 532-1170 days
[email protected]
John Sullivan
(617) 696-1477 eves
[email protected]
COMMUNICATIONS DIRECTOR
Roy Wicklund
(978) 456-3854
[email protected]
DRIVING EVENTS DIRECTOR
Luka Serdar Jr.
(781) 863-5859 eves
[email protected]
BIMMER STA F F
EDITOR, AD MANAGER,
& ART DIRECTOR
Suzin Koehler
[email protected]
CONTRIBUTING WRITERS
Kevin Cronan, Chuck Davis, Derek DeSousa,
Todd Merrill, Jeff Smethers, Mike Stukalin,
Peter Weber, Roy Wicklund
CONTRIBUTING PHOTOGRAPHERS
Peter Bergwall, Doug Mahar, Todd Merrill,
Dan Mull, Ron Sisco
WEBMASTER
Greg Scott
(508) 845-9245 eves
[email protected]
boston bimmer • august 2005
BMW Clean Up Day
s your car dirty and in need of a good
washing? W h e n ’s the last time you
waxed your car? Is your paint fading? Perhaps it’s time you gave your
car a thorough cleaning. Well, now’s
your chance. Owner Roberto Viana
and his gang at Express Car Detailing are opening their doors to the
Boston Chapter for a day of primping
and shining.
There will be complimentary
buckets of soap and hoses to wash
your car and lots of BMW comaraderie. Roberto will also arrange a
demo of a clear shield (bra) installation at 11:00 a.m. and there will be
ongoing engine cleaning and detailing seminars.
The folks at Express Detailing also
do window tinting and complete auto
interior and exterior detailing. There
I
August 20
10 a.m. - 3 p.m.
Express Car Detailing
200 West Central Street
Natick, MA
EVENT COORDINATOR
John Sullivan
[email protected]
RESERVATIONS
Roberto Viana
Express Car Detailing
(508) 652-9188
are six bays for cars to be detailed at
their shop. They also offer winter tire
packages. For more information about
Express Car Detailing go to their web
site at www.expresscardetailing.com.
There will be discounts for Chapter members off their regular prices
but you need to be there to receive the
discount. Lunch will be provided with
beverages.
Directions: Take the Mass Pike to
the Framingham/Natick Rte. 30 exit
(exit 13). Stay to the left after leaving
the toll booth (heading towards Rte.
27). Go right at the first traffic light
(Speen Street). Continue straight for
about two or three miles through three
sets of traffic lights. Take a right at the
third set of lights (West Central
Street). Express Car Detailing is 1.5
miles down on left. 
High-Performance Driving School
September 28-29
8 a.m. - 5 p.m.
Watkins Glen
International Raceway
Watkins Glen, NY
EVENT CHAIR
Joe Marko
(978) 532-1170 (d)
[email protected]
EVENT REGISTRAR
Jeffrey Smethers
(603) 867-2252
[email protected]
2
ome join the Boston Chapter for
another wonderful event at Watkins
Glen. Our annual two-day driving
school is one of the highlights in our
driving-school season, a reputation well
deserved considering the fantastic
venue. There will be a dinner on
Wednesday night at the Glen Club on
the track grounds, a great time to share
your experiences from the first day with
fellow track enthusiasts.
Watkins Glen International is one
of the finest tracks in the Northeast, and
one of only two road-courses used by
NASCAR. In addition, this track hosts
numerous other racing series. This year
they’ll have the inaugural Indy Grand
C
Prix earlier the same week, and we’ll
be the first group on-track after them.
Students will have several on-track
sessions per day along with classroom
instruction. We have one of the fin e s t
groups of instructors in the Northeast
to provide in-car feedback and expertise. Our driving events are very popular and do sell out quickly. So mark
you calendars now. More details are
available at www.boston-bmwcca.
org/events/2005/driving-school-wgi.
This is a two day event, you must
register for both days. The cost is $350
for BMW CCA members and $390
for non-members. Registration opens
for Chapter members on July 11th. 
www.boston-bmwcca.org
BOSTON CHAPTER STA F F
ADVANCED DRIVING SKILLS SCHOOL
Sean Silva, Chair
(978) 964-4286 eves
[email protected]
AUTOCROSS
Fred deNapoli, Co-Chair
[email protected]
boston bimmer
NEWSLETTER OF THE BOSTON CHAPTER
VOLUME 36 • NUMBER 7
Malcolm Lawson, Co-Chair
[email protected]
Jessica Nocerino, BMW Registrar
(978) 691-0064
[email protected]
Baer Connard, Registrar Assistant
[email protected]
CLUB RACING
Brittany Weber, Chair
[email protected]
CONCOURS
Derek DeSousa, Chair
(401) 265-4576
[email protected]
DRIVING SCHOOL
Luka Serdar, Co-Chair
(781) 863-5859 eves
[email protected]
Joe Marko, Co-Chair
(978) 532-1170 days
[email protected]
Jeff Smethers, Registrar
(603) 867-2252
[email protected]
Craig Olmsted, Chief Instructor
(781) 861-8151
[email protected]
ICE RACING
Stan Jackson, Sr., Chair
(603) 744-8559 days
Stan Jackson, Jr., Coordinator
(603) 744-5035
[email protected]
KARTING
Vassilis Kontoglis, Chair
[email protected]
RHODE ISLAND REPRESENTATION
Bruce Machon, RI Representative
(401) 941-5313
Bob Sweeney, Jr., RI Activities Director
(401) 788-9017
[email protected]
LEGAL ADVISOR
Trish Farnsworth
(781) 239-9688 eves
[email protected]
TECHNICAL ADVISOR
Jim Albright
(617) 623-5151 days
12
Taking Better Pictures of Cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
The Tire Guide, Part 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
C O L U M N S / D E PA R T M E N T S
U PC OMI NG E VEN TS
I’m Driving Now . . . . . . . . . . . . . . . . . . . . . 4
The Dry Line . . . . . . . . . . . . . . . . . . . . . . . . 6
Delivery Driven . . . . . . . . . . . . . . . . . . . . . . 8
Ramblings. . . . . . . . . . . . . . . . . . . . . . . . . . 10
Members Out & About . . . . . . . . . . . . . . . 22
National News . . . . . . . . . . . . . . . . . . . . . . 24
New Members . . . . . . . . . . . . . . . . . . . . . . 26
Classifieds . . . . . . . . . . . . . . . . . . . . . . . . . 27
Ultimate Calendar . . . . . . . . . . . . . . . . . . . 28
BMW Clean Up day. . . . . . . . . . . . . . . . . . . 2
High-Performance Driving School . . . . . . . 2
High-Performance Driving School. . . . . . 20
Komen Foundation Shuttle Drives . . . . . . 20
ADVERTISERS
3D Auto Works, Inc.. . . . . . . . . . . . . . . . . . . 6
Albright Mighty Motors . . . . . . . . . . . . . . 26
Alpha Cars . . . . . . . . . . . . . . . . . . . . . . . . . 25
Atlantic Coast Trailer Sales . . . . . . . . . . 7, 17
Autobahn Automotive . . . . . . . . . . . . . . . . 28
Bavarian Autosport . . . . . . . . . . . . . . . . . . . 6
Bavarian Performance Group . . . . . . . . . . . 9
Blue & White Motors Inc. . . . . . . . . . . . . 26
BMW Group . . . . . . . . . . . . . . . . . . . . . . IBC
BMW of Peabody . . . . . . . . . . . . . . . . . . . IFC
Car Art Unlimited. . . . . . . . . . . . . . . . . . . . 26
Century 21 . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Concord Motorsport. . . . . . . . . . . . . . . . . . 11
Dick’s Auto Body, Inc.. . . . . . . . . . . . . . . . . 9
Foreign Motors West . . . . . . . . . . . . . . . . . . 4
HMS Motorsport . . . . . . . . . . . . . . . . . . . . . 1
Landshark Automotive . . . . . . . . . . . . . . . . 5
Mike’s Autobody . . . . . . . . . . . . . . . . . . . . . 8
Rim & Wheel Works, Inc. . . . . . . . . . . . . . . 8
Rim Pro, Inc. . . . . . . . . . . . . . . . . . . . . . . . 18
Sansossio Auto Body, Inc. . . . . . . . . . . . . 26
Superior Detail Supplies . . . . . . . . . . . . . . 17
Turner Motorsport . . . . . . . . . . . . . . . . . . . BC
Vintage Sports & Racing . . . . . . . . . . . . . . 25
MAILING ISSUES/ADDRESS CHANGES
If you are experiencing mailing issues or need to change your mailing address please contact the National Office at
(864) 250-0022 or www.bmwcca.org. Please do NOT contact anyone on the staff about this issue, we unfortunately
have no control over the mailing list. Most of the time mailing issues relate to incorrect addresses.
The boston bimmer is the official publication of the Boston Chapter, BMW CCA, Inc., and its contents
remain the property of the Club. All information furnished herein is provided by the membership of the
Club, for members only. The Club assumes no liability for any of the information contained herein. The
ideas, opinions, and suggestions expressed in the newsletter are those of the authors and no authentication
is implied. Unless otherwise noted, none of the information in this newsletter is “factory approved.” Modifications within the warranty period of your BMW may void the warranty. Permission is hereby granted to
reproduce any material published herein provided full credit is given to the author and the Boston Chapter.
3
BY STEVE HAZARD
I ’ MD R I V I N GN O W
HE WENT ON TO STATE THAT WE ALL HAD LEARNED
TERRIFIC DRIVING SKILLS, AND EXPRESSED THE NEED FOR US
TO ACT THAT WAY AS EVERY DAY STREET DRIVERS AS WELL.
nother month passes and once again
I have the opportunity to write about
something that I think is really
important. It’s just after the July 4th weekend and we really lucked out on the weather. A wonderful weekend for all!
I constantly have to remind myself
that these articles are on a 45-50 day time
delay before everyone sees them.
My car is now ready for it’s last modification. The Active suspension gets
installed in the next 3-5 weeks. Some test
& tune work at Ft. Devens and hopefully a dialed-in car for me to take advantage
of. More on this in future issues.
A
4
Over this last weekend I saw some of
the worst driving ever in the state of
Massachusetts. It reminded me of one of
the most important driving school chalkboard sessions that I can remember.
About three to four years ago I was up
at NHIS at either a White Mountain or
Boston Chapter event. I was running in
Run Group 1 at the time and soloing. I went
to the mandatory classroom session and
was impressed at the sermon delivered.
I don’t remember the instructor’s
name, but his theme hit home. He said
that he could not really help us much
more in the classroom regarding going
faster, but he did feel we could be great
role models as everyday drivers. He went
on to state that we all had learned terrific driving skills, and expressed the need
for us to act that way as every day street
drivers as well. Perfectly stated! The
group nodded their heads and I’d like to
think it hit home with all.
For me, I leave much more room
between myself and the car in front of
me. I look much farther ahead than the
average driver. I scan my mirrors ever
5-8 seconds. I think about the driver in
the SUV behind me on a cell phone. I
drop a lane and let them go by. They
would never be able to stop in time
before crushing my little commuter car.
