M3 EUROPEAN DREAM TOUR

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OCTOBER 2010
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WHAT IS PROPELLOR?
Welcome to the latest edition of the BMW Club Atlantic’s newsletter, Propellor. The purpose of this
publication is to inform and connect you to all the happenings of our great club. If you’ve been around
for a while, you may be wondering why we went and changed the name of the newsletter. Put simply, we
thought it best to have a name which better represented the club. The name ‘Propellor’ is actually taken
from the history of the famous BMW marque. At the beginning of the 20th century, BMW actually produced
aircraft (amongst other things), and during a redesign of the company logo a propellor was incorporated,
along with the colours of the Bavarian flag.
By definition, a propellor is a mechanical device for propelling an aircraft or boat, but in the case of this
newsletter, we’d like to think of a propellor as a mechanism for promotion and communication. We
would also like to mention another significance of the new name. Since all of our membership live in the
Atlantic Provinces (surrounded by an ocean), we thought the name Propellor would also be a neat way of
recognising this.
Moving forward, we’d like to invite you to be part of our publication. Propellor is yours! There’s always lots
going on and we certainly appreciate contributions from our membership. Whether it’s photos, articles or
even just ideas, it’s you who will make this publication as good as it can be, and we look forward to hearing
from YOU! If you’d like to contact us regarding Propellor, or anything club related, feel free to contact us
through our website. We look forward to hearing from you and hope you enjoy your new newsletter!
The opinions and comments expressed in this newletter are solely those of the author and do not represent the position of the BMW Club of
Canada, BMW Club Atlantic, the Editor or any of the Officers.
THE BMW CLUB ATLANTIC
ARTICLE: Matt Bubbers
REPRINTED FROM: BMW International Council Newsletter - September 2010
On Canada’s Atlantic Coast, hidden among forests and farmers’ fields, is a gem of a technical motor sport
track. Most tracks are businesses, long since commercialized and run for profit -- but not Atlantic Motorsport
Park. It is well maintained by sponsors and a dedicated group of local volunteers and enthusiasts who have
preserved it essentially unchanged since it was built in 1974.
The BMW Club of Atlantic Canada is one of the 10 members/owners of the cooperative and it is here at this
unique venue that the club holds its Advanced Driver Training Schools. “It’s about the experience: getting to
know your car, getting to know your current skills, and identifying and developing new skill sets,” said George
Garner, co-founder and president of the club. The school runs over two days, both at the track. The program
is aimed at drivers of all skill levels and students have come from as far away as Calgary and Boston.
THE BMW CLUB ATLANTIC
Atlantic Motorsport Park, AMP, is a short and technical track with huge elevation changes -- so much so the
motorcycle riders have nicknamed it ‘The Roller-Coaster.’ Novices usually make up a good portion of the
entries, and so the first part of the school is dedicated to developing car control skills. Students first learn
theory taught by Richard Bureau, assisted by a multimedia program put together by videographer David
Hockey. A Q&A session directed by Gerry Hayward completes the program.
Once on the track, a dedicated team of 25 instructors personally tutor the students in all aspects of the
program. “A lot of people show up with their cars thinking they have just a little to learn,” Garner explained.
Some have a false confidence and the basic exercises surprise and challenge them. “It’s enlightening when
they realize they have much to learn” he added. After two days on the track with an instructor by their side and
hours of in-class instruction from Richard Bureau, students come away with a good understanding of their car’s
limits, and more importantly, their own limits. Of course, it’s also just a
massively fun way to spend a weekend.
When Garner got together with Richard Bureau, Don Armour and other
enthusiasts in 1988 to start a BMW club in Atlantic Canada, there were
only a handful of BMWs in the region. There was only one dealer and
many of the owners already knew one another. The club’s members
were all drawn to those lightweight performance cars that were
coming out of Munich at the time remembered Garner, proud owner
of an E30 M3. Members were eager to register for the first driving
school in 1989, made possible in part thanks to the support of the only
other BMW club in Canada, The Trillium Club.
Next up for the Atlantic club is nine-day tour of BMW AG’s facilities in Munich. They’ll hit the Nürburgring for a
ride with Sabine Schmidt in the 5-Series ‘ring taxi’ and since George Garner was given the prestigious Friend of
the Marque award in 2009, the group have been granted a tour of BMW Classic and the ‘FIZ’ engineering facility.
