Project Autocross/Street Sleeper: A Comprehensive Journal-Volume 3

aisthetes · 04-16-2011, 09:19 AM

Last weekend was the fourth autocross of my 2011 season, again hosted by the San Diego BMW CCA at Qualcomm Stadium. It was a cold morning, with temperatures in the 40s and puddles marking the lot from overnight rainfall. Attendance was a bit lighter than in warmer months with 86 cars signed up for timed runs. Thankfully, by the afternoon the storm clouds had blown away and the track dried out nicely.

Unlike the last event’s fast “road course” style approach, this time the course layout was a more traditional autocross design, with technical slow speed chicanes and rapid directional changes. It was a second gear affair the whole way through, and favorable toward lightweight, nimble cars with grip over horsepower. Essentially, it wasn’t the 135i’s natural habitat, at least in relatively stock form. The Miatas really shined, while some of the more brutish cars (Mustangs, Nissan GT-R, V8 240Z) struggled to keep momentum and grip.

Once again, autocross veteran and CCA instructor Chris Teague rode shotgun with me during the first practice session to provide his insight. It took all four laps for me to “see” the course for what it really was, not what it appeared to be, in maximizing the racing line. For the unfamiliar, that’s part of the fun of an autocross is in trying to come to grips with the basic layout, then working finding ways to exploit the course to your advantage and finally refining your technique for execution without hitting cones. All this happens in the span of only 12 or so total laps! The key is to run the course in your mind over-and-over during downtime, so you have mentally raced the track dozens of times before your timed runs, and have already contemplated where you’re gaining and losing speed, and how to improve.

I also like to ride along with Chris for a few hot laps to see where I can shave time, particularly since he and I have nearly identically modified cars. The instructors learn the course while attendees register and have the drivers’ meeting. By the time we hit the track, they already have the layout down. Taking advantage of that knowledge is very beneficial to the perceptive student passenger.

Now that I’m on my third event with the Apex/Yokohama AD08 combo, I feel that I’m really getting the most out of the package and leaving little on the table. I’m still amazed at what a difference a wider contact patch makes for the 1, particularly up front. The car is so much more impressive than stock with a few simple modifications, but it’s still a difficult car to drive fast in a tight environment. Managing turbo lag and boost is challenging in a tight, second gear rip-and-tear layout. Quick on-and-off throttle transitions left me momentarily without power in one particular section, and in others, breaking the rear-end loose was never more than hair-trigger away. Learning to drive this car fast really does hone one’s car control skills, particularly in avoiding “buying time” with going straight to r-comps and instead using sticky street rubber to improve.

I had strong competition in my Turbo Modified class, and unlike the last event, numerous 135is came to play. As usual, one of the two heavily tuned E30 M3s on r-comps was there to compete, along with another modified 135i of details unknown. My main competition was a very well set-up black 135i (tune, KW V3s, Vorshlags, LSD, roll bar, square Breytons) driven by last year’s Skip Barber MX-5 Challenge champion. I certainly had my work cut out for me, but autocross is a different animal than wheel-to-wheel racing, and he had been out of the autocross scene chasing a pro ride since I started regularly racing last year.

After timing delays and false starts, we got the timed runs going. I knew from the morning runs that my times were looking good, but it’s game on for the timed runs and everyone runs faster, so you can’t leave anything on the table. After my first clean run was in the bag, I focused on pushing a bit harder each successive run, executing my line. My lap times kept dropping.

By the time the smoke cleared, I secured 1st in class by .06 sec and was one of four non-instructors to dip into the 81 sec range. The black 135i was 2nd in class, and he appeared to be struggling with maintaining grip without his usual r-comps. While I didn’t get the fastest non-instructor lap like last event’s fast layout, I was .01 and .02 sec behind two modified E46 M3s, the faster of the two was also on AD08s and well-driven. Fastest non-instructor lap of the day was a trailered 320i racecar that I usually beat, but it's now properly tuned and was really fast. It was good, close racing. Add an LSD and coilovers to my car to level set with the M3s, and the 135i should have an advantage and give the 320i a run.