I use turn indicators when they should be
used. I yield to drivers trying to merge onto
the same road, or intersection. I thank people when they do the same for me. I do not
speed anymore. Seven mph over the limit
is about my maximum. Why bother? I do
not do double, or triple lane changes. I don’t
run yellow lights unless I can’t brake the
car in a timely fashion. I don’t pass people
in the brake down lane, I don’t drive faster
than the visibility offered.
I don’t ever race on the street. I can
do that at an autocross or several other
venues. I don’t time myself at our track
schools. Neither should any of you.
I never answer my cell on the highway for more than a few seconds. If I
need to respond to a call and it is going
to take some time I get off at the next
exit. I never call anyone from my cell
while driving. I turn my high-beams
down before they can bother the car
approaching. I could go on forever, but
I hope I make my point. Please be proud
to drive your BMW. Set an example,
don’t create a negative stereotype.
I’d like to think that I represent a true
enthusiast. Are you? 
5
BY JEFF SMETHERS
T H ED RYL I N E
NO ONE IS ON A CHAPTER PAYROLL. NO ONE IS DIRECTLY PROFITING FROM CHAPTER
ACTIVITIES. AND DESPITE THIS, THERE ARE DOZENS OF FOLKS WITHIN THE
CHAPTER GIVING OF THEIR TIME AND ENERGY TO MAKE EVERYTHING SUCCESSFUL.
’ve been reading a lot of Theroux lately—his travel books so far and then I’ll
move onto his fiction. Each book takes
me on an inexpensive vacation to exciting
locations around the globe. And his knack
for putting you right there with him provides me some exposure to places I may
never get to see in my lifetime, most certainly not through some of the unconventional methods he uses while traveling.
The current Theroux I’m reading is a
collection of travel excerpts and critiques
of travel books and authors. In parallel with
this book I’m also reading a general travel book called the Kindness of Strangers
published by LonelyPlanet Guides. The
I
6
premise of Kindness is simple: It’s a compilation of stories written about acts of kindness to strangers during travel. While at
times these acts are of a life-saving nature,
all of them are completely selfless with no
potential gain to the provider. It’s compelling stuff, and makes me think about
similar acts that I’ve witnessed over the
years in the Car Club. Admittedly none
were life-saving per se, but many were
most certainly “day-saving.”
I’ve seen it a dozen times at driving
events. Someone doesn’t have a tool or part
available to make their car work and someone else, often a complete stranger, pitches in to help. There’s this unspoken man-
date at events that you help people in need
whenever possible. I’m not saying you
scrap your whole day to help someone,
though I’ve seen acts of this nature too.
Instead one makes oneself available to
the possibility of helping others. Fill up a
paddock with 100+ helpful people and you
find this wonderful atmosphere of kindness and sharing that’s so hard to replicate
in our mainstream lifestyles. This is one
of the reasons I motivate myself to volunteer for our Chapter, the buzz you get
from helping others—it’s admittedly as
addictive as the driving experience itself.
At a recent driving school for example, someone had used-up all of his brake
pads. While this person had replacement
pads he didn’t have the tools or equipment
necessary to change them. His day was at
a standstill. I was approached and introduced to this person with a request to see
if I knew of anyone who could help. My
reply was automatic, “sure I can help.”
He pulled the car up closer to my garage
and we got out all the necessary tools. But
before I could begin I had to teach my student in the upcoming session, so as I was
running off I gave him a couple of steps to
complete while I was gone.
Tw e n t y - fiveminutes later I’m walking back to his car and see that one side
is jacked up and the wheel is off—great
progress, the replacement should go
quickly. It wasn’t until I got closer that I
saw one of the other track regulars with
his head in this guy’s wheel well performing the pad change. An unsolicited
request no doubt, he volunteered to pitch
in when he saw someone in need. It was
gratifying to know that with the combination of my tools and someone else’s
wrenching we had this driver back on
track without missing a session.
I myself have been touched numerous
times by individuals taking time from their
busy day to help me. I’ve written about
some of these experiences in previous articles. Most recently the help I received at
an event in Tremblant when I was clearly over my head in terms of engine knowhow—the infamous broken spark plug.
What’s most remarkable is that the assistance came from an event organizer, a person running over to his car to get his own
tools while busily conversing with track
officials on the radio. He stayed with our
car until we had a recovery plan in place
with the auto club, and made himself
available later that evening if necessary.
There’s a common interest among
enthusiasts at driving schools or any Club
event for that matter—our cars. Clearly
this camaraderie helps to promote the
environment of kindness we experience.
Furthermore, the thrill of getting new participants excited about being involved in
Club activities. You can’t punish a novice
student for not having a torque wrench;
you have to share your knowledge and
equipment so they can return the favor
later in their own development. And so
this circle of kindness feeds itself. That
too is exciting to witness, the transition
from mentee to mentor.
These notions have me thinking about
how the Chapter itself is comprised of
members and volunteers performing
repeated acts of kindness. Consider a
driving event: dozens of students converging on a track; a lesser number of
instructors providing their time and experience to teach; corner workers standing
for hours in what is often not the best of
weather conditions; and event organizers
providing the orchestration to make each
event run perfectly. No one is on a Chapter payroll. No one is directly profiting
from Chapter activities. And despite this,
there are dozens of folks within the Chapter giving of their time and energy to make
everything successful.
Taken a step further, the Car Club is a
collection of chapters full of volunteers.
Now one can consider kindness on a national level! Same with our local Chapters: No
payment other than the gratification of doing
good things for the Car Club as a whole.
There’s no other time of the year when this
is most evident than O’Fest. I do plan on
being there myself this year and I’m sure
the Tarheel gang will impress and delight
us all. I hope you’re planning a similar vacation with our bimmer friends.
I suppose it’s the lack of track time lately—while I wait for my motor to be
rebuilt—that has me in such a reflective
state. Even so I continue to marvel at the
kindnesses I’ve been able to witness and
receive from strangers and Club friends
alike. With this in mind, the readership
should make a point of attending a Boston
Chapter board meeting. First hand you’ll
see a group of individuals taking time from
their lives to make your Chapter experience excellent. And who knows, you just
might be inspired to volunteer yourself. 
7
BY JUSTIN HUGHES
D E L I V E RYD R I V E N
BUT BEING AN AUTOMOTIVE ENTHUSIAST, I CAN’T LEAVE
ANY VEHICLE ALONE, EVEN A MINIVAN. I ALWAYS HAVE TO TWEAK IT,
CUSTOMIZE IT, MAKING IT MY OWN.
bviously, the Ultimate Courier
Machine would be an M5 Touring:
Speed, stealth, cargo capacity…
it’s got it all. But since it’s not available
in the U.S., I have to improvise.
For the first several months, I used a
company vehicle—a beat-up old Mazda
pickup. Cap on the back. Five-speed. No
accessories. No air conditioning—and
contrary to popular belief, it DOES get
hot in Maine during the summer (I’m
writing this on a 95 degree day). Standard cab—which my six-foot-tall frame
did not fit well considering the cab was
designed for a Japanese man. Four-cylinder engine—which made merging onto
295, through downtown Portland, nearly impossible. Two-wheel-drive and studded snow tires on the rear only made it a
real handful in the snow.
I thank my ice racing experience for
keeping me from getting stuck, at least
most of the time…. And all the trucks I
used were beat to heck. Most had enough
miles on them to have gotten to the moon
and partway back. Trying to get them to
replace dead shocks, or a busted motor
mount, or even a cracked windshield was
nearly impossible.
The veteran courier drivers who
trained me were among the few who did
not use company pickups, but their own
vehicles. Dodge Caravans are their
weapon of choice. Front wheel drive,
O
easier to handle in the snow. V6 power,
so they’ll get out of their own way. Automatic transmissions—I normally prefer
a standard, but when you’re on the road
all day and not racing, an automatic has
its advantages, especially in city traffic.
And the minivans are a lot more comfortable to drive all day than a tiny,
cramped pickup truck.
One day last February, days after sliding all over the place in a snowstorm in my
work truck, I noticed a Grand Caravan for
sale at a local used car lot. This is nothing
unusual. What caught my eye was the
“4X4” sticker on the windshield. I stopped
to take a look. Sure enough, this particular van had all-wheel-drive, and a 3.8-liter
V6 to move it along. It had everything I
needed, and was cheap because it was missing one of the middle row bucket seats. No
problem for me—I planned to remove all
the seats anyway. I got work’s permission
to use my own vehicle plus reimbursed
mileage, so I snagged the van. As much of
an automotive enthusiast as I am, I am now
a minivan owner. Yikes…
But being an automotive enthusiast, I
can’t leave any vehicle alone, even a minivan. I always have to tweak it, customize
it, making it my own. Except this time, I’d
be doing so very differently. In the past,
my intention had been to improve the performance, sometimes at the expense of
comfort. This time, comfort during those
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8
12-hour days was the most important thing,
as well as practicality for my courier work.
The van is a top of the line ES model,
which means it has all the bells and whistles. One of them was a factory Infinity
sound system. Unfortunately, all but the
dashboard speakers were dead. So I
replaced the door speakers, and ignored
the speakers in the rear hatch. Nobody
rides back there anyway.
I transplanted my CD/MP3 player into
the van. It had a perfectly good Pioneer
CD player, but an MP3 data CD lets you
fit about ten CDs onto a single disc. I can
drive all day and never change CDs. I also
added an XM satellite radio to the sound
system. The music selection is great, and
I can drive all day and never lose the signal—well worth the monthly subscription fee. Sirius is pretty much the same
thing, only different. I chose XM mainly
because they have more channels that I,
personally, would listen to.
As an amateur radio enthusiast, a CB
radio was the next item I installed. It fits
perfectly into one of the storage bins, and
I drilled a hole in the roof for the antenna.
Maine has an excellent linked repeater system, which, in plain English, allows me to
be in the Portland area and talk to people in
Calais, five hours away, and most populated areas in between. Outside the cities,
cell phone coverage is spotty, but I can
always get in touch with someone on the
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radio. It could be handy someday if I break
down in the middle of nowhere.
It’s very easy to get dehydrated when
you’re on the road all day, even when it
isn’t hot outside. To help prevent that, a
small powered cooler sits between the
seats. It plugs into the lighter and cools
my drinks for me while I drive. And, of
course, I recharged the air conditioning
system, using a DIY kit commonly available at most auto parts stores. After working up a sweat loading or unloading a
bunch of heavy boxes, it feels great to
crank the a/c and cool off afterward.
Although performance isn’t my primary
goal, that isn’t to say I’ve completely
ignored it. Because hey, I’m a gearhead! I
found a K&N cone air filter I’d saved off
my Civic—or was it my Saturn—and, with
a little finagling, I got it to fit on the van’s
intake tube. Now the 3.8-liter V6 provides
a nasty growl under heavy throttle. Combined with a cheap universal high-flo w
muffler to replace the one that rusted out,
it sounds more like a muscle car than any
minivan has a right to sound.