If you feel like taking a trip to Atlantic Canada and to Atlantic Motorsport Park, the Advanced Driver Training
Schools are held in June and August. Check the website bmwclubatlantic.ca for more details.
BMW Club
Atlantic Canada
11 COVER FEATURE - DRIVING SCHOOL
23 E21 RECONSTRUCTED
Read full events coverage from a student
at the Advanced Driving School at Atlantic
Motorsort Park in August
Check out Phil Tuffs sensational recreation of a
classic, early 1980’s BMW 320i
18 M-AZING EXPERIENCE
An introduction to understanding cornering
forces and suspension tuning with resident
driving enthusiast, Paul Gray
Travel to Europe with a fellow BMW club
member to pick up a spanking new M3, then
drive it around for 3 amazing weeks
27 THIS MONTH’S TECH FEATURE
6
EXECUTIVE MESSAGE
The executive is very happy to announce the revamping of our website and the addition of our Newsletter
PROPELLOR. After living in three other provinces, new member Alexander Henden has chosen to make
Nova Scotia his new home and with that move has come the offer to fulfill the role of newsletter editor/
designer and webmaster. Having overseen the development process, we’re sure you’ll be deighted, and
find our new website to be easier to navigate and more sequential.
Back on the weekend of August 29/30th, Alex attended his first club event, our Advanced Driving School,
and was very impressed with our program and with his instructor, Steve Lunn. He was delightfully
challenged by our venue at Atlantic Motorsport Park and you will find an article about his experience later
in this issue. As companion to the driving school article, new member Mark Conrad wrote on the delivery of
his new M3 at the Welt in Munich this summer. This unique, overseas delivery is a club first and the process
was arranged by our friends at Halifax BMW. After delivery Mark had a 3 week adventure touring around
Europe with his family, and the car of course.
In this edition, Matt Bubbers has contributed an excellent article about Philip Tuff’s E21/S14 which originally
appeared in the Chronicle Herald and is reprinted in this newsletter with permission. Matt ‘s article on
the BMW Club Atlantic’s driving school, which was requested by The BMW International Council for their
publication, is also reprinted with permission. Unfortunately, Matt has moved to Toronto to write motoring
articles for the Toronto Star but hopefully we can continue to have access to some of his wonderful
articles. This edition also features an article from Paul Gray. His vast experience as a driving instructor and in
motor sport is always articulately demonstrated in his writing and in this case, in an article on the topic of
cornering forces and suspension tuning. Moving forward, we are asking members to continue and submit
7
EXECUTIVE MESSAGE
articles and photos to the newsletter, be they personal experiences / technical or human interest. We will
have a link on the ‘Contact’ page set up on the new website when it relaunches.
At the time of this writing, twenty one members of the BMW Club Atlantic Canada are headed to Germany for
a nine day to tour which includes visits to various BMW facilities, the Nurburgring and some worthwhile public
technical museums. There will be articles and photos in the upcoming issue of Propellor about the Tour. By the
way, this is the first organized group tour of BMW Munich facilities and the “Ring” by any of the BMW clubs in
Canada. Much thanks to Don Armour and Gerry Hayward in assisting in some of the details of the tour.
Generally we have had a wonderful year with two filled driving schools (classroom sessions by Richard
Bureau). Technical events at Halifax BMW (hosted by Philip Tuff and Ed Backman) and our very popular
10++ Up event for BMW and other marques (hosted by Trudy Stevenson), were a usual success. Our Wine
Tour hosted by David Hockey and Valerie Golding was a terrific event, taking us through the lovely town of
Wolfville, Nova Scotia to sample some of the regions finest wines, and then enjoy a wonderful chicken dinner
overlooking Baxsters Harbour. On top of that, members have also gained further experience by attending
driving schools at Mt Tremblant and Calabogie. Speaking of which, members are currently planning (as a
group) to attend the school in mid-July 2011 at Calabogie. Experienced students please make contact if you
are interested in taking part.
Karting sessions were again very well attended with an average of fifteen participants per session from
January to April. Much thanks to Susan Boddie. We would also like to thank Julio Militzer and George Cooper
for their well attended lectures prepared for our club at Dalhousie (there will be more to come this winter)
and special thanks to David Hockey for his contributions to our website. Behind the scenes your executive are
continually dealing with issues of quality and the pursuit of safe driving. Much thanks to all. Your executive is
planning some new tours and events for next year. We are open to suggestions, so feel free to contact us.
