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      10-21-2012, 12:34 AM   #353
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Car: 2011 E90 M3 DCT
Track/Course: Gingerman Raceway (South Haven, MI)
Best Lap Time: 1:47.83
Brakes: Alcon BBK, Carbotech XP12 pads
Tires (Size & Model): AD08's 265/295/30/19
Suspension: Dinan springs & camber plates, R&D sport sways (F&R), Dinan Monoball
Other Mods: Akrapovic Evo, ESS tune, 3.45 gears.

Rained all day but managed to get in a pretty dry lap at the end and set a new best time
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      10-22-2012, 10:21 AM   #354
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Track/Course: Mid Ohio
Best Lap Time: 1:44.6
Brakes: PF-08 fronts, PF-01 rears
Tires (Size & Model): 275/35/18 Toyo RA1s on 18*10 ET25 wheels
Other Mods: Motul 600 fluids and Ground Control Camber Plates. Front camber -2.8, rear -1.8

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      10-22-2012, 03:02 PM   #355
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Track/Course: Texas World Speedway (CCW)
Best Lap Time: 1:59:60
Brake Pads: PFC Z-rated
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Suspension: Eibach springs, Vorshlag camber plates
Other Mods: Akra Evo, MS stage 2, MS UDP, VF Tune, Schroth Rallye 3

Last edited by ortho281; 11-19-2012 at 09:37 PM.
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      10-22-2012, 04:06 PM   #356
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Quote:
Originally Posted by ortho281 View Post
Track/Course: Texas World Speedway
Best Lap Time: 1:59:60
Brake Pads: PFC Z-rated
Tires (Size & Model): 275/35-18 Hankook R-S3
Suspension: Eibach springs, Vorshlag camber plates
Other Mods: Akra Evo, MS stage 2, MS UDP, VF Tune, Schroth Rallye 3
OMG! I want to try that track out. How was it? I might have to drive my car there and test the car out there just once
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      10-22-2012, 04:37 PM   #357
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OMG! I want to try that track out. How was it? I might have to drive my car there and test the car out there just once
TWS is in College Station, TX. Are you sure you want to drive from CA?
Here is a video from TWS (CCW) last Saturday.

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      10-23-2012, 03:21 PM   #358
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Quote:
Originally Posted by klammer View Post
Car: 2011 E90 M3 DCT
Track/Course: Gingerman Raceway (South Haven, MI)
Best Lap Time: 1:47.83
Brakes: Alcon BBK, Carbotech XP12 pads
Tires (Size & Model): AD08's 265/295/30/19
Suspension: Dinan springs & camber plates, R&D sport sways (F&R), Dinan Monoball
Other Mods: Akrapovic Evo, ESS tune, 3.45 gears.

Rained all day but managed to get in a pretty dry lap at the end and set a new best time

Good time
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      10-24-2012, 08:33 PM   #359
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Car: e92 6mt
Track/Course: Circuit Mont-Tremblant
Best Lap Time: 158.8
Brake Pads: Cobalt XR1 F XR2 R
Tires (Size & Model): AD08 265 square
Suspension: stock
Other Mods: AP bbk

still have about 1-2 secs I think...getting there! DCT makes such a difference on this track! 6MT is basically 3 & 4th only. I still prefer it though
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      10-29-2012, 10:47 PM   #360
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Track/Course: VIR (Full Course)
Best Lap Time: 2:15.71
Brake Pads: StopTech ST-60/40, Pagid RS29s
Tires (Size & Model): Nitto NT-01, 275/28/18 square, Apex Arc-8
Suspension: GC camber plates
Other Mods: MS filter, caffeine


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Last edited by Sleeper519; 10-30-2012 at 06:03 PM. Reason: add video
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      10-30-2012, 12:03 AM   #361
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Track/Course: Infineon (Sears Point)
Best Lap Time: 1:52.9
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Brake pads: pfc
Tires (Size & Model): corded R6's 275/35/18
Suspension: Ast 4200
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      10-30-2012, 12:41 PM   #362
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Had to represent MSR...my favorite track in TX.