Sometimes I transport boxes of old files.
Paper, in large quantities, is surprisingly
heavy. Recently the back of my van rode
about five inches lower than normal with
a full load, so I bought and installed a set of
helper leaf springs for the rear suspension
to help it carry loads a bit easier. I also
added rubber coil spacers to the front suspension, a trick borrowed from the Grassroots Motorsports $2004 Challenge car I
worked on. As a nice side effect of the stiffening, the van actually handles significantly
better now. It’ll never be a BMW, of course,
but it doesn’t wallow in the turns nearly as
much, and can handle those occasional
heavy loads without straining as much.
It’ll never be an M5 Touring, but after
my modifications, my Ultimate Courier
Machine is the most practical, affordable
alternative I can get. 
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9
BY MIKE STUKALIN
R A MB L I N G S
THE KID HIGH-FIVES DAD AS DAD’S DRIVING TO THE PADDOCK.
AS DAD TAKES HIS HELMET AND GLOVES OFF AND JUMPS
OUT OF THE CAR, THEY HUG. HAPPY FATHER’S DAY.
o, I was instructing at a local
autocross last weekend. T h a t ’s a
good occasion to help the fellow
men and women with their driving. It is
also a good chance to observe people
outside of their natural habitat.
Consider this. A self-confident person who’s been driving for the past 20
years and knows everything there is to
know about driving is suddenly placed
in the middle of the sea of orange cones.
The starter says “Go!” and you go.
Where you go is not so clear. There are
walls and there are crossovers. There are
clamshells and Chicago boxes. There are
hairpins and sweepers. There was a
novice walk two hours ago, but you had
no idea that the course would look so different from the suddenly uncomfortable
and unfamiliar driver’s seat.
The novices roughly divide into two
categories. One is apprehensive and slow.
They listen to the instructions, try to find
their way through, and first and foremost,
do not do anything out of hand stupid
and are generally easy to deal with. The
other category tends to be, shall we say,
more aggressive, more self-assured and
generally slower. Autocross doesn’t
encourage aggression. It often requires
skills that are directly opposite to what
we’re used to in a street car. You brake
before you turn. Your pedals are not
on/off switches, they need to be modulated. You don’t yank the steering wheel.
Well, you could, but then you’re quickly looking at where you just came from.
That is if the car stops spinning after 180
degrees, sometimes it does a full 360 and
you just keep going.
There is another small subclass of
novices that I absolutely love. They are
young kids who just got their licenses.
There’s no fear in their minds and not
many bad habits to break. They trust you.
My favorite student by far is an 18-year-
S
10
old ski racer. Boy, does he pick things
up fast. When I tell him to turn early, he
intuitively understands this from his
slalom experience. When I tell him to
rotate the car slightly, he does. Looking
ahead is second nature—he certainly
looks ahead much better than I do.
So, it’s a Sunday in June and it’s
Father’s Day. I’ve instructed the the 18year-old and now its time to go out with
his dad, who has been autocrossing for
a while, even though this is only the boys
5th or 6th event. They are co-driving an
and talk. He’s being too aggressive,
blowing by a hairpin turn and having to
sit there and wait for the car to get back
onto the proper racing line. That is two or
three seconds right there, I can just sit
and count 1001, 1002, 1003 before he
can get back on the gas. We discuss it, I
give the last pointers and get the hell out.
We sit at the finish line with the sun
in our eyes, squinting to see the distant
corner where the old Porsche is fig h t i n g
the melting asphalt among the sea of
orange cones. It’s hard to tell, but the run
older Porsche, notoriously not the easiest car to throw around the curves.
After the morning runs the kid is beating dad by two seconds. For those of you
not familiar with our weekly pursuits, two
seconds is an eternity. You see that hill
behind your house? You’ve seen pictures
of Mount Everest? Well, that’s your two
seconds right there! OK, OK, we have a
tendency to exaggerate a little, but I lost
first place by one-hundredth-of-a-second
last Sunday. That’s about 3.5" at autocross
speeds. No, I’m not bitter, I’m just saying that two seconds… ah, never mind.
So, back to father and son and
instructing in 95 degree heat. I’m very
happy with the progress the kid is making in that car. However, it dawns on me
that it is Father’s Day and it would be
patently unfair to have the youth and exuberance beat old age and treachery on
this day. So we take a couple of rides with
dad in the afternoon, leaving the kid to
his own devices. We’re still two seconds
behind with one run left. We sit in the car
looks good from a distance. There are no
screeching tires, the car doesn’t overshoot the turns, he’s braking at the right
times, just as we talked about. I turn to
the kid and blurt out “that’s a clean 1:31
run.” I know the kid is at 1:33 and his
runs are finished. The car comes to a stop
box and the display magically lights up.
Yes, it is, indeed, a 1:31. Clean, no cones.
The kid high-fives dad as he drives by to
the paddock, and as he takes his helmet
and gloves off and jumps out of the car,
they hug. Happy Father’s Day.
Yeah, yeah, I know it’s corny. But I’m
a dad myself, and I hope that some day
my son will autocross with me and will
hug me like that. This is, after all, great
family fun. With a bit of competition
thrown in just to keep it interesting.
So, after all this, I’m sitting in yet
another car after we finish. I take my
sweaty helmet off and turn to the new
guy, driving his first autocross ever at the
age of 46. We did six runs together. His
times have steadily improved. He can
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now see the course and drive the car
through it confidently, if not particularly fast. I look at him and wait for questions. The only question he asks, surpassing a wide grin: “so, is there an event
next weekend?” As I spit out the schedule that I seem to have memorized by
now, I realize something. There is a reason for that sticker on the side of my car:
“Autocrossing—as addictive as drugs,
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11
Story and photographs by Todd Merrill
TAKING BETTER
PICTURES OF CARS
Note: To really appreciate the effect of the color in these images please go to www.boston-bmwcca.org to view article.
ext to our families and friends, we
car enthusiasts probably like to take
lots of pictures of our cars. As an
amateur photographer, I’ll share in this
article some of the tips and tricks and
things I think about when photographing
cars. Don’t worry… you won’t need highend equipment or an assistant or even a
studio to take advantage of the ideas here.
I won’t even get into f-stops or shutter
speeds and other things that make most
people’s eyes glaze over. All you need is
a camera and these few things to think
about. You will be surprised at what you
can do with a basic digital point-andshoot camera!
N
SETTING
When possible, pick a good location
to take a picture of a car. Taking a shot in
your driveway or in a parking lot is common, but nothing special. Go out for a drive
and pull over to the side of the road and
take a shot against a field with some cows
in the distance, or near a dilapidated barn,
or in front of a quaint store, or with industrial inventory in the background (spools
12
of cable, piles of bricks, mountains of
crushed stone, etc.). Sometimes a shot is
simple and right there in front of you, like
the 7 Series parked outside a Harvard University dorm room in Image 1: a stately
car in front of a stately building.
REDUCE CLUTTER AND SIMPLIFY
Like Homer Simpson, your worst
enemy is your own brain. It’s too good at
filtering out things you don’t want to see—
things that will show up with brutal
honesty in the photo: Telephone poles
Image 1: The setting for the shot is important. This 7 Series was appropriately parked outside a Harvard dorm.
growing out of the top of a car, mottled
reflections off the hood or windshield,
ugly front license plates or transponder
devices, or… other people’s cars. Image 2
shows a truly awful picture of a Mustang.
The car itself is nice and in good condition but look at the rest of the photo: Windshield wiper up, other cars and buildings
in the background, pools of water with
unwanted reflections. When looking
through the viewfinder of your camera or
at the LCD screen, look at the car but also
look at e v e rything else. Do you want that
in your photo? (The only thing, you might
argue, worth adding to a photo of a car to
improve it would be a model. Then you
really have to question if it still is a picture of a c a r if there is a scantily-clad,
smokin’ hottie in the same photo….)
zontally, breaking up what you see in the
v i e w finder into thirds in both directions.
Place something “interesting” at the intersection of this tic-tac-toe board or on the
lines themselves. For instance, in taking
a picture of a landscape, don’t center the
horizon. Place the horizon at the top imaginary horizontal line to emphasize whatever is in front, or place the horizon at the
bottom imaginary horizontal line to
emphasize the sky. The shot in Image 4 is
broken up roughly into three sections: the
cars and pavement at the bottom, the trees
in the middle, and the sky with a bit of
tree at the top.
Try to look for contrast, not just in the
typical sense of dark and light, but also
in extremes of just about anything else:
a bright colored car against a dark backImage 4: The “rule of thirds” can help to position the
subject matter into three parts: Cars, autumn leaves,
and sky.
ground, a high-tech car in front of a
bunch of rocks, a car with sumptuous
bodywork in front of something angular. Notice how the torch red Corvette
with its flowing body lines is contrasted
in texture against the sharp, hard lines of
the building in Image 5 . The perspective of the building also exaggerates the
length of the car, giving it the illusion of
looking like the rocket sled it is.
LIGHT
Light is everything in photography, really. However, most often when you want to
take a picture, it is on a “nice day” with
bright sun and nary a cloud in the sky.
Under these conditions it is very difficult to
take a good picture because of the excessive
Image 2: Clutter detracts from the car: buildings, other
cars, unwanted reflections, raised wiper arm.
COMPOSITION
Most pictures of cars are shot from a
perspective about 5-6 feet from the ground.
Try crouching down and taking a low shot,
or try elevating yourself on a retaining wall
or stairs for a higher shot. Take a different
angle than the standard three-quarters front
or rear shot. Image 3 was taken sitting on
the ground, close to the front grille, and
from dead center. This low perspective is
a little different since it exaggerates the
front grille and bumper instead of the hood.
A common rule of thumb in photography is the “rule of thirds.” Draw two
imaginary lines vertically and two horiboston bimmer • august 2005
Image 3: A different composition than the standard three-quarter shot can emphasize different parts of the car.
13
Image 5: Contrasting the car with the background can add emphasis. The sumptuous, flowing body lines contrast
with the sharp, angular brick wall of the parking garage.
contrast of the bright sun and dark shadows. Try taking some photos on overcast
days, like in Image 3. Notice how even the
light is, how even and smooth the reflection is off the hood. Compare that to the
picture of the same Corvette on a bright
day in the shade of some trees in Image 6.
Notice the uneven reflections due to the
sun and shade of the trees on the hood.
Remember the effect of clutter? Notice also
how the guardrail tends to visually slice
the car through the windows. Great car…
not so great picture.
Two of the best times to photograph,
when the light is even and soft and colorful, are at sunrise and sunset. The early
morning light really brings out the color
of the leaves in Image 4. The late afternoon sun casts an orange glow onto the
trees and livens up the color in Image 7.
Notice also how the race cars are roughly
at the bottom third of the picture, and they
are almost spaced in thirds horizontally.