Recently on a trip to Germany, club President George Garner managed to snap a few photos of the newest
member of the BMW family, the X1, at the Lenbachplatz showroom in Munich. First unveiled at the Paris
Motor Show in 2008, the X1 is a crossover SUV (or SAV in BMW speak), and is based on the AWD 3 Series.
Our sources indicate that the newest X will arrive on our shores in 2011.
BMW X1 at Lenbachplatz, Germany
There’s been much anticipation, for many years, regarding the release of Gran Turismo 5 and now the fine
folks at Sony have FINALLY come through with a release date for their flagship driving simulator. November
2, 2010 will be a busy day at local game shops as car hungry gamers line up for what will most likely be the
defining game of the decade. The outgoing edition, GT4 for Playstation 2, was a car nutter’s dream. Vast car
selection aside, it offered users a unique opportunity to drive some very famous world circuits including
the Nurburgring and Monaco GP. It was crazy fun and an incredibly accurate recreation of the driving
experience. This new version for Playstation 3 looks to raise
the bar considerably. More tracks, more cars and a whole
host of new ineractive features including the ability to
race friends online.
With this in mind, your friendly editor took it upon
himself to order himself a ‘proper’ set up. After some
careful research and some fretting over cost, I took the
plunge and ordered a VisionRacer gaming rig. Of course,
I also needed to dig even deeper for a Logitech G27
steering set with 6 speed gearbox, but now I have all the
tools I’ll need to blast around racetracks in my car(s) of
choice. Speaking of which, I have a pre-arranged e30
M3 ‘Ring Battle’ with a member of the BMW Club in
Northern Alberta. I’ll see if I can record it and share it
with you next issue, unless I lose badly of course.
VisionRacer Gaming Rig with Logitech G27 Steering Kit
AUGUST 28 - 29 AT ATLANTIC MOTORSPORT PARK
ARTICLE: Alexander Henden
PHOTOS: George Garner & Kevin Doubleday
ADVANCED DRIVING 101
It’s
the last weekend of August and I’m pulling into a gravel parking
lot, chock full of hot European, Japanese
and American machinery. There’s a bunch
of Porsches around, a red Ferrari 348, a
Lotus Elise, a serious looking Cobra, a really
nice 80’s Toyota Supra and over a dozen
hot looking BMWs. Where am I you ask? I’m
at the BMW Advanced Driving School of
course, and what a terrific place to be, here
at the end of summer. Of course, there’s a
whole lot more than just the eye candy on the menu this weekend, hence the name ‘driving’ school. Before
we get into that, I would like to mention that although this was my first time at Atlantic Motorsport Park
(the venue for the school), it wasn’t my first BMW Advanced Driving School. In fact, I had already been to
one at Race City in Calgary and another one on an ice racing course somewhere in Northern Alberta. I’d also
participated in a whole bunch of really great Porsche Club autocrosses (a form of racing referred to as Solo 2)
in Edmonton, so I kind of knew what to expect. That said, I was about to have my expectations raised and
I was already starting to sense it.
Pulling into the lot, the first order of business is to check in with registration and get all the paperwork
looked at and sorted. You usually want to get there early so that you have some time to snoop around, look
at cars, and meet some of the other students and instructors. Sadly for me I arrived late, so it was a very
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ADVANCED DRIVING 101
brief registration and then straight to the driver’s meeting. The meeting, which is mostly about safety, is a
very important thing. The day would be spent on a motorsport circuit (aka. learning circuit), and it’s at this
meeting where they set the tone for the day. We would indeed be driving quickly this weekend but the
point of the school isn’t to learn how to speed or to engage in any race-like activities. Instead the school
is designed to teach advanced driving techniques, promoting better car control through various exercises
and in-class sessions. Safety is the motto, and if you choose to drive like a turkey (or an Albertan), you go
home, plain and simple.
After the safety meeting, we met with our instructors, in my case Steve Lunn. Him and I had a brief chat
about my car and my prior experience before I headed off to my first in-class session. Despite my prior
experience, I had been placed into Green Group (beginners)
but for me this wasn’t a big deal. Yes, I was far from being a
beginner but this was also my first time at Atlantic Motorsport
Park, so going slower the for first day was welcome. I needed
to learn the course, and Green Group offered me a good
opportunity to do so in total comfort.