Car: 2004 330Ci
Track/Course: Motorsport Ranch 1.7 CW
Best Lap Time: 1:27:06
Brake Pads: PFC01s
Tires (Size & Model): 255/40R17 Hankook R-S3
Suspension: TC Kline S/D w/ Vorshlag camber plates
Other Mods: supercharger, Stop Tech BBK, LSD
Excuses: Pretty happy with this time considering that I now know my engine was on the verge of death. It definitely felt down on power during this run as well. I'm confident this car is good for a sub 1:26 in similar conditions and running well. But that will have to wait awhile.



Car: 2011 M3
Track/Course: Texas World Speedway CCW
Best Lap Time: 2:00:28 (damp)
Brake Pads: PFC01s
Tires (Size & Model): 275/35R18 Dunlop SS Z1s
Suspension: GC plates, Dinan Stage II
Other Mods: None
Excuses: The most important turn onto the front straight was wet and slick all day. I was drifting, tippy toeing, or going really slow through there until I spun. Plus, I haven't driven my M3 on the track in a long time. Then there was a TON of traffic.

Car: 2004 330Ci
Track/Course: Texas World Speedway CW
Best Lap Time: 1:58:32
Brake Pads: PFC01s
Tires (Size & Model): 255/40R17 Hankook R-S3
Suspension: TC Kline S/D w/ Vorshlag camber plates
Other Mods: supercharger, Stop Tech BBK, LSD
Excuses: none



Car: 2004 330Ci w/ 5 cylinders
Track/Course: Texas World Speedway CCW
Best Lap Time: 1:59:97
Brake Pads: PFC01s
Tires (Size & Model): 255/40R17 Hankook R-S3
Suspension: TC Kline S/D w/ Vorshlag camber plates
Other Mods: supercharger, Stop Tech BBK, LSD
Excuses: Not bad with only 5 cylinders!

Car: 2004 330Ci
Track/Course: Motorsport Ranch Houston CW
Best Lap Time: 1:59:00
Brake Pads: PFC01s
Tires (Size & Model): 255/40R17 Hankook R-S3
Suspension: TC Kline S/D w/ Vorshlag camber plates
Other Mods: supercharger, Stop Tech BBK, LSD
Excuses: slowed up for a car that was off on a key area which probably added about .5 - 1 second.

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      10-30-2012, 06:55 PM   #363
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Quote:
Originally Posted by GewoW View Post


stock 6MT with AP kit and race pads. AD08.

still have about 1-2 secs I think...getting there! DCT makes such a difference on this track! 6MT is basically 3 & 4th only. I still prefer it though
1:58.8 on street tires at LCMT is very decent!! Nice driving

Agreed about DCT. I use 2nd, 3rd, 4th and 5th on this track. DCT is almost like cheating .

PS: You should edit your post and add the following:
Car:
Track/Course:
Best Lap Time:
Brake Pads:
Tires (Size & Model):
Suspension:
Other Mods:

Last edited by CanAutM3; 10-30-2012 at 07:01 PM.
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      10-30-2012, 08:15 PM   #364
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Agreed about DCT. I use 2nd, 3rd, 4th and 5th on this track. DCT is almost like cheating .
This might sound stupid but my biggest issue when I jump into my E90 is the DCT. I'm always bouncing off the rev limiter especially if I'm behind a loud spec boxster. It takes me a LOT longer to get my shifting down in my DCT E90 vs my 6SP E46. I might need a much louder exhaust or something. I can't hear shit.
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      10-31-2012, 06:56 AM   #365
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Quote:
Originally Posted by bigjae1976
Quote:
Originally Posted by CanAutM3 View Post
Agreed about DCT. I use 2nd, 3rd, 4th and 5th on this track. DCT is almost like cheating .
This might sound stupid but my biggest issue when I jump into my E90 is the DCT. I'm always bouncing off the rev limiter especially if I'm behind a loud spec boxster. It takes me a LOT longer to get my shifting down in my DCT E90 vs my 6SP E46. I might need a much louder exhaust or something. I can't hear shit.
I think a DCT will be quicker in the right hands. It does involve many more gear changes.

I had an e92 M3 and like Gewow above mentions, at LCMT all it requires is 3'rd and 4'th gear.