SPEED
Ah, yes, speed. Cars would not be nearly as much fun or interesting if they weren’t
capable of it. How do you capture “speed”
in a photograph, which—ironically—captures a very short slice of life? You can
purposely blur the photograph. It is unfortunate that a lot of people use the “sports”
setting on their cameras, a setting that
freezes motion. Freezing the action loos-
Image 6: Shooting on a bright,
sunny day can be detrimental to a
good photo. The reflections of the
bright sky and dark trees really
lessen the visual impact of the
bodywork on this Corvette.
14
es that sense of speed. The car in Image 8
is traveling at a good clip on the racetrack,
but because the motion is frozen, this could
have been a picture of a car on a ten mph
parade lap, or even parked on the track (for
a special photo shoot). Look what happens in Image 9 if you use something other
than the “sports” mode. Blurry photographs are generally bad, but it’s the blur
that adds the spice here. The blurred fencing, the blurred wheels, the blurred line
on the pavement all better convey the
speed of the race car.
One trick in accomplishing this is
called “panning,” in which you move the
camera with the car, instead of keeping
the camera still and pushing the shutter
button when the car comes into view. Follow the car and push the shutter while the
car a n d the camera are moving. Follow
through, as in baseball or golf or tennis:
keep the camera moving and following
the car even after you have pushed the
shutter. Make it one, long, smooth
motion. The car will mostly be in the center of the viewfinder as the rest of the
world goes zooming by. This can be
accomplished with an ordinary camera.
(Disclaimer: no SLR cameras were used
in the taking of Image 9!)
Another trick is defeating the annoying delay of point-and-shoot cameras.
This is the delay between when you push
the shutter button and when the picture
is actually taken, the time that the camera needs to auto-focus. Point the camera at a place you want to capture the
motion of the car, and press the shutter
button halfway down, thus forcing the
camera to auto-focus. Then, with the shutter still halfway down, pan it back to the
approaching car, follow it to the predetermined location, then press the shutter
button down all the way when the car
reaches that point. (Remember to follow
through.) Since the camera is pre-focused,
the car will be in focus when you, not the
camera, are ready for it.
THE DIGITAL REALM
For better or for worse, digital photography is the future. It does take away
some of the art of taking photographs,
but for most people it affords many more
conveniences. You’d be hard pressed to
find a better example of the phrase
“instant gratification” than looking at the
LCD display to see what you just shot.
Image 7: The low, soft
light near sunset can
really bring alive the
colors in a photograph.
Look for a good place to shoot, look at
other things in the shot besides the car,
look for interesting perspectives or interesting contrasts, shoot when the light is
favorable, and try some techniques to
capture motion and speed. As with most
things in life… practice, practice, practice! With reusable media and instant gratification, digital photography makes practice really easy. 
Todd Merrill has been taking photographs and
ogling cars well before he could legally drive. He
can be reached at [email protected].
Image 8: The sense of speed is lost with the “sports”
mode on many cameras. Is this car moving at 100
mph, 20 mph, or is it parked?
Image 9: The techniques of panning
and pre-focusing can convey speed
by purposely blurring the photo.
“Film” is free and reusable: download
the pictures and erase the memory card,
or delete that bad picture right then and
there. (Some are worth keeping to critique though!) And, there is always image
manipulation software to adjust, crop,
enhance, or otherwise fix mistakes.
RECAP
When photographing cars you can
improve your pictures by thinking of a
few things before you snap that shot you
want to show off on your desk at work.
15
By Phil Abrami
TIRE GUIDE
Part I
remember when the talk at driving
schools was about the hot, new “plus
one” tire concept from Pirelli and the
oohs and aahs that the P6 and P7 generated. Just about the same time, a small Japanese company called “Yokohama” came
along with a nifty tire called the A-001R
that was unbelievably quick. And somewhere along the way, Yokohama offered
tires marked left and right and A and B
with directional arrows which needed to
be mounted differently if you were using
them on a front drive or rear drive car.
BF Goodrich joined the scene early
too. But the original Composition Tr a ction/Advantage was famous for chunking, especially on heavier, high-horsepower cars like Camaros and Mustangs.
You see, in those days, we didn’t know
much about shaving tires and heat-cycling
was a term you used only at the laundromat. But times and technology changed.
Right through the middle ’90s, the
king of the road was the BF Goodrich
Comp T/A R1. It was a fine performing
DOT-R tire in the dry, especially when
properly heat-cycled and shaved, and an
excellent wet tire at or near full-tread
depth. It was also a tire that folks liked
to run at very low tire pressures. But the
I
16
R1 was famous for one quality and infamous for a second. The R1 gained notoriety because of it’s unusual construction (i.e., differential sidewall spring
rates) causing the tire to flex under cornering forces in a way that had the effect
of dynamically increasing a car’s negative camber. This was an extraordinary
bonus for cars not purpose-built for the
track. It meant that the tire was more likely to run across its full width when cornering rather than the contact patch being
moved to the outer edge of the tire. It
became the tire of choice among drivingschool participants and enjoyed popularity among Club racers, especially
those competing in stock classes.
The effect of the asymmetrical sidewall
construction on the R1 coupled with the
tendency to run the tires at low pressures
resulted in a wear problem, which was lovingly referred to as the “groove of doom.”
Sometimes a ring would start forming
around the tire, just about in the center of
the tread. You could watch it grow as you
continued to use the tire; that was where
the tire cord would start to show, well
before the outside edge was worn through.
In a move that stunned many “TEAM
T/A” members, BFG announced many
years ago that they would stop production of the R1. It was replaced by the gForce T/A R1—which did not have the
asymmetrical sidewall construction of
its predecessor and therefore offered no
special camber correction.
Production problems attributed to the
building of a new plant by BFG meant
that all DOT-R tires in some sizes were
in short supply by the end of the 1998
season. But according to my suppliers
and distributors, this was not expected
to be a problem in 1999.
This article is a brief review of the
DOT-R competition tires which will be
used by experienced driving-school
enthusiasts and CCA Club Racing competitors. Novice and intermediate driving-school students should avoid using
these tires until they have refined their
skills. I focus on radial tires but it is worth
mentioning that some folks have success
with bias ply tires from Goodyear and
especially the Hoosier Street TD. Furthermore, I do not get into the hardcore
world of racing slicks.
This is a selective and subjective
review. I was unable to locate a comprehensive and objective test of the available tires. I relied instead on my own
observations, the opinions offered to me
by Club racers, and the judgments of tire
experts. At the same time as I was preparing this article I ran across an e-mail message from James Pettinato posted to the
E30 M3 listserv which I also drew on
especially as confirmation of a few of
the facts and opinions expressed herein.
I begin by covering a few of the basics
about the care and feeding of competition tires. This should be of assistance to
driving-school enthusiasts as well as
those who are just taking the plunge into
the world of competition. At the same
time, I think I’ve found a few tidbits that
even the veteran racers will find useful.
Next is a comparison of the tires followed
by comments from CCA Club racers. I
hope you learn and enjoy.
THE BASICS
All the tires described in this review
are radials which meet or exceed the minimum standards for a passenger tire as
set by the United States Department of
Transport (DOT). DOT standards provide a speed rating, wear rating, traction
rating, and temperature rating. A DOT
rating means the new tire is certified legal
for street use. But a DOT rating is not a
recommendation that a competition tire
should be used regularly on the street.
Most, if not all of them, should not be
used on the street since they wear quickly, the tread is soft and easy to cut or
puncture, and the tire may not be particularly good in the wet, especially at shallow tread depths. The tread depths on the
competition tires range from 3/32" to
8/32" when new; the tread-wear ratings
range from 00 to 60. In comparison, a
performance street-radial might have a
tread depth of 10/32" and a tread-wear
rating over 180. Note too, that these ratings are set by each manufacturer and
are not established by the DOT.
Finding the right size: Club racing
rules regulate tire and wheel sizes somewhat, especially in the stock classes. But
even when tire and wheel sizes are unregulated, it is possible to “over tire” your car
and make it slower around the track, not
faster. Many enthusiasts are of the mistaken impression that the taller the wheel
and the lower the tire profile, the better.
They also believe a wider tire is better too
since it increases cornering forces by elongating the contact patch. (The contact patch
is that area of the tread which comes in
contact with the pavement. It is about the
size of a 3"x5" index card.)
Unfortunately, things are not that simple. Bigger wheels and wider tires can
add unsprung weight to the axles, otherwise making your car slower and less
responsive. And while a wider tire can
be better for cornering (assuming the
additional width does not adversely affect
understeer/oversteer), it will probably
reduce your car’s speed in a straight line.
On power-limited cars and tracks with
long straightaways, your overall lap
times can be reduced if you go overboard
with wheel and tire fitments. Do not
assume that bigger is better. Consult an
expert like one of our Club sponsors.
Installation: What? I have to be careful about this too? You betcha! The first
thing you want to check before mounting
your tires is that the wheels are neither
damaged beyond cosmetic blemishes nor
out of round. The practice of keeping
your best wheels for the street and your
second best wheels for the track is backwards. Mount your competition tires on
the best wheels you’ve got. Make sure
the wheels are true by having them spun
on a balancing machine with the tires
unmounted. Don’t use wheels which are
out of round; you’ll probably never get
them balanced well enough and the
vibration will drive you crazy.
A good technician who takes his time
can balance a mounted tire using the
lightest tire weights. The colored dot on
a tire sometimes indicates the tire’s heavy
side, which is meant to be placed adjacent to the valve stem. Make sure the
weights are securely installed; consider
covering them with duct tape to hold
them in place. Metal valve stems are no
longer considered as safe as rubber
stems; the metal can shear if contact is
made with a curb or another car, with
dramatic consequences due to loss of air
pressure. By the way, did you know that
filling tires with nitrogen, rather than
compressed air, can limit the extent to
which a tire’s pressure increases due to
heat buildup?
Finally, not all wheels are created equal.
Be careful that you buy aftermarket wheels
up to the challenges of track use such as
those bearing the German TUV markings.
Wheel fitment is critical too. Proper offset is important and the use of a hub-cen-
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tric wheel helps reduce suspension shake
and shimmy. Finally, use wheel spacers
with caution even when it is legal to do so.
While they can help increase the track of
a car, they do put an extra strain on lug
bolts, wheel bearings, etc.
Shaving: For cost-no-object racing,
shaving is usually the way to go. It gets a
tire down to race-ready tread depths in the
neighborhood of 3/32" - 4/32". The cost of
shaving the rubber off a tire is about $15
U.S. per tire (this figure will vary) and must
be done before a tire is driven on. However, several DOT-R tires come from the manufacturer molded to this depth so that shaving is not necessary. If shaving is done
properly (a big i f I’m told) and the shape
and balance of the tire is not affected there
are at least two advantages. First, the reduction in tread reduces the build up of heat.
Second, the reduction in tread means the
tread-block squirms and flexes less and has
slightly reduced mass. The combination
of these factors means that a shaved tire
will, as a general rule, outperform an
unshaved tire, all other things equal.