All up, I was 7th of 86 cars, including instructors, so I was pleased to stay within my goal of maintaining top 10. The fastest car of the day was a drool-worthy 280hp Cosworth Supercharged NC MX-5 on 285 Hoosiers, driven by SCCA regional champ Brian Goodwin. Next up was a CCA instructor in his Hoosier shod E92 DCT M3, followed by a SCCA Frankenstein E36 widebody on r-comps with a 500hp LS1. Needless to say, I’m at the point that it’ll take a significant monetary investment for me to challenge these guys!

Overall, I’m pleased with both my progress and the car’s performance for the minimal investment I’ve put in. It’s clear that the stock shocks and springs just can’t keep up with my hands and the AD08’s grip. There’s a significant delay between what I want the car to do and what it actually does, from front-end body roll to rear-end wallow from the soft rear subframe bushings. I bottomed-out the suspension during one fast section with a small dip, underscoring that the factory shocks just aren’t valved for racing. It doesn’t give that confidence inspiring, connected feel that I crave, but I’ve learned to trust the car and drive around it's shortcomings as much as possible.

That next step of coilovers and completing the rear-end M3 suspension swap would transform the car and unlock its potential, but that’s a major investment that I’m still not committed to at this point. Add a LSD, and it’d be a major contender with the many of the best sports cars out there, as we’ve seen in Time Attack series. This season, I’ll keep working on my skills and getting the most out of what I’ve got, then re-assess from there. As long as I don’t drive a built 135i, I can resist the temptation!

-Doug

Link to final results
http://www.sdbmwcca.com/autocross/April-9-2011.html

Previous journal links:
http://www.1addicts.com/forums/showthread.php?t=488194

Special thanks for user scottmedia for the great pics!

GaryS · 04-22-2011, 06:15 AM

Another great read, thanks.

I'm not sure how necessary stiffer or lower springs are, but I definitely recommend better shocks and M3 rear subframe bushings.

Quote:

Originally Posted by aisthetes

Quick on-and-off throttle transitions left me momentarily without power in one particular section,

I think this is the eDiff/DSC. I had these WTF moments exiting nearly all tight turns before I got a real LSD. Now the car does what my foot tells it, feels much more powerful exiting corners, no more of those weird hesitations and whatever else it was doing.

aisthetes · 04-22-2011, 08:53 AM

Quote:

Originally Posted by GaryS

Another great read, thanks.

I'm not sure how necessary stiffer or lower springs are, but I definitely recommend better shocks and M3 rear subframe bushings.

I think this is the eDiff/DSC. I had these WTF moments exiting nearly all tight turns before I got a real LSD. Now the car does what my foot tells it, feels much more powerful exiting corners, no more of those weird hesitations and whatever else it was doing.

Great feedback. Tell me more about your suspension setup. How aggressive did you get into swapping in/out parts? Which LSD did you choose?

I can only imagine how potent of a package your 1 must be. Add the software, and there's really no point of going to an M3.

GuamX1 · 09-30-2014, 07:22 PM

I was curious do you keep the DSC off or on?

Kgolf31 · 10-02-2014, 07:22 AM

Quote:

Originally Posted by Guam135i

I was curious do you keep the DSC off or on?

Considering this was from 2011 he probably isn't going to respond.

Drive with DSC completely off.

fcman · 10-02-2014, 08:53 AM

Quote:

Originally Posted by Kgolf31

Considering this was from 2011 he probably isn't going to respond.

Drive with DSC completely off.

135i here and I agree, definitely DSC off. It is way too aggressive and will rob you of so much power.

GuamX1 · 10-30-2014, 12:08 AM

Quote:

Originally Posted by fcman

135i here and I agree, definitely DSC off. It is way too aggressive and will rob you of so much power.

Thanks guys I'll try this next time. I just press the DSC button right or do I need to hold it for a few seconds?

fcman · 10-30-2014, 08:50 AM

Quote:

Originally Posted by Guam135i

Thanks guys I'll try this next time. I just press the DSC button right or do I need to hold it for a few seconds?