The DCT on the same track uses (as canaut mentions) 2'nd through 5'th gear. That's a lot more and more chance to bounce off the limiter or not be in the right gear. Its the better track option but requires more practice as far as what gear to be in and even shifting gear mid corner.

At LCMT there is only one sweeping long left gander where I can think you would switch from 3'rd to 4'th gear so basically all the gear changes are when you're in a straight line pretty much.
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      10-31-2012, 07:03 AM   #366
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Quote:
Originally Posted by M3 Montreal View Post
I think a DCT will be quicker in the right hands. It does involve many more gear changes.

I had an e92 M3 and like Gewow above mentions, at LCMT all it requires is 3'rd and 4'th gear.

The DCT on the same track uses (as canaut mentions) 2'nd through 5'th gear. That's a lot more and more chance to bounce off the limiter or not be in the right gear. Its the better track option but requires more practice as far as what gear to be in and even shifting gear mid corner.

At LCMT there is only one sweeping long left gander where I can think you would switch from 3'rd to 4'th gear so basically all the gear changes are when you're in a straight line pretty much.
Definitely agree that the DCT can be quicker but It isn't nearly as mindless as you'd might think. Especially for someone who is so used to driving a manual that they've actually stepped on a clutch that wasn't there a couple of times.
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      11-01-2012, 09:22 PM   #367
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Quote:
Originally Posted by bigjae1976 View Post
Definitely agree that the DCT can be quicker but It isn't nearly as mindless as you'd might think. Especially for someone who is so used to driving a manual that they've actually stepped on a clutch that wasn't there a couple of times.
Agreed. I need to upshift and downshift 7 times per lap compared to 3 times on a 6MT at LCMT. That is 8 more shifts per lap, so you do need to pay more attention. However DCT makes the shift itself very easy (simply flick a paddle) plus it allows to shift in areas where it could be pretty difficult to do with a 6MT.
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      11-01-2012, 09:50 PM   #368
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Quote:
Originally Posted by M3 Montreal View Post
I think a DCT will be quicker in the right hands. It does involve many more gear changes.

I had an e92 M3 and like Gewow above mentions, at LCMT all it requires is 3'rd and 4'th gear.

The DCT on the same track uses (as canaut mentions) 2'nd through 5'th gear. That's a lot more and more chance to bounce off the limiter or not be in the right gear. Its the better track option but requires more practice as far as what gear to be in and even shifting gear mid corner.

At LCMT there is only one sweeping long left gander where I can think you would switch from 3'rd to 4'th gear so basically all the gear changes are when you're in a straight line pretty much.
There are 2 turns where I typically upshift while the car is laterally loaded: turn 13 (the long right hander between Bridge a Namerow) and at the track out of turn 15 (going onto the front straight) as hit redline before the car is completely straight.

In this short sequence you will see these 2 corners (same clip I have posted on another thread).



I could also probably benefit by upshifting a bit later going into turn 6, but I still have the bad habit of short shifting before the turn-in.

I have also started using a new tighter line at the exit of Namerow where I downshift into 2nd. I previously used to do the wider/longer/faster line in 3rd gear (like in the video above). I now take a tighter/shorter/slower line. 2nd gear allows me to accelerate faster back to speed. I have not yet figured out which of the 2 lines yields the fastest sector time, I need to get my buddy to lend me his data logger to figure it out .

Last edited by CanAutM3; 11-03-2012 at 07:17 AM.
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      11-05-2012, 06:21 PM   #369
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Car: E90 M3 DCT
Track/Course: Streets of willow full course w/bowl and chicane
Best Lap Time: 1:25.7
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      11-07-2012, 06:03 AM   #370
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Track/Course: NJMP - Lightening
Best Lap Time: 1:17.6
Brakes: PFC 08s, ATE RB
Tires (Size & Model): 265/30/19 & 275/30/19
Suspension: KW Sleeve Kit
Other Mods: ESS Tune

Track/Course: NJMP - Thunderbolt
Best Lap Time: 1:38.5
Brakes: PFC 08s, ATE RB
Tires (Size & Model): 265/30/19 & 275/30/19
Suspension: KW Sleeve Kit
Other Mods: ESS Tune