Racers on a budget try to get their tires
18
ready to race by using them at events
prior to a race. In general, this can be
almost as good as shaving as long as the
car is properly set up and tire wear is even
across the tread. If tread-wear is not even,
a worn tire will not be as quick as a
shaved tire. I was also told that shaving
does a better job of removing mold
release compounds than pre-conditioning a tire by wearing it in.
For driving school purposes, shaving
is less of a necessity since timed laps are
prohibited. Here the major consideration
is usually longevity or laps-per- d o l l a r
spent. Proponents of shaving for drivingschool purposes argue that shaving a
competition tire just a bit (e.g., tread
depths of 5/32") will result in the longest
wearing tire. But remember that you’ll
also have the added expense and hassle
of shaving the tires to consider.
Heat cycling: Each of the competition tires in our review likes heat-cycling
but not to the same extent. To heat cycle
a new set of tires means to GRADUALLY bring the tires up to their recommended tread surface operating temper-
ature (somewhere in the range of 160230 degrees Fahrenheit with 180-200 the
ideal) and to hold it there for, say, five to
ten minutes (i.e., overall, the heat part of
a heat-cycle is about the length of time
of a single driving-school session) after
which the wheels and tires are removed
and stored for at least 24 hours. Heat
cycling increases the life of a tire because
it allows the chemical bonds within the
compound to break-down when first
heated and then to reform and align when
subsequently cooled in such a way as to
provide a consistency and strength that
was not there before.
Common methods of heat-cycling
include use during a single session of a
driving school, repeated parking lot figure eights in both directions (make sure
you get approval; ask me how I know!),
or 100 miles of highway driving. The
advantage of these methods is their cost.
The disadvantage of the driving-school
method is that you must have another set
of wheels and tires for the remainder of
the day. Both the driving school and parking lot methods may not heat cycle the
tread surface equally. The highway driving method will probably provide sufficient flex for a decent, evenly distributed heat cycle but at the risk of cutting
the soft tire surface.
Commercial methods of heat cycling
are available for about $10 U.S. (this figure may vary) a tire. Proper heat cycling
is done by spinning the tire at speed,
under pressure from a large roller, which
acts to flex and heat the tire. Other commercial methods, which are available but
NOT recommended, include immersion
in boiling water and heating in a pizza
oven. Shades of baking your brake pads
in a toaster oven!
Tire pre s s u res and suspension tuning: Cold tire pressures for DOT-R tires
are generally in the range of 32-42 psi;
a few pounds higher than your owner’s
manual recommends for regular street
and highway use. To check cold pressures, you might want to try doing so first
thing in the morning before the car is driven. However, keep in mind that tire
pressure increases 1 psi for every 10
degrees change in ambient temperature.
This can result in what appears to be a
big change when overnight temperatures
plummet and should be compensated for.
Remember that direct sunlight also causes tire pressures to rise.
An old driving school trick for roughly estimating your tire’s proper infla t i o n
is to use tire chalk or white shoe polish to
mark the outside edge of the tread and
sidewall of each tire before a track session. After the session examine each tire’s
markings. Good pressure means all of
the markings on the tread are gone but
the sidewall markings are untouched. If
the pressure is too high, marks will be
visible on the outside edge of tread. If
the pressure is too low, all the tread and
some of the sidewall markings will be
worn away. Make adjustments to the
pressures in increments of no more than
3 psi per tire between track sessions and
re-test. Typically, a change of 3 psi will
mean a quarter inch change in the sidewall markings you’ve made.
Keep in mind that adjusting tire pressures is a small thing you might be tempted to take too far. On stock suspensions,
there is not going to be sufficient negative
camber to prevent a tire from rolling onto
its sidewall under cornering. For example, on a track with primarily right-hand
turns, the left front tire will tend to roll
onto its sidewall no matter how high tire
pressure is raised. So don’t over inflate.
This is where common sense and seat of
the pants tuning become important too.
In the final analysis, you’ll want tire
pressures that will give your car a neutral feeling when cornering. Non-neutral steering means either understeer or
oversteer. Understeer is the tendency of
the car to continue in a straight line when
you turn the steering wheel to corner.
Oversteer is the tendency for the backend of the car to want to break free when
cornering. An experienced driver can
detect understeer and oversteer by how
light or greasy the front or rear of a car
feels in a corner. The tendency to turn in
early can be another sign of an understeering car while the tendency to turn
in late can indicate an oversteering car.
Fine tuning your tire’s pressures are
usually the last step in adjusting your
car’s suspension. Tire pressures can only
do so much in compensating for a car’s
handling quirks. So before we take a look
at the fine points of tire pressure adjustment and the use of a tire pyrometer, let’s
look at the basics of suspension tuning
for adjusting understeer and oversteer:
SUSPENSION TUNING GUIDE
Adjustment
Decrease Understeer Decrease Oversteer
Front tire pressure
Higher
Lower
Rear tire pressure
Lower
Higher
Front tire section
Larger
Smaller
Rear tire section
Smaller
Larger
Front aspect ratio
Lower
Higher
Rear aspect ratio
Higher
Lower
Front tread depth
Reduce
Increase
Rear tread depth
Increase
Reduce
Front wheel width
Wider
Narrower
Rear wheel width
Narrower
Wider
Front wheel weight
Lighter
Heavier
Rear wheel weight
Heavier
Lighter
Front wheel camber
More negative
More positive
Rear wheel camber
More positive
More negative
Front wheel toe
Toward toe-out
Toward toe-in
Rear wheel toe
Toward toe-out
Toward toe-in
Front wheel caster
More positive
More negative
Front springs
Soften
Stiffen
Rear springs
Stiffen
Soften
Front shocks
Soften
Stiffen
Rear shocks
Stiffen
Soften
Front anti-sway bar
Soften/thinner
Stiffen/thicker
Rear anti-sway bar
Stiffen/thicker
Soften/thinner
Front bushings
Stiffen
Soften
Rear bushings
Soften
Stiffen
Front brake proportion Reduce pressure
Increase pressure
Rear brake proportion Increase pressure
Reduce pressure
Front spoiler
Increase downforce
Reduce downforce
Rear spoiler
Reduce downforce
Increase downforce
Weight distribution
Move rearward
Move forward
Most modern BMWs have limited
suspension adjustments. For example,
the E30 M3 can only be adjusted for front
toe-in/toe-out. A proper track suspension
will have somewhere in the range of -2
degrees to -3 degrees negative camber
at each corner, more than one degree different from the factory settings. Increased
negative camber can be achieved in
numerous ways including lowering the
ride height, use of camber plates and offset strut bushings, and so on.
Most Club racers rely on a tire pyrometer to measure the temperature of the
tire tread. A tire pyrometer in nothing
more than a thermometer. There are two
basic types: probe and infrared. Basic
probe-type pyrometers are usually cheaper and are also preferable because they
are able to record temperatures below
the tread surface nearer the belt pattern.
Prices start at under $100 U.S. The accuracy of probe-type pyrometers can be
v e r i fied by immersing the probe in boiling water and checking the read-out.
Timing is critical when using a pyrometer; tread temperatures change quickly
by as much as 30 degrees Fahrenheit as
soon as a car comes to a stop. Remember
this especially when you are using an
infrared pyrometer which reads temperatures off the surface of the tire, and usually
records lower temperatures than a probetype pyrometer. With either device, measurements should be taken in the pits
IMMEDIATELY after a few hot laps.
Temperatures are also affected somewhat
by the last hard corner (left vs. right)
before pitting and this must be factored
in. It is best to have an assistant ready to
take and record pyrometer readings and
to follow a prescribed sequence every
time. For example, record inside, middle,
outside temps for each tire in LF, LR, RF,
and RR sequence.
Here’s a look at tire temperatures at one
wheel and what the readings suggest:
SAMPLE INTERPRETATIONS
OF TIRE TEMPERATURES
Inside Middle Outside
Camber
Pressure
105
145
215
Too positive
Too low
165
195
185
Too positive
Too high
190
190
190
Appropriate
Appropriate
180
200
180
Appropriate
Too high
195
190
185
Too negative(?)
Appropriate
19
Hi-Performance Driving School
Thursday
September 8
8 a.m. - 5p.m.
N.H. International Speedway
Loudon, N.H.
EVENT CHAIR
Luka Serdar
(781) 863-5859 (n)
[email protected]
EVENT REGISTRAR
Jeffrey Smethers
(603) 867-2252
[email protected]
arly September marks the second driving event at New Hampshire International Speedway.
Located in Loudon, this track layout
combines the thrill of the NA S C A R
oval with a very challenging roadcourse full of elevation changes.
As with all of our schools, students
will have several on-track sessions
per day along with classroom instruction. In addition we have one of the
finest groups of on-track instructors
in the Northeast to provide in-car
feedback and expertise. To add to the
experience each student will take a
turn as corner worker, assisting with
E
the observation and flag duties that
make our events safe.
It’s all great fun, pushing your car
to levels beyond what you experience on the highway in an environment that emphasizes car control and
safety. There’s always a great mix of
cars that participate too. Our driving
events are very popular and do sell
out quickly. So mark you calendars
now and come join us for another
exciting day at this track.
Registration is now open. To register log on to www.boston-bmwcca.org/events/2005/driving-schoolseptember-nhis. 
Susan G. Komen Foundation Shuttle Drives
he Boston Chapter is proud to
announce that once again we will
assist BMW NA and the Susan
G. Komen Foundation with the “Ultimate Drive” to cure cancer. The
Boston Chapter has been requested
to provide assistance with the “Shuttling of the Fleet” from one BMW
Retail Center to next in our local
Chapter area.
We have been told that there will
be approximately eighteen cars at
each Center. In order to assist with the
“Shuttle of the Fleet,” you must be 21
years old, present your license to the
Fleet personnel and be at the dealership by 5:30 p.m. that evening. Food
T
August 1, 2005
to August 15, 2005
COORDINATOR
John Sullivan
[email protected]
20
will be provided to the volunteers at
the dealership as will return transport
to the original dealership.
The Schedule in the Boston Chapter area is as follows:
August 1 Newport AutoCenter, Middletown RI
August 3 BMW Gallery-Norwell, Norwell MA
August 4 Herb Chambers, Boston MA
(limited drivers required)
August 5 BMW of Peabody, Peabody MA
August 13 Wagner BMW, Shrewsbury MA
August 15 Foreign Motors West, Natick MA
Volunteers need to contact John
Sullivan at [email protected].
Provide name, day- and night-time
telephone numbers and at which dealership you would like to volunteer. 
Failing to achieve identical pyrometer readings across the tire tread is not
the end of the world. Instead, linearpyrometer readings are what you should
look for. A linear-pyrometer reading is a
progressive heat reading across the tire’s
tread surface with no irregular peak. A
pyrometer reading of 180 (inside), 190
(middle) and 200 (outside) is considered
linear. A pyrometer reading of 170
(inside) 200 (middle) and 180 (outside)
is considered nonlinear.