With our first class session out of the way, we headed to the
track in our cars, instructors behind the wheel. The day starts
out with continuous sets of three exercises to help get us
ready for open track lapping in the afternoon. It’s all about
car control here and having the instructors start the session
behind the wheel helps them get a feel for the car. That way,
13
ADVANCED DRIVING 101
they can identify any would be safety hazards, students and cars included. Now, the first exercise is a tight
slalom. The goal is to make your car weave through a set of pylons as quickly as possible, without actually
running over any of them. For the record, my instructor ran over more cones than me (sorry Steve).
After the slalom it’s off to accident avoidance. In this exercise you approach an obstacle (a pylon) at
reasonable speed and wait for a late signal from the marshal as to whether you need to make a quick right
or left. The turning instructions all come at the last second, just like it would in a real-life accident situation.
The late signal really keeps you on your toes and even tests your ability to react. Just as in the previous
exercise, it’s all about looking as far ahead as possible and of course, learning to look ahead is one of key
ingredients in learning good car control.
14
ADVANCED DRIVING 101
The last exercise is about learning the braking capabilities and braking characteristics of your car. Stuts
without ABS tend to get more value here. For the exercise you pile on a chunk of speed down clear a
straight until you reach a marker (a pylon) where you need to stop the car as quickly (and safely) as possible.
After a couple of rounds of the exercises with my instructor showing me the way, it was my turn. My prior
experience made two of the exercises seem a tad redundant early on, but I did find the slalom very helpful
in testing out my new suspension/tire set up. Steve, my instructor also took advantage of our time between
exercises to show me the safe way around the course. This information would prove most helpful (and
appreciated) later because after two more rounds of exercise sessions, the pylons would be removed and
we would be using the whole course.
15
ADVANCED DRIVING 101
Fast forward to the open course session and I’m sitting in the passenger seat with my mind blown away
again! It always strikes me as amazing how an instructor can just hop in your car for the first time and bang
off a couple of laps that you can only hope to (but likely won’t) be able to do by the end of the weekend.
Yes, having lots of prior experience on a course goes a long way, but I have to give Steve full credit for his
ability to exploit the near limits of my car, right out of the gates. He seemed to be pretty amused while
doing so if I might ad (I think he likes cars maybe), but of course this is all in the name of safety. I’m sure to
some it may seem like the instructor is on some kind of joy ride, but the truth is they aren’t. Instructors need
to know your car’s limits. It helps them identify whether you are in control of your car around the course
or if you are about to veer off into some of the landscaping.
Lucky for Steve, car control isn’t an issue for me. I’ve owned
my car since new and can drive it on, and even over, the limit.
So the rest of the day was all about learning the course. And
what a course it is! Very technical. Lots of elevation changes
with every corner offering something different than the last.
It’s fun, challenging and exhilarating! It’s all-consuming and
sometimes it can even become exhausting! And when you
start to feel tired, it’s time for a break, and so I found myself
pulled over in the pits for a break on my first day.
Now the following day would prove to be a different
experience altogether. For starters, Steve had me bumped
up to Blue Group (intermediate) which better suited my skill
level. The cars in this group were similar but the drivers were
16
ADVANCED DRIVING 101
one up in terms of skill level. I wouldn’t be looking to pass the higher powered cars anymore, though a lot of
this came down to the brakes on my car. I learned (a few times) from a previous schools and autocrosses that
while my brakes were quite good, they weren’t designed for prolonged heavy use. Leaning too hard on them
into the corners continuously, would result in some warped metal for sure. So, with a conservative braking
approach, Steve and I focused our attention on other aspects of the course, making some good progress
with each session. His instruction, to me, was flawless and by mid-day I was feeling at home in Blue Group. By
the last session things were really coming together. I was using much more of the course and finding more
consistency through each corner. Many of the great tips Steve had been giving me for the last two days were
now actually being put to proper use. Having the opportunity to learn from someone who knows their stuff,
and communicates as well as Steve does, really makes a big difference.
Sadly, this last session of the day was also where all my driving fun came to an end. I suppose it’s unrealistic of
me to wish there was another school the following weekend, but I do. There’s serious fun to be had, and you
leave the event a much better (and safer) driver than when you first arrived. You learn many valuable skills,
make some new like-minded friends, eat a few (or my case 6) sandwiches and leave the event feeling totally
satisfied. What an awesome weekend!