Hold it until you see this icon (3 seconds or so)

GuamX1 · 11-11-2014, 04:36 PM

Quote:

Originally Posted by fcman

Hold it until you see this icon (3 seconds or so)

Thanks next race is Nov. 16

GuamX1 · 02-08-2015, 04:56 PM

I just raced this weekend and my RFT are almost gone same with brake pads, what brand and model tires do you recommend and also same for the brake pads, thanks

_Ryan_ · 02-09-2015, 04:59 AM

Quote:

Originally Posted by Guam135i

I just raced this weekend and my RFT are almost gone same with brake pads, what brand and model tires do you recommend and also same for the brake pads, thanks

Have some links from my OneNote

Street
Stoptech Street Performance

Hybrid
Ferodo DS2500
Project Mu HC+ (F: Z328, R:Z425) http://www.project-mu.com.au/en/products/pad_hceuro.php

Other
Endless ME20/mx72
Pagid RS29 (or 14/19)
Performance Friction (PFC) 01/08
Project Mu Clubracer

http://www.bestbrakes.com/c/car-item...xcept+M+Series

If it's not a streeter, I'd be interest to see how you find the PFC08 or PMu CR

PFC 08 PN-
Performance Friction 1371.08.16.44 BMW 135i Front Brake Pads
Performance Friction 1372.08.17.44 BMW 135i Rear Brake Pads
SpeedFreaksusa.com

Tyres- Try the Yoko AD08R

GuamX1 · 02-10-2015, 09:18 PM

It is a streeter sometimes

dcaron9999 · 02-11-2015, 06:49 AM

One word of caution with DSC off and no LSD, dont do it until tires are warm. You can drive agressively and almost carelessly with it on for 1-2 laps on cold tires, and it will save you.

With all nannies off, your 135i will snap oversteer on you and be very hard to catch if you drive on cold tires. I had at least three code brown moments on the track before I learned this lesson. The LSD allows the rear end to give out more naturally and gradually, even on cold tires and no nannies.

+1 for _Ryan_ 's feedback ...

The Projet Mu Club Racer pads are outstanding, and will not fade even with a tuned 135i and no brake cooling. They are noisy on the street when the rotor pad layer is grinded off by cold pads. The PFC 08 are the best dual duty, can be used all year around and even in the winter, with no noise on the street, and slight fade on the track even with no brake cooling. Burnt through a few sets of various pads as dual duty, and the PMU CR and PFC 08 are at the top of my list.

I recently added some brake cooling ducts during the off-season, and cant wait to see if the brake fade will be tamed, as I really want to eliminate any kind of fade, make brake pads last longer, and keep using the PFC08's.