For final tuning, try a slightly lower
tire pressure rather than a slightly higher pressure. While higher inflation pressures may enhance responsiveness, they
sacrifice traction. If, however, uneven
wear begins to appear at low pressures
this is a signal to increase pressures. This
should further help you find the appropriate tire pressures best suited to your
car, the track, and your driving style.
Finally, remember that a tire pyrometer is just a tool. It does not have mystical powers. You should not make tire
pressure adjustments solely by using a
pyrometer. Lap times (for competition
purposes only) and seat of the pants
impressions are important sources of
information too.
Tire rotation: As you become familiar with performance and competition
tires you will encounter asymmetrical
and unidirectional tread designs. A s y mmetrical tread designs mean the tread
pattern is different from outside to inside.
For example, some competition tires
have large, smooth tread blocks on the
outside as an aid to cornering. Asymmetrical tread patterns mean the tire must
be mounted in a certain way on the wheel
when the tire is new and unshaved. But
once mounted, it is not critical which corner the tire and wheel combination is
placed. That means you can and should
rotate your tires to insure even wear and
optimal performance. Furthermore, once
an asymmetrical tire is worn or has been
shaved, it is acceptable to remount the
tire in any orientation and use it on any
corner of your car. This should help the
budget racers wring every last bit out of
their tires.
Unidirectional tread patterns mean
the tire was designed such that the tread
is supposed to be pointed in a particular
direction. Usually, the direction of travel is indicated on the tire sidewall. If you
follow this advice, you will be able to
rotate your tires from front to back only,
not left to right (unless you dismount
them from the wheel first). However, it
is important to understand that the direction of travel indication applies only to
unidirectional tires used in the wet. Used
in the dry, placement on any corner will
neither accelerate wear nor increase lap
times. Used in the wet, however, does
require that one respect the directional
nature of the tread design.
before the compound begins to harden,
resulting in a noticeable performance
decrement. The manufacturing date of
every tire is stamped into the last three
digits of the sidewall marking. For example: “268” means the 26th week of 1998.
Traction aids: You can purchase liquid traction aids that are designed to soften the rubber on competition tires, which
have grown hard with time. Unfortunately, traction aids appear to soften the
tire compound only until the tire is
IT’S A GOOD IDEA TO INSPECT
YOUR TIRES AFTER EVERY TRACK
SESSION FOR DAMAGE AND WEAR.
AT LEAST YOU OUTTA KNOW WHEN
YOU’RE GOING OUT WITH
THE CORD EXPOSED!
Care and storage: It’s a good idea to
inspect your tires after every track session for damage and wear. At least you
outta know when you’re going out with
the cord exposed! Remove debris, such
as tire gumballs, by day’s end while the
tire is still warm. Owners of streetable
cars will sometimes get the tire surface
smooth again by highway driving short
distances. But remember that a soft DOTR tire is especially sensitive to damaging cuts and abrasions when the tread is
warm or worn thin.
Between events, tires should never
be stored where they can be exposed to
the elements. Competition tires do not
like ultraviolet light from the sun, heat
or extreme cold. A cool, dry, and dark
storage place is best. They should not be
stored near strong electric motors and
you will probably want to remove them
from your car and store them horizontally. Finally, for longer term storage
(e.g., over the winter) keep them in a
sealed, opaque plastic bag. This will help
create a micro-climate and reduce the
rate at which the tires age.
Competition tires age rapidly after
they have been used, especially if they
are not stored properly. But even unused
tires have a limited shelf life of 1-2 years
brought to its operating temperature after
which there is no beneficial effect. Furthermore, I have been told that using traction aids will eventually result in a decrement to a tire’s track performance.
Runnin’ in the rain: Competition
tires with tread showing may be used in
moist or damp conditions. They will
probably be acceptable in a light drizzle.
But when it RAINS, and especially when
there is standing water, it is important
that your track-tires have sufficient tread
and are designed to prevent aquaplaning. For the rain, narrower is better; a
narrow tire helps cut through the water
and minimizes aquaplaning. Tire pressures should be changed too. To get better grip in the wet you’ll want to raise
pressures from dry settings by 4-8 psi.
When it is possible, you can also make
suspension adjustments to account for
inclement weather. Reducing negative camber, softening the suspension, and raising
the ride-height to increase body roll and
weight transfer all help in the wet. In other
words, returning your car toward its stock
configuration may very well make you
quicker when runnin’in the rain. 
Part II will be a more indepth look at the different
types of tires, and which tires some of our perennial
Club racers prefer to use.
21
SEND YOUR EVENT HIGHLIGHTS TO
[email protected].
M E M B E R SO U T &A B O U T
be brittle—making them impossible to
repair again. Also, rollering doesn’t allow
you to straighten wheels that are center
bent or any of the more sophisticated
straightening techniques.
This was the last tech session to be
held at their Newtonville Avenue location. As of November 1st, Rim & Wheel
Works will be moving to a new location
either in the Newton or Waltham area—
no confirmation as of this writing.
With their move, Rim & Wheel
Works plans to double their space, which
will allow them to bring in more cars and
do more installations and straightenings.
They’re also going to try and sell some
of their 1,000 used wheels in-house at a
discount, so if you need a spare or winter wheels either used or reconditioned
let them know.
We look forward to seeing our members at our new site.—Suzin Koehler
RIM & WHEEL STRAIGHTENING
The May 14th tech session at Rim &
Wheel Works was attended by various
perennial members, new members and—
we’re glad to say—some potential members. The tech session consisted of wheel
straightening demonstrations and a questions and answers period. While there for
the tech session, three of our lucky members had their wheels straightened!
Among the many questions about
wheels and tires, Ina Ames was asked about
the difference between straightening a
wheel using heat or not using heat. Rim &
Wheel Works along with all known major
reconditioning companies in the country
straighten with the use of heat.
There are two major methods of “cold”
straightening—rollering and shaving
metal. Shaving metal is obviously not a
professional alternative although it is the
one used by mobile units when any bend
is more than extremely minor. While rol22
lering and other cold methods appear better, for the most part they’ve been rejected by the industry.
These cold methods are extremely
limited in scope and cause the wheels to
FOREIGN MOTORS WEST TECH SESSION
It was a bright Saturday morning on
June 18th when twenty-four Chapter members made the trek to FMWin Natick for an
Undercarriage Tech Session. Lance
Mitchell the Service Manager had six
BMW techs there to inspect the undercarriage of our cars. They check the entire suspension system looking for leaks, degraded bushings or the more obvious problems
that one can experience after a typical New
England winter. The Techs then put each
computer equipped car on the DIS/Modic
for electronic fault code testing defining
any problems and suggesting a solution to
any faults that were possibly found. The
BMW Parts Department was open for us to
purchase parts.
Lance had a wonderful catered lunch
with beverages, and Fred Tierney, ownerprincipal, came in to say hello and helped
with the drawing. Everyone won a door
prize… especially revered was a BMW
Necktie (you had to be there to understand).
The folks at FMW have committed
to a “Women’s Only” Tech Session in
the Fall. Check the “Ultimate Calendar” in the boston bimmer or on the
Chapter web site for details once it’s
a r r a n g e d . —John Sullivan
array of German engineering wound its
way over some of the most magnificent
scenery in Vermont. It was fun watching
the expressions, and hearing the positive
responses from people, as our “German
Invasion” made its way through.
The rest of the day was given to
socializing in Stowe, at the Commodore
Inn, where event registration took place,
and where many Sommerfast patrons
stayed. The evening closed with a social
at the Matterhorn, a great local bar.
Saturday morning saw us at the Show
and Shine in a Mayo farm field. Here,
everyone got a chance to display their
car and compete for the People’s Choice
award. A category was created for each
German marque—Audi, Porsche, and so
on. There was some nice variety in the
BMW category, examples ranged from
classic 2002s, E39 M5s, E36 M3, an E30
M3 from Canada, the M roadster, a sharp
new Z4 and even a tuned X Series made
an appearance. Although my E36 328is
d i d n ’t take the trophy, the car I voted for
did. It was an exquisite 1973 3.0CS with
a lot of hard work put into it. You can see
the car and driver in an upcoming Bimmer magazine.
The Show and Shine ended with a
Tech Q&A Session hosted by established
automotive columnist Mike Miller. His
competent knowledge of BMW definitely impressed me and I think everyone’s questions were answered, no matter how pesky the problem.
That evening was spent partying in
Stowe’s Rusty Nail, an accommodating
local venue with drinks and music.
Sunday we took our leave of Stowe in
style as we all cruised down through the
mountains and countryside of Vermont in
a trip culminating at the State House in
Montpelier. After a few pictures we said
goodbye to fellow enthusiasts and to Sommerfast—until next year!
I extend a sincere thanks to the V T
BMW CCA for organizing everything
and all those who made this possible. For
a list of the many sponsors or any other
additional information please contact
www.vtbmwcca.org.—Ian Clark 
VERMONT’S BMW SOMMERFAST
The first annual Sommerfast All-German car event has just roared through
the beautiful, and scenic mountains of
Stowe, Vermont. I was lucky enough to
experience this impressive and fun event
in its entirety, on the weekend of June
24-26. Drivers ranged from VT, NY, NJ,
NH, Canada, and of course me from
Cambridge MA.
Our sunny Friday afternoon began
with a spirited—and I mean spirited!—
drive through Vermont’s back roads and
the Champlain Islands. This impressive
23
THE LATEST AND GREATEST
IN BMW CCA-LAND
THE BMW CCA BOARD MEETING
The minutes of the June 3-5, 2004 meeting in Portland, OR, are out to the Board
for approval and will be posted to the web
site as soon as they have been approved.
Because the Club’s rumor-mill seemed
to have been working at double-time prior
to the meeting, Scott Blazey began by reading the following statement into the record:
“I would like to take this opportunity to make
a statement for the record concerning the
timing, location, and purpose of this Board
meeting. I consider this necessary because
in recent weeks I have read and heard some
incorrect information.
“First, the location: We rotate the locations of our meetings so that members of our
Board have some variety in travel time; so
that the same members aren’t traveling the
longest distances for every meeting. We also
like to give members around the country the
opportunity to meet their elected representatives and see how we conduct our meetings.
Finally, visiting different areas gives
the Board insights on the advantages of
holding regional or national events in those
areas. At our previous Board meeting in
March we decided to hold the June meeting in the Pacific Northwest, since it is a
nice area and we have some great members here. Seattle was one option, and we
had a great experience meeting many of
the Puget Sound Chapter members when
we held our meeting there in 2001. We
opted for Portland because we had not yet
had a Board meeting in this city, and we
knew there were some enthusiastic BMW
CCAmembers in this area and we always
like to meet enthusiastic members.
We had received some inquiries from
local members about forming a BMW CCA
chapter in Oregon or the Portland area, and
as volunteers are the heart of any chapter, it
might be an opportunity to meet some potential chapter volunteers and maybe answer
some of their questions firsthand. I would
like to address some of the rumors or incorrect information I have heard recently.
“First, it is not now, nor has it been our
intention to seek or initiate a merger with
the Portland Chapter of the BMW ACA.