17
E X P E R I E N C E !
ARTICLE & PHOTOS: Mark Conrad
18
M-AZING EXPERIENCE
For
years, I have been eying a new 3 Series and with BMW moving to turbo though its line up,
I decided the time to get a naturally aspirated M3 had come. I have always had “second” sports car
that saw limited use, so being able to combine ultimate performance and daily comfort was very appealing
to me. So, the E90 M3 it was. Next decision, how to buy? As I searched through the various BMW websites
and the M3 forum, I happened across many posts from other owners (mostly Americans) who had picked up
their new cars via BMW’s European Delivery (ED) program. As it happened, BMW Canada had just re-vamped
their ED program, and I found the only fitting way to get my new M3 was pick it up in Munich at its birthplace.
The BMW Canada ED program is administered through its Canadian dealers. The process has been
simplified and I can honestly say that it was smooth as silk. Basically, you order your BMW of choice at
your local dealer and instead of delivery at the dealer, you pick up the car at the factory in Munich, use it
to explore Europe (you get up to three weeks of European
plates and insurance for free) and then have it shipped back
to Canada by dropping it off at one of many drop-off points
throughout Europe. BMW then ships the car back, clears it
through customs and then re-delivers it to you at the dealer.
All of this costs the exact same as buying the car in Canada.
Also, now buyers can lease or finance the car as they would
here under the same program.
Armed with this info, the order went in through BMW Halifax
and after a few last minute changes here and there, all was
set. Now there was just the business of waiting for the car and
19
M-AZING EXPERIENCE
after some impatient waiting, July 1st
finally did arrive. We landed in Munich on
the 2nd and were picked up by the BMW
M division. They gave us a nice tour of
their facilities and then dropped us off at
“The Welt”, where BMW delivers all of their
ED cars. The delivery process is slick, and
after a tour of the Welt, we proceeded
to do five minutes of paperwork and
were guided to the observation deck
to see our new M3 waiting below. After
the inspection of the car, it was time to
move on. Before leaving The Welt, you do
a quick “victory lap” of the delivery area
and we got many looks of envy as the M3
rumbled around the center and out.
Despite being the home of BMW, we
did not see any other M3s on the roads, the preferred models in Europe being diesels. After a day scooting
around Munich, we embarked on our journey. First stop, the infamous “Stelvio Pass.” The Stelvio Pass is
one of the highest Alpine Passes in Europe, at 2758 m. There are 48 hairpin turns on the northern side of
the pass. The original road was built in 1820-1825 by the Austrian Empire to connect the former Austrian
20
M-AZING EXPERIENCE
province of Lombardia with the rest of Austria, covering a climb of 1871 m. Since then, the route has
changed very little. The 60 hairpin bends, 48 of them on the northern side numbered with stones, are a
challenge to motorists. The British automotive show Top Gear has labeled it as the “greatest driving road in
the world”. I can say that the road was indeed truly amazing. It was neat to go from a hot 40 plus degrees at
the bottom of the hill to brisk 9 degrees with snow covered hills at the top. What a great way to introduce
the “M” to its new life on the roads. Gravol for those prone to car sickness is highly recommended.
Once through the pass, we embarked on our journey through Northern Italy. We passed through Milan,
Bologna, Modena, Tuscany, Genoa, Lago di Garda and Venice. Driving through Italy had its moments.
At one point, we were going 140 km/h on the Autostrata and were entering a narrow tunnel made even
narrower by ongoing construction. Both lanes were pretty much bumper to bumper and the car in the
right lane started swerving into my lane (I was passing). As
I passed and looked over and there was a young Italian girl
talking on a phone with one hand, smoking a cigarette with
the other and knee driving into the tunnel! I was very glad to
get by her in one piece.
After Italy, it was back to Munich for the car’s first service.
With the break in completed and the first service done, the
autobahn awaited. We motored to Vienna, allowing the car
to “stretch” its legs wherever possible. Although there are
areas on the Autobahn with no speed limits, the roads are
congested and finding clear stretches proved challenging.
21
M-AZING EXPERIENCE
After Italy, it was refreshing to be amongst
competent, careful drivers!