GuamX1 · 03-25-2015, 06:14 PM

Thanks and noted

04-16-2011, 09:19 AM	#1
aisthetes First Lieutenant 13 Rep 340 Posts Drives: 2013 M3 Competition Join Date: Sep 2008 Location: Colorado iTrader: (0)	Project Autocross/Street Sleeper: A Comprehensive Journal-Volume 3 Last weekend was the fourth autocross of my 2011 season, again hosted by the San Diego BMW CCA at Qualcomm Stadium. It was a cold morning, with temperatures in the 40s and puddles marking the lot from overnight rainfall. Attendance was a bit lighter than in warmer months with 86 cars signed up for timed runs. Thankfully, by the afternoon the storm clouds had blown away and the track dried out nicely. Unlike the last event’s fast “road course” style approach, this time the course layout was a more traditional autocross design, with technical slow speed chicanes and rapid directional changes. It was a second gear affair the whole way through, and favorable toward lightweight, nimble cars with grip over horsepower. Essentially, it wasn’t the 135i’s natural habitat, at least in relatively stock form. The Miatas really shined, while some of the more brutish cars (Mustangs, Nissan GT-R, V8 240Z) struggled to keep momentum and grip. Once again, autocross veteran and CCA instructor Chris Teague rode shotgun with me during the first practice session to provide his insight. It took all four laps for me to “see” the course for what it really was, not what it appeared to be, in maximizing the racing line. For the unfamiliar, that’s part of the fun of an autocross is in trying to come to grips with the basic layout, then working finding ways to exploit the course to your advantage and finally refining your technique for execution without hitting cones. All this happens in the span of only 12 or so total laps! The key is to run the course in your mind over-and-over during downtime, so you have mentally raced the track dozens of times before your timed runs, and have already contemplated where you’re gaining and losing speed, and how to improve. I also like to ride along with Chris for a few hot laps to see where I can shave time, particularly since he and I have nearly identically modified cars. The instructors learn the course while attendees register and have the drivers’ meeting. By the time we hit the track, they already have the layout down. Taking advantage of that knowledge is very beneficial to the perceptive student passenger. Now that I’m on my third event with the Apex/Yokohama AD08 combo, I feel that I’m really getting the most out of the package and leaving little on the table. I’m still amazed at what a difference a wider contact patch makes for the 1, particularly up front. The car is so much more impressive than stock with a few simple modifications, but it’s still a difficult car to drive fast in a tight environment. Managing turbo lag and boost is challenging in a tight, second gear rip-and-tear layout. Quick on-and-off throttle transitions left me momentarily without power in one particular section, and in others, breaking the rear-end loose was never more than hair-trigger away. Learning to drive this car fast really does hone one’s car control skills, particularly in avoiding “buying time” with going straight to r-comps and instead using sticky street rubber to improve. I had strong competition in my Turbo Modified class, and unlike the last event, numerous 135is came to play. As usual, one of the two heavily tuned E30 M3s on r-comps was there to compete, along with another modified 135i of details unknown. My main competition was a very well set-up black 135i (tune, KW V3s, Vorshlags, LSD, roll bar, square Breytons) driven by last year’s Skip Barber MX-5 Challenge champion. I certainly had my work cut out for me, but autocross is a different animal than wheel-to-wheel racing, and he had been out of the autocross scene chasing a pro ride since I started regularly racing last year. After timing delays and false starts, we got the timed runs going. I knew from the morning runs that my times were looking good, but it’s game on for the timed runs and everyone runs faster, so you can’t leave anything on the table. After my first clean run was in the bag, I focused on pushing a bit harder each successive run, executing my line. My lap times kept dropping. By the time the smoke cleared, I secured 1st in class by .06 sec and was one of four non-instructors to dip into the 81 sec range. The black 135i was 2nd in class, and he appeared to be struggling with maintaining grip without his usual r-comps. While I didn’t get the fastest non-instructor lap like last event’s fast layout, I was .01 and .02 sec behind two modified E46 M3s, the faster of the two was also on AD08s and well-driven. Fastest non-instructor lap of the day was a trailered 320i racecar that I usually beat, but it's now properly tuned and was really fast. It was good, close racing. Add an LSD and coilovers to my car to level set with the M3s, and the 135i should have an advantage and give the 320i a run. All up, I was 7th of 86 cars, including instructors, so I was pleased to stay within my goal of maintaining top 10. The fastest car of the day was a drool-worthy 280hp Cosworth Supercharged NC MX-5 on 285 Hoosiers, driven by SCCA