They are an independent, unaffiliated
BMW club and we have no designs on
24
N AT I O N A LN E W S
BMW CCA MEMBERSHIP STATS
as 6/23/05
Current Membership
Last Month’s Membership
Monthly Net Gain (Loss)
Monthly % Change
Last Year’s Membership
Annual Net Gain (Loss)
Annual % Change
New Members, 6/05
Renewals, 6/05
Roundels Mailed
their organization. As fellow BMW enthusiasts, I wish them well. As a courtesy to
them since we are meeting in their area, I
extended by e-mail to their President an
invitation to attend our Board meeting and
to be our guest at dinner. It was an invitation to socialize, not an invitation to merge.
“I would also like to emphasize to the
members of our Puget Sound Chapter, that
the BMW CCA Board is not initiating an
action to split the Puget Sound Chapter.
That is neither our prerogative nor our
place. When we receive inquiries from
local members about forming a chapter,
we provide them with information about
the procedures. Our Regional Vice Presidents are charged with assisting in the formation of new chapters once enough members meet the prerequisites. The Pacific
Region has a great Regional Vice President. Eddy Funahashi cares about all his
chapters and I’ve known him to always
work for what’s best for everyone.
“Finally, I’d like to go on record to dispel some misinformation that at least a few
people have about BMW CCA. First, we
do not require that our members own
BMWs. We are a BMW enthusiasts’club,
not a BMW owners’club. Second, BMW
CCAdoes not restrict our driving events to
BMWs only. Chapters are free to place
restrictions on the brands of cars they allow
into any of their events, but BMW CCA,
the national organization, does not.
“Finally, I want to reiterate that what
is important to us on the Board is that our
Full
66,002
66,137
-135
-0.20%
67,769
-1,767
-2.61%
Associate
9,059
9,067
-8
-0.09%
8,950
109
1.22%
Total
75,061
75,204
-143
-0.19%
76,719
-1,658
-2.16%
1,139
48.9%
67,000
BMW CCA members are getting a good
value for their dues, that they have every
opportunity to enjoy the camaraderie and
events with other Club members, and that
Club is doing the kinds of things that will
make BMW enthusiasts want to join us.”
Later in the day the guests in attendance were offered the opportunity to
comment or asked questions of the Board.
Doug Goodrum, President of the Portland
ACA, took the opportunity to discuss their
Chapter’s history regarding membership
in BMW CCA.
Their Chapter has reviewed the issue
frequently over the years, most recently in
2000. They always came to the conclusion
that it would not be financially benefic i a l
and there it would require additional administrative resources. They have recently created a committee to revisit the issue again.
Having read a recent draft of the BMW
CCAoperations manual Doug had several
questions and a discussion ensued covering some of the driving school minimum
standards, insurance costs, membership
dues, and member services and benefits.
Doug observed that with the new
understanding there was enough apparent
common ground to continue their review.
Eddie Funahashi and Wynne Smith will
be their point of contact for additional
exchange of information.
Scott Blazey also presented a proposed
by-law change. The goal of the change
would be to allow the Club the flexibility
to modify its organizational and memberwww.boston-bmwcca.org
ship structure to allow for non-geographic-based chapters. This would further the
strategic objectives of growing the club
and providing a home for BMW enthusiasts, including those enthusiasts whose
interest is mainly expressed through nontraditional—usually electronic—means.
The Board had only minor changes to
the proposed language. Scott Blazey will
discuss the background and thrust of these
changes in an upcoming President’s column in Roundel and then they will be put
on the ballot in January 2006 for membership approval. Sunday morning the
Board revisited the Club’s strategic plan
and discussed the Strategic Decision to
Expand and improve events and programs.
The objective of this part of the plan is to
develop an optimal mix of national and
regional events and programs that meet the
needs of our members. We are working to
develop a mission statement for all national
and regional events, to better to foster wider
diversity and greater inclusiveness. In that
context, Mark Jon Calabrese will host a meeting with SIG groups to discuss how the Club
can work together with the SIGs to grow
their events and improve our events.
DRIVE US TO DO BETTER!
You can help us improve the BMW
CCA experience by filling out our brief
survey. No personal data is gathered. We
just want to hear your opinions—the link
to the survey is right on the front page of
the www.bmwcca.org web site.
BMW CCA WEB SITE
You may have noticed that when you
sign onto the newly redesigned web site
there is a gallery of photos that change each
time. We’re looking for photos to use in
this gallery—if you have a photo of your
car, or a recent BMW CCA event you’d
like to share, please email it to calvin_hill@
bmwcca.org. Likewise, we sure could use
some video stream of a driving school—
have something great you’d like to see on
the site? Please send it to Calvin.
best regards,
Wynne Smith
Executive Vice President
25
N E WM E M B E R S
BY DENIS FRIEDMAN
THE BOSTON CHAPTER
WELCOMES IT’S NEW MEMBERS!
MEMBER
Abraham, Bryce
Al-Ansari, Mohammad
Antonellis, Paula
Ashford, Alfred
Bird, George
Booth, Jim
Bowden, Richard
Chamoun, Ziad
Choi, Irene
Daigle, Dan
DeMarco, Mark
Denny, John
Diaz, Lisa
Diaz, Octavio
DiColo, Robert
Farrell, Eugene
Farrell, Karen
Gandillot, Lauren
Gaudette, Kevin
Greene, Claudia
Greene, Harrison
Grigsby, John
Hadzikadic, Lejla
Harold, Jeremy
Hennessey, Peter
Hiniker, Gary
Hinker, Suzanne
LOCATION
Quincy, MA
Brookline, MA
Hopedale, MA
Boston, MA
Newton, MA
Whitinsville, MA
Danvers, MA
Milton, MA
Brookline, MA
Boxford, MA
Charlestown, MA
Westminster, MA
Stow, MA
Stow, MA
East Greenwich, RI
Leominster, MA
Leominster, MA
Wellesley Hills, MA
Vineyard Haven, MA
Northborough, MA
Northborough, MA
Providence, RI
Allston, MA
Jamaica Plain, MA
Westborough, MA
Bedford, MA
Bedford, MA
CAR
1996 318
2006 330i
2005 X3
1998 M3
1991 325i convertible
2004 M3 convertible
2004 325xi
2001 M3
1993 325i
2000 M5
2001 530i
1988 528e
1999 328i
2002 325xi
2003 540i wagon
MEMBER
Hosker, Stephen
Kelley, Robert
Madden, Frank
McBrayer, Kenny
Miller, Janet
Miller, Kevin
Mullinax, Gretchen
Mullinax, Tom
Novo, Rebecca
Ofodile, Elo
Opris, Chad
Quaglia, Richard
Ray, Martin
Reed, Elizabeth
Roberts, Steven
Rogers, Milton
Rose, Joseph
Rosenkranz, Robert
Rowean, Drue
Sadtler, Samuel
Selig, Jay
Strauss, Jake
Suddard, Benjamin
Taylor, Dwight
Teeley, Mike
Vahedi, Reza
Vegher, Jim
LOCATION
Peabody, MA
Milton, MA
Cambridge, MA
Boston, MA
Rumford, RI
Rumford, RI
Waban, MA
Waban, MA
Wareham, MA
Randolph, MA
Beverly, MA
Reading, MA
Marblehead, MA
Charlestown, MA
Wellesley, MA
Newport, RI
Belmont, MA
Lynnfield, MA
Newton Center, MA
Concord, MA
Acton, MA
Newton, MA
Wareham, MA
East Wareham, MA
South Walpole, MA
Wellesley, MA
Providence, RI
CAR
1994 540i
2003 325i
1995 540i
2004 M3
2002 525i
1993 325is
2001 325Ci
2001 325xi wagon
2005 330Cic
2000 328
1997 528i
2004 X5 3.0
1998 740iL
2005 525
2000 540i
1998 740iL
1998 M3 sedan
2003 Z4
Sansossio Auto Body, Inc.
13 Cochituate Street, Natick, MA 01760
(508) 655-9646
Complete Collision & Restoration Work
** ALL BMW MODELS **
Specialists in Rebuilding: 3.0 CS - 2002 - 320i - Bavaria
Schnitzer, Zender, Kamei
Insurance Estimates
MIGHTY MOTORS
Check out our brand-new diagnostic
equipment with GT1 capabilities
including language resets,
programming, etc.
(617) 623-5151
MON. - FRI. 9AM - 6PM
495A COLUMBIA STREET, SOMERVILLE
26
Custom interiors, accessories and reupholstery
for BMWs and other fine cars.
Check out our latest product — the Motorsport Alcantara shift boot —
and our other fine products at www.carartunlimited.com
BLUE & WHITE
MOTORS INC.
1815 County Street, Attleboro, MA 02703
508-399-6320
A L L A SP E CT S O F R E PA I R / M A I N T E N A N C E
HI-PERFORMANCE
WE AR E TH E B M W S P E C I A L I S T S
TO PLACE YOUR CLASSIFIED AD, LOG INTO
WWW.BOSTON-BMWCCA.ORG/MY
CARS FOR SALE
2001 M3 coupe WBSBL93461JR11568 Steel gray/black leather, 6spd manual, 37k miles, Harman/Kardon CD, moonroof, Xenon lights,
park distance control, warranty til 6/30/07 or 72k miles (100k miles for
engine). Excellent condition inside & out, dealer serviced, all service
up-to-date. $35,499. Also selling set of 4 Dunlop Wintersport M3 tires
(used 7k miles) on OEM M3 wheels for addtl. $800. Mike: (617) 7607655 (w); (617) 413-2085 (c); [email protected]. (7/05)
2001 525i WBADT33431GF40590 Titanium silver/black leather,
5-speed manual, sport & premium packages, 29k miles, warranty
through 2/07. Well maintained, garaged, no accidents. $29,000.
Gary: (401) 265-8925; [email protected]. (7/05)
2001 330Ci WBABN534XLJU21321 Topaz blue/gray leather,
Burlwood trim, premium & sport pkgs, 5-speed, 40k miles, one
owner, garaged, alarm, H/K 6-disc CD, moonroof, excellent condition.
Pics available. $25,795. Ed Pedi: (978) 686-6535;
[email protected]. (8/05)
2001 325xi wagonWBAAW334X1EN80815 Black/tan, 71k hwy
miles, 5-speed, sport & cold weather pkgs, new Continental tires,
water pump & brakes. Garaged, in excellent condition. Make best
offer. (978) 463-7980; [email protected]. (8/05)
2000 323i WBAAM3348YKC69081 Steel blue/tan, 36k miles, 5speed manual, warranty until 11/05, sport package, excellent condition, in-dash CD, moonroof, all weather mats, non-smoker, no
track time. $17,950. (781) 861-8151. (7/05)
1998 M3 sedan WBSCD9323WEE09006 Silver/black leather,
91k miles, 5-speed, sunroof, Harman/Kardon 6 CD, remote/alarm,
extra set of alloy wheels with Blizzaks, new S03s, recent tune up,
well maintained, all records, major service just completed, excellent condition. $13,950. Tom: (978) 760-2036; [email protected]. (8/05)
1998 M3 sedan WBSCD9320WEE07441 Arctic silver/black
leather, 76k miles, 5-speed, sunroof, 6 CD changer, factory rear
spoiler, folding rear seat, Turner air intake and chip upgrade, all service re c o rds, excellent condition. $15,999. Reza: (617) 817-0535;
1998 328is WBABG1327WET07259 Black/black, 90k miles, 5spd, cruise ctrl, sport package, heated seats, sunroof, H/K sound,
CD changer, and more. Includes summer and winter tires. All service records. Well maintained, excellent condition all around.