With three weeks of memorable touring in the
bag, we dropped the car off at the Munich dropoff point (there are drop off point in mot major
European cities). She was sent home without
a nick or a scratch, miraculous having spent so
long in Italy! It took about 4 weeks to for the
car to arrive and BMW Halifax re-delivered her
to me just in the nick of time for the August
driving school. After a month of driving and the
first school, I can say that the M3 is a truly what
I’d hoped for. Comfortable and versatile when
touring with family, and tight, aggressive and
powerful on the track! Never has a car felt so
“right.” Picking her up at her birthplace truly made
for “the ultimate driving experience.” With the
simplicity of BMW’s ED program, it’s an experience
truly worth considering when the time comes
to get a new car. A special thanks goes to BMW
Halifax for all of their help through the process.
22
Ultimate Driving Heritage
Originally published in the Chronicle Herald: Aug 8, 2010
ARTICLE & Photos: Matt Bubbers
23
E21 RECONSTRUCTED
A
short sharp shock from my alarm clock got me out of bed on Saturday morning. An hour later a short sharp scream from an inline-four woke me up. Phil Tuff went quiet after we crawled over the train tracks in
his 1981 BMW 320i. It’s too low and too stiff to clear them at normal speed. “The drivability with the standalone
is pretty good,” he was saying. “I’ve got it mapped reasonably. I mean, it’s not ideal but…” His sentence trailed
off as he stepped on the throttle. The engine’s growl became a roar and then a scream. Bright containers
stacked like Lego bricks in the dockyard blur into streaks of colour out the side windows. My clock-radio has
nothing on this car. It keeps building speed, accelerating for the horizon — or, in this case, the large truck
blocking the horizon. Revs flare and Tuff snatches a couple of downshifts, but the car has made its point.
We head back to the Halifax BMW dealership where Tuff works as the parts manager. It’s a good job to have
if you’re going to do major work on an old bimmer. When the little E21-generation 320i debuted in Europe
35 years ago it was seen as simple transportation: inexpensive and efficient, practical and modest. Tuff’s
car is none of those things. He spent
the better part of two decades turning
the humble 320i into what you see
here. “My father bought it used in 1990,
and I bought it from him in 1994 and
have been working on it ever since,” he
explained.
The modifications are extensive but
each one is the result of Tuff’s style,
expertise and research. The engine in
24
E21 RECONSTRUCTED
the car now is slightly modified, but there’s a new one on the
way and it promises to be quite special. The new engine is
another S14 from an E30 M3, a motor you’ll find in any list of
the greatest engine’s ever produced. To that, he’s adding KMS
stand-alone engine management, Schrick cams, aluminum
flywheel, and a massive carbon fibre air box — just like the
DTM M3s used. Four-pot Wilwood calipers and custom rotors
connected to a Tilton master cylinder slow it all down. “Right
now it’s about 225 [hp],” he said, “but the fresh engine waiting
to go in should have around 260 horsepower.” In a car that
weighs only 1,034-kilograms that’s a lot. It’s much lighter
than a Ferrari Enzo and approaching Lotus Elise-like levels of
skimpiness.
The weight savings come mostly from stripping the interior.
All that remains is the dash, plus two Sparco race seats. Tuff also cut away some unneeded metal in the
chassis and installed fully adjustable Ground Control suspension with Bilstein struts and shocks. A custom
TIG-welded chromoly roll-cage keeps the chassis stiff and lets the suspension work properly. Tuff has plans
for a carbon fibre roof and hood, painted to match the body, but that’s after the new engine and tuning.
The comical North American style bumpers are gone, replaced with Hartge and BMW Motorsport pieces.
Lightweight rims and a blacked-out BMW grill complete the car. “I had no idea how far I would go,” Tuff
laughed. It is a constant work in progress, but every step brings it closer to his ideal street/track machine.
25
E21 RECONSTRUCTED
“I drove other cars that were more powerful,” he said, “But they just didn’t have the same feel… So I thought if I
could just put the power into this chassis, then this is what I’m looking for. It’s gettin’ there,” he said cautiously.
This E21 is, in the opinion of your assigned correspondent, an awesome car worthy of more superlatives
than there is space for here. I would love to own a car like this one day but a) I will never earn enough cash
as a journalist and b) Tuff was adamant that there is no way he would ever consider selling.