After an amazing season at the tracks in the tri-state, I can personally say the M is most at-home on the track. It inspires so much confidence and you just want to keep on ringing it out lap after lap after lap. The only thing that seemed to drop in performance over time were the brakes that faded a couple times going hot into turn 1s (yikes!).
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      11-07-2012, 08:20 AM   #371
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      11-07-2012, 09:16 AM   #372
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Quote:
Originally Posted by CanAutM3 View Post
I have also started using a new tighter line at the exit of Namerow where I downshift into 2nd. I previously used to do the wider/longer/faster line in 3rd gear (like in the video above). I now take a tighter/shorter/slower line. 2nd gear allows me to accelerate faster back to speed. I have not yet figured out which of the 2 lines yields the fastest sector time, I need to get my buddy to lend me his data logger to figure it out .
Interesting...I would like to hear the results. I don't have what I consider a really accurate data logger to figure out which one is faster...so I'll look to you for some info

I usually take the shorter line in tight 180s but its REALLY hard to tell if the wider/faster line is better. What happens is I catch the car under braking and then I have to really slow the car well under its max cornering capabilites to keep from running them off track. Then that kills my exit speed, I'm bogged down in 2nd and then the car that I caught takes off. But the real question is am I faster on exit? I can't really tell.
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      11-07-2012, 07:23 PM   #373
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Quote:
Originally Posted by bigjae1976 View Post
Interesting...I would like to hear the results. I don't have what I consider a really accurate data logger to figure out which one is faster...so I'll look to you for some info

I usually take the shorter line in tight 180s but its REALLY hard to tell if the wider/faster line is better. What happens is I catch the car under braking and then I have to really slow the car well under its max cornering capabilites to keep from running them off track. Then that kills my exit speed, I'm bogged down in 2nd and then the car that I caught takes off. But the real question is am I faster on exit? I can't really tell.
Funny coincidence that you ask, because I spent some time last weekend analyzing track footage to figure which line is quickest. I wasn't patient enough to wait until next season to get a data logger

So I calculated the sector times from the turn-in point of turn 14 to the start-finish line using the time stamp in the videos. I only considered "clean" sectors where I did not have to pass any cars.

I only had one video with the new tight/short/slow line with six "clean" passes in the sector with the following times: 2x 13.20", 2x 13.23" and 2x 13.27" for an average of 13.23". I was happily surprised with my consistency, with a max difference of only 7 hundredths of a second between passes .

I then checked two recent videos where I am taking the wide/long/fast line. Out of 10 "clean" sectors, I averaged 13.58" with a fastest of 13.37" and slowest of 13.98".

So I think I can safely conclude that the tight/short/slow line is the overall faster approach with my car in this specific sector at LCMT. There is an average difference of 0.35 seconds on a 13.5 second sector. To put it in perspective, 0.35 seconds at 100mph (the speed at the end of the sector) is 51 feet, plenty to pull a clean pass. From a different perspective, it would be the equivalent of more than 3 seconds on a 2 minute lap, not negligible. Further my fastest time of the wide line (13.33") is slower than my slowest time of the tight line (13.27").

On the specific session where I tried this new line, I did my best ever lap at 1:55.30 compared to my previous best of 1:55.53. So I am assuming that this new line was a important contributor .

I will post the video shorty as proof .

To your point of your car bogging down when you catch other cars in a corner, I believe it is important to adapt your line based on the traffic you are faced with. In an HPDE, where you cannot pass in a corner, there may not be a benefit in catching up under braking if it kills your exit speed. It is sometimes better to keep a distance going into the turn to allow you to maximize your exit speed; and then slingshot by on the straight (as long as the other driver is quick enough with the point by ). Folks with momentum cars need to be quite familiar with this technique, as it is the only way they can get by higher hp cars .

Last edited by CanAutM3; 11-07-2012 at 09:03 PM.
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      11-08-2012, 10:39 PM   #374
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always felt the tighter line was faster, but this was subjective. good to know. wonder if it's the same with 6mt, as I'm always in 3rd gear. im pretty sure its still the case.
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