$11,600. Greg: (617) 834-6454;[email protected]. (8/05)
1997 M3 coupe WBSBG9325VEY76877 Black/black leather, 5speed, 49k miles, power heated seats, sunroof, cruise, upgraded
sound w/Alpine and JL audio. New Brembo rotors and composite
brake pads, cold-air intake and Bridgestone Potenza S03s. Dealer
maintained, have service records, always garaged, no accidents,
snow, rain, racing or smoking. Great condition. $18,900. Jason:
(617) 694-3009; [email protected]; http://homepage.mac.com/
catlender/bmw-m3/photoalbum11.html. (7/05)
1997 840Ci WBAEF8320VCC31552 Arctic silver/gray leather,
every option, 67k miles, Steptronic trans, all original, never winter
driven, four new Michelin Pilot Sport A/S tires, sunroof, Brembo
slotted/drilled rotors, two new batteries, dealer serviced, AM/FM/cassette/6 CD changer, BMW car cover, Lojack, 2nd owner, no accidents, mint condition, all re c o rds/manuals. $29,995. John: (508)
230-2439; [email protected]. (8/05)
1997 328is WBABG1326VET03640 Red/tan leather, 95k miles,
5-spd, sport package, sunroof, new Bilsteins, 18" Mille Miglias,
sound system w/JL Stealthboxes, CD changer, badge delete, euro
white turn signals. Never raced, garaged in winter. Excellent condition
inside and out. All records. $10,500. Wes: (617) 306-7125; [email protected]. (8/05)
C L A S SI F I E D S
1990 M3WBSAK0311LAE33551 White/white, 97,417 miles, track
car with all the track set-up done. New 2.5 motor, Schrick cams,
throttle bodies, cage, Turner suspension, too much to list. $18,500
obo. Simon: (781) 693-3935 (d); (508) 788-1314 (n); src o o [email protected]. (7/05)
1990 535i WBAHD1311LBF10898 Oxford green/tan leather, 5-spd,
192k miles, Racing Dynamics HD adj anti-sway bars, upper stress
bar and springs. Bilstein Touring fr and Sport rear, Landshark Pchip, Metric Mechanic oil spreader bar, 740i front brakes, 540i rear
brakes, SS brake lines, Perf. Friction Z-rated pads, E32 bushings.
Excellent mechanicals, strong drivetrain, R134 conversion, Mobil
1, Da’lan Class 1 trailer hitch, OEM basketweave alloys w/one-season Firestone Firehawk SZ-50s. All maintenance records. Needs
a/c compressor and O2 sensor. $2,950. Don: (781) 237-3675 (n);
Mini Cooper S wheels: Four stock S-Lite 17-inch wheels for a
2003 Mini Cooper S. Never on a car. These were purchased as a
s p a reset but never used. $300 + shipping. Dan: (603) 888-9663;
Mini Cooper flame decals: Complete set of black front and side
flame decals from The Graphics Company (www.thegraphicsco.com).
Bought them for my Mini Cooper S, never had time to have them
installed. $75. Dan: (603) 888-9663; [email protected]. (7/05)
Wheels for E36: Four Mille Miglia MM11, 17x8, five-spoke,
good condition, some curb rash but straight. $350. John: [email protected]. (7/05)
Two Michelin Pilot Sport tires 235/45/17, new, never mounted. $250 + shipping. (617) 834-5365; [email protected]. (8/05)
1988 M5 WBSDC9303J2791924 Black/tan, 77k miles, excellent
condition, always garaged and stored in winters, car cover. $15,000
obo. Lee: (508) 480-3599; [email protected]. (8/05)
Harbor Freight track trailer with spare tire and storage box.
Can be delivered to NHIS or Lime Rock. Pics available. $150 Also
have trailer hitch for E30. Keith: [email protected]. (8/05)
1987 325is WBAAA1301h8251302 Bronzit/tan, 1995 S50 M3
motor and transmission professionally installed by Schneller Engineering. Many more upgrades. Owned since 1993, modified in
1998. Drivetrain has 55k total miles, body has 127k. $14,900 obo.
Adrian: [email protected]; www.330is.com. (8/05)
’69-’76 2002 parts, several cars parted out, many parts available. Body, interior, mechanical, electrical, gas tanks. Located in
Woburn, MA. (781) 939-0741; [email protected]. (8/05)
1985 535i WBADC7405FO652842 Delphin/tan leather, 5-spd,
227k miles. Ve ry good interior, no rust on exterior. Runs smoothly
and gets 24-25 mpg highway. Good solid car, I have too many.
$1,900 obo. (508) 829-1915; [email protected]. (8/05)
Ronal wheels: 15x7.5, et 37mm 4x100 bolt pattern with 16mm
spacers as used on our '88 325. Take the spacers off and they will
fit the VW Golf and Jetta. These are BBS look alikes with mounted
Hoosier autocross tires 225/45/15 -- the good ones from 2004.
$500 for the set. Phil Kogan: (508) 476-3070; [email protected];
www.ronalusa.com/wheels/ls.html. (8/05)
PARTS FOR SALE
PARTS WANTED
Set of four 17" E46 rims/tires. Rims have some minor curb
scratches and are a copy of the E46 2001 wheel. Tires are Kumho
Ecsta 225/45/17 and have about 80% tread left (used about 5k
miles). $599. [email protected]; http://tony.estrada.home.
comcast.net/images/bmw1.jpg. (7/05)
Four Kosei K1 or other racing wheels in good condition that would
fit my 1998 E36 M3. Also looking for a used tire trailer. [email protected]. (7/05)
E46 OEM seven-spoke wheels. Set of four that came with the
sport pkg. Used for summer driving and have all-season tires on them
that I recommend replacing. Center caps included. Minor curb rash on
one, otherswise in good condition. [email protected]. (7/05)
E36 hard top: Looking for an Estoril blue hardtop for a 1999 M3
convertible. Pete: (508) 653-8179; [email protected]. (7/05)
Have an interesting story to tell?
Have you gone on any road trips lately?
Or would you be interested in writing
something for the boston bimmer?
Either way, the boston bimmer is
accepting all articles,
experiences, technical or personal.
Email the boston bimmer editor
[email protected].
1993 740iL WBAGD8321PDE87405 Larur blu/tan, 178k miles,
100k on new motor, 38k on new transmission. A clean, smooth car
with some normal wear. $5,500. [email protected]. (7/05)
27
VISIT WWW.BOSTON-BMWCCA.ORG
AUGUST
1-15
6
6
Sat
Sat
12-14
U LT I M AT EC A L E N D A R
24
The Ultimate Drive for the Susan
G. Komen Breast Cancer Foundation. Raise money for a great
cause. Again this year, drivers are
needed to assist with the shuttle of
the BMW fleet between dealerships. John Sullivan: (617) 6961477 (n); [email protected].
Sat
28-29
Driving School, Watkins Glen.
The Boston Chapter is very pleased
to hold our annual driving school
at the famous Watkins Glen International track. Joe Marko: (978)
532-1170 (d); [email protected].
Boston Chapter Autocrcoss Series,
7 a.m. to 5 p.m. Join us for the fun
out at Devens! Fred deNapoli:
[email protected].
Advanced Driving Skills School,
10 a.m. to 5 p.m. This school is open
to drivers looking to practice car control skills. Sean Silva: (978) 2624940; [email protected].
OCTOBER
1
Sat
Bimmers Across The Border
Driving School. Join us at
Le Circuit Mont-Tremblant for
this special three day driving
school. Joe Marko: marko
@boston-bmwcca.org.
22
20
Sat
Advanced Driving Skills School,
10 to 5 p.m. Sean Silva: (978) 2624940; [email protected].
20
Sat
Car Clean Up Day, 10 a.m. to 4
p.m., at Express Car Detailing in
Natick. Bring your dirty BMW!
There will be complimentary
buckets of soap and hoses to wash
your car and lots of BMW comaraderie. John Sullivan: [email protected].
21
Sun
BMW CCA/PCA Team Rumble, 8
a.m. to 4 p.m. Teams from the BMW
CCA and PCA compete in the third
annual clash. Fred deNapoli:
[email protected].
Advanced Driving Skills School, 10
a.m. to 5 p.m. This school is open to
experienced drivers and novice drivers looking to practice car control
skills. Sean Silva: (978) 262-4940;
[email protected].
Sat
Boston Chapter Autocross Series,
7 a.m. to 5 p.m. Our most popular
event returns to Devens for another
season of fun! Fred deNapoli:
[email protected].
Boston Chapter Autocross Series,
7 a.m. to 5 p.m. Our most popular
event returns to Devens for another
season of fun! Fred deNapoli:
[email protected].
22
Sat
28-29
30
WMC Advanced Driving Skills
School, 8 a.m. to 4 p.m. Bruce
Smith: [email protected].
WMC End Of Summer Driving
School, NHIS. Sharpen your every
day driving skills and learn about
the capabilities of your vehicle at
NHIS with the White Mountain
Chapter. Bruce Smith:
[email protected].
Sun
NOVEMBER
2
Wed
Autocross Test and Tune. This is a
spare date in the autocross schedule. It
could be used in case one of the other
dates is cancelled. Fred deNapoli:
[email protected].
Boston Chapter Board Meeting,
7 p.m. to 9 p.m. Board Meetings are
open to all members. See the inner
workings of your Chapter! Steve
Hazard: [email protected].
SEPTEMBER
7
Wed Boston Chapter Board Meeting,
7 p.m. to 9 p.m. Board Meetings are
open to all members. See the inner
workings of your Chapter! Steve
Hazard: [email protected].
8
17-23
28
Thur Driving School, NHIS, 8 a.m. to 5
p.m. The Boston Chapter is proud
to host our second driving school of
the year at NHIS. Luka Serdar, Jr.:
(781) 863-5859 (n); serdar@
boston-bmwcca.org.
Oktoberfest 2005, Greensboro, NC.
This week long extravaganza
includes great car-related events like
autocross, driving-school, concours,
street survival and a few different rallies. Call National at (864) 250-0022
or visit www.bmwcca.org.
boston bimmer
Boston Chapter
BMW CCA
P.O. Box 51448
Boston, MA 02205-1448
PRESORTED
STANDARD
U.S. POSTAGE
PAID
Boston, MA
PERMIT NO. 59251

august 2005 - Boston Chapter BMW CCA

Transcription

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