As we pull back into the parking lot behind the dealership, Tuff can’t resist: “Argh, this rattle drives me
insane.” And it must, because maybe I was too busy enjoying the speed, but I didn’t hear any rattle. He
points out all sorts of faults I never
would have seen: nearly invisible
scratches on the hood, rock chips on
the front splitter, panel gaps around the
bumper. But, these aren’t the obsessed
ramblings of a normal man, merely the
normal ramblings of a petrol head; Tuff’s
got the car to prove it.
Thanks to Brian Jarvis for the tip, Phil
Tuff for sharing a car most people aren’t
allowed to touch, and the late Russell
Bulgin whose words I butchered to write
the lead.
26
An Introduction to Understanding
Cornering Forces and Suspension Tuning
ARTICLE: Paul Gray
27
CORNERING FORCES AND SUSPENSION TUNING
The privilege of kicking around a variety of racetracks and assisting at an array of BMW Performance Driving
Schools has afforded me the opportunity of piloting an extensive number of racecars and performance
sedans. I continue to be amazed at the unique characteristics in handling qualities experienced when I
strap on one of these vehicles for a few turns. The vast differences in ride quality, steering input, dynamic
response, tire grip, and driver feel are tremendously varied from car to car. Having learned some aspects of
car set up the hard way, it’s my hope to share a few of my experiences/ideas with club members who wish
to gain a greater understanding of vehicle dynamics or who are perhaps even considering changes to their
car set up.
As I pondered my approach to writing this article, it occurred to me that the complexities of car set
up include an extensive list of changeable variables, including but not limited to: tire compounds,
tire pressures, tire temperatures, steering alignment angles, wheel camber, ride height, corner weight
distribution, anti roll bars, spring rates, shock settings, wheel width and offset changes, gear ratios, etc. Add
to that list: driver’s style and preferences, weather, road surface/changes and track configuration, and the
reader can appreciate that the author runs the risk of turning this article into a technical nightmare. As such,
we’ll consider only some of the variables that are perhaps more relevant to club members and lets assume
the reader has at least a basic understanding of over-steer and under-steer.
Some basic concepts of chassis/suspension movement and weight transfer will assist our understanding
of car handling. Weight transfer is always one of the topics addressed during the classroom sessions at the
BMW Advanced Driving Schools. As a vehicle moves along a road surface, it experiences constant weight
transfer at each wheel during acceleration, cornering, deceleration, and through changing road surfaces.
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CORNERING FORCES AND SUSPENSION TUNING
Maximizing driver enjoyment (and safety)
on our roads, or in the case of the race
driver, reducing track times, are dependant
on improving overall mechanical grip, and
the transfer of weight during cornering,
braking, and acceleration reduces grip. This
is because a there is no linear relationship
between the weight transfer to, or vertical
load on, a given tire and tire slippage. More simply, any 2 tires carrying unequal amounts of load will grip less
than 2 tires carrying equal load. Our goal then would be to reduce weight transfer. This can be accomplished
by lowering the car’s center of gravity or by increasing the distance between wheel pairs. Reducing
cornering speeds, or the rate of acceleration and braking will also reduce weight transfer, but this is not
desirable in a racing environment and perhaps not always possible in some day to day driving situations.
With that in mind, many performance car owners choose to improve their car’s handling by electing
the use of shorter springs, thus lowering the vehicle’s ride height, while reducing the center of gravity
and leading to significant handling improvements with respect to weight transfer. Note that readers
contemplating such a change will have to consider the ramifications of going this route. Driving around
town, there are curbs, ramps, potholes and ground clearances to have a serious think about. Adding wheel
spacers is another option. They are commonly employed by racecar drivers (when rules allow it), and
increase the overall track width between front and rear wheel pairs. This helps to reduce the amount of
weight transfer and provides improved cornering and grip.
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CORNERING FORCES AND SUSPENSION TUNING
Given that weight transfer must occur regardless, our secondary and equally important goal will be to
favorably control weight transfer between wheel pairs. One way of doing this is by lowering the car. In
general, reducing the ride height of your car will coincidentally often necessitate the use of stiffer or higher
rate springs. This will dramatically alter driver feedback, shortening the available time to adjust to the
vehicle’s attitudes, which may be less than ideal to some. Plus, while road feel is enhanced, ride comfort
is often negatively affected. There is also the issue of variable spring rates, which is another option. Better
car handling, in my view, is best attained through avoiding the use of variable rate springs. A more linear
response is preferred due to its more predictable nature.