regional champ Brian Goodwin. Next up was a CCA instructor in his Hoosier shod E92 DCT M3, followed by a SCCA Frankenstein E36 widebody on r-comps with a 500hp LS1. Needless to say, I’m at the point that it’ll take a significant monetary investment for me to challenge these guys! Overall, I’m pleased with both my progress and the car’s performance for the minimal investment I’ve put in. It’s clear that the stock shocks and springs just can’t keep up with my hands and the AD08’s grip. There’s a significant delay between what I want the car to do and what it actually does, from front-end body roll to rear-end wallow from the soft rear subframe bushings. I bottomed-out the suspension during one fast section with a small dip, underscoring that the factory shocks just aren’t valved for racing. It doesn’t give that confidence inspiring, connected feel that I crave, but I’ve learned to trust the car and drive around it's shortcomings as much as possible. That next step of coilovers and completing the rear-end M3 suspension swap would transform the car and unlock its potential, but that’s a major investment that I’m still not committed to at this point. Add a LSD, and it’d be a major contender with the many of the best sports cars out there, as we’ve seen in Time Attack series. This season, I’ll keep working on my skills and getting the most out of what I’ve got, then re-assess from there. As long as I don’t drive a built 135i, I can resist the temptation! -Doug Link to final results http://www.sdbmwcca.com/autocross/April-9-2011.html Previous journal links: http://www.1addicts.com/forums/showthread.php?t=488194 Special thanks for user scottmedia for the great pics!
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09-30-2014, 07:22 PM	#4
GuamX1 First Lieutenant 28 Rep 381 Posts Drives: 08 BMW 135i, 08 128 Cab Join Date: Oct 2011 Location: Guam iTrader: (0)	I was curious do you keep the DSC off or on? __________________ 2013 BMW X1 * 1973 Clubman GT * 2016 Mazda MX5 * 2000 Honda S2000 2004 BMW 325i Touring * 2009 BMW X5 3.0xdrive
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02-08-2015, 04:56 PM	#10
GuamX1 First Lieutenant 28 Rep 381 Posts Drives: 08 BMW 135i, 08 128 Cab Join Date: Oct 2011 Location: Guam iTrader: (0)	I just raced this weekend and my RFT are almost gone same with brake pads, what brand and model tires do you recommend and also same for the brake pads, thanks __________________ 2013 BMW X1 * 1973 Clubman GT * 2016 Mazda MX5 * 2000 Honda S2000 2004 BMW 325i Touring * 2009 BMW X5 3.0xdrive
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02-10-2015, 09:18 PM	#12
GuamX1 First Lieutenant 28 Rep 381 Posts Drives: 08 BMW 135i, 08 128 Cab Join Date: Oct 2011 Location: Guam iTrader: (0)	It is a streeter sometimes __________________ 2013 BMW X1 * 1973 Clubman GT * 2016 Mazda MX5 * 2000 Honda S2000 2004 BMW 325i Touring * 2009 BMW X5 3.0xdrive
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02-11-2015, 06:49 AM	#13
dcaron9999 Major 157 Rep 1,409 Posts Drives: 2011 135i M package Join Date: Jan 2010 Location: Mirabel, Quebec iTrader: (0)	One word of caution with DSC off and no LSD, dont do it until tires are warm. You can drive agressively and almost carelessly with it on for 1-2 laps on cold tires, and it will save you. With all nannies off, your 135i will snap oversteer on you and be very hard to catch if you drive on cold tires. I had at least three code brown moments on the track before I learned this lesson. The LSD allows the rear end to give out more naturally and gradually, even on cold tires and no nannies. +1 for _Ryan_ 's feedback ... The Projet Mu Club Racer pads are outstanding, and will not fade even with a tuned 135i and no brake cooling. They are noisy on the street when the rotor pad layer is grinded off by cold pads. The PFC 08 are the best dual duty, can be used all year around and even in the winter, with no noise on the street, and slight fade on the track even with no brake cooling. Burnt through a few sets of various pads as dual duty, and the PMU CR and PFC 08 are at the top of my list. I recently added some brake cooling ducts during the off-season, and cant wait to see if the brake fade will be tamed, as I really want to eliminate any kind of fade, make brake pads last longer, and keep using the PFC08's. __________________ 2011 X3 35i with M pack + 2011 135i w/6SPMT \| 255 square tire setup \| Quaife 3.46 LSD \| Diff lock down bracket \| Bilstein B8+Swift SpecR springs+H&R FSB \| CDV delete \| BMS Oil Tstat bypass \| ER FMIC & CP \| N54Tuning DP \| GC Street Camber Plates \| M3 FCA +guide rods+RSFB's+Tranny mounts \| Manzo toe arms \| Cobb Stg2 agressive tune \| Hawk DTC70 brake pads \| RB SS brake pistons \| Goodridge SS brake lines \| Custom brake cooling ducts Last edited by dcaron9999; 02-11-2015 at 07:05 AM..
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03-25-2015, 06:14 PM	#14
GuamX1 First Lieutenant 28 Rep 381 Posts Drives: 08 BMW 135i, 08 128 Cab Join Date: Oct 2011 Location: Guam iTrader: (0)	Thanks and noted __________________ 2013 BMW X1 * 1973 Clubman GT * 2016 Mazda MX5 * 2000 Honda S2000 2004 BMW 325i Touring * 2009 BMW X5 3.0xdrive
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