Let’s take a moment to sum up our handling goals. We are attempting to accomplish maximum tire
compliance with the road surface, and enhance weight transfer response so that it stays within the driver’s
capabilities while maintaining the balance of the car’s handling with respect to over-steer/under-steer. So
let’s look at another aspect.
It may be useful to examine wheel movements that occur during the transfer of weight to, or away from,
one corner of the vehicle. When a given wheel moves upward relative to your car’s chassis, it is referred
to as moving in bump. When the same wheel moves down relative to your car’s chassis, it is referred to
as a rebound. When moving in bump, the wheel’s movement is resisted by the anti-roll bar and spring
combination. This resistance increases with increased upward wheel travel, and can be thought of as wheel
stiffness. The sidewall height of the tire can also add to wheel stiffness, with lower sidewalls offering more
stiffness. The speed of weight transfer can also be controlled through stiffening the front or rear of the car
through spring, anti-roll bar, or shock settings. Stiffer wheel pairs offer faster and more ideal weight transfer,
and this is the principal used when sorting out the balance of your vehicle.
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CORNERING FORCES AND SUSPENSION TUNING
We can begin our discussion of car balance by taking a moment to consider your vehicles shocks. The
influence of shock selection and adjustment settings cannot be over-emphasized when discussing vehicle
dynamics. In the racing environment, the ability to adjust shocks in both bump and rebound is critical in
order to reduce lap times and increase podium finishes. Shock tuning will be best left to a follow-up article,
but briefly, to tune shock absorbers ideally, the driver must break down the various phases of cornering
and think carefully about car handling in each phase. For instance, how does the attitude of the car change
entering the corner, going through a corner, and exiting a corner? Is the car over/under-steering in each
of these phases? The reality for club members enjoying controlled lapping sessions is that our cars come
equipped with a set of non-adjustable shock absorbers. They may be valved to work ideally with a given
shock/anti-roll bar combination, but are generally not adjustable in the average car. Accepting the reality
that our shocks are non-adjustable (if this is the case), how might one go about optimizing the car in
pursuit of neutral handling?
How about adjusting anti-roll bar settings? To do this, we can find our favorite smooth section of road or
track that has a nice constant radius turn (corner 9 at Atlantic Motorsport Park works nicely for this) and
gradually add throttle input until we reach the limit of adhesion. Is it the rear or the front tires that loose
adhesion first? Remembering that stiffer wheel pairs transfer more weight and therefore lose grip more
easily, for over-steer, we can stiffen the front anti-roll bar or soften the rear. For under-steer, we can stiffen
the rear anti-roll bar or soften the front. It’s the relative difference between the front and rear that we
need to heed. Note that with the inability to tune shocks, there are some limitations as to what can be
accomplished here. For example, stiffening the front anti-roll bar may improve the power down exit phase
of the corner by allowing earlier throttle application on the way out, but it may induce under-steer in the
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CORNERING FORCES AND SUSPENSION TUNING
early or mid-phase of the corner. It is important to add here that these types of adjustments relate to steady
state over/under-steer, and that your car’s handling may/will vary with transient behavior changes such as
those you encounter over bumps, hills, off-camber turns, and so forth.
I trust some of the above may be of some help when considering performance/handling enhancements to
your car’s suspension. Here’s a couple of final suggestions:
1) Understand the trade off between handling and ride comfort
2) Purchase suspension items that have been tested by the manufacturers as a package for your particular
vehicle from respected and knowledgeable people. Purchasing springs, shocks, or anti-roll bar components
separately from a catalogue can do evil things to your handling.
3) Purchase products that allow for maximum flexibility when possible. For example, most anti-roll bars
have numerous pickup points for adjustments, based on driver preference.
4) When purchasing tires for controlled lapping sessions consider the camber recommendations from the
manufacturer prior to your selection. If the stock camber settings for your vehicle are not compatible with
the new tire/wheel combination you bolt on at the track during the weekend, you will have very poor tire
wear. Note too, suspension modifications away from stock set up will often change camber (and other)
settings secondary to changed suspension geometry, and a re-alignment will be necessary.
5) Allow yourself time to adjust to any changes in your car’s handling before attempting to find the limit of
the vehicle in any particular situation.
6) Drive safely, within the law, and with respect for others at all times.
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BMW Club
Atlantic Canada
BMW CLUB ATLANTIC EXECUTIVE
PRESIDENT
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SEE YOU NEX T ISSU E !
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