In July I ran my M3 and 2002 at the SVRA sanctioned Portland Vintage Racing Festival. The M3 ran in Group 12A, and the 2002 in Group 8.
It’s always interesting to see how the various race groups are made up. The sanctioning body, in this case SVRA, tries to make up the groups as best as it can from the entries they receive for an event.
For this weekend Group 12A had a real mix of interesting cars. There were some Big Block Corvettes, Cobras, Trans-Am sedans, NASCAR cars, along with a couple of prototype cars, tube frame GT cars, and my M3.
On Saturday’s Qualifying race I qualified 7th and had a great race with Cameron Healy in his RSR Porsche. We ran nose to tail until he had a motor issue and had to pull off. I finished 4th.
For the Saturday Feature race I had to make a good start as I was surrounded by big block cars. The M3 is very quick but it does not have much torque so I was worried they would get the jump on me going down to Turn 1. Was able to keep them behind me and went on to finish 4th with my best lap of the weekend, a 1:24.9.
Jim Froula, who won on Saturday, didn’t start on Sunday so I started 3rd behind a 427 Corvette and a 427 Cobra. Outside of me was the #33 Skoal Bandit NASCAR Lumina. Again I had to make a fast start or they would eat me alive before we got down to Turn 1.
I am able to hold off the Lumina and finish 3rd over-all, and 1st in class with a best lap of 1:25.1.
My 2002 ran in Group 8. this is a really fun Group to run in. It is made up of mid-bore sedans and sports cars so there is always close racing.
For the Feature race I started 9th. The first lap was pretty wild and woolly! I was gridded inside my old friend Hans Guttman in his 242 Volvo and just behind Paul Gladio’s 911. There was also a bunch of Lotus 7’s in the mix. We swapped places back and forth for the entire race. It was a lot of fun.
I ended up finishing 9th over-all and 3rd in BS with a best lap of 1:29.5. Here’s the video, hope you enjoy it!
Photos courtesy of Bill Wagenblatt at: http://historicmotorprints.com
In August we made our annual pilgrimage down to Monterey for Car Week. With only 2 cars entered in the Rolex Races we looked forward to a relatively quiet week.
The featured marque this year was Datsun. In the program they had a picture of John Morton’s BRE Datsun 510 racing at Laguna Seca in about 1971-72 and coming into the frame is my #34 BMW 2002 when it was raced by Hyde Park Motors.
I also had consigned the Cobra I took in trade for the Chevron B16 with Russo & Steele. The car went across the stage on Friday night but barely reached the reserve I had on it. I decided to drop the reserve at the last moment so the car went to a new home. I didn’t get what I hoped for, but we also didn’t have to pay to haul it home. Auctions are a crap shoot!
As I said, I had 2 cars entered in the Pre-reunion races as well as the Reunion Races. During the Pre-reunion races the right front strut mounting broke in the CSL when I was forced up onto the cement berm on the inside of Turn 6 by a slower competitor that didn’t see me. The problem didn’t show itself until the Saturday morning race the following weekend. The result was that we had to park the car. It is not a difficult fix but Jim & Terry didn’t have what they needed to accomplish it.
The M3 ran flawlessly during the Pre-reunion weekend. The car was in the group with the GTO and IMSA GTP cars. I spent most of my time watching my mirror as the GTP cars closed very quickly from behind.
Still, I managed to finish 13th in the Feature race during the Pre-reunion weekend after some great racing with Phil Mendelovitz in his Datsun 240 SX GTU car.
For the Reunion Races SCRAMP allowed me to move from the GTO/GTP Group to the same group the CSL was to have been in. They even let me start where my lap times placed me in the group.
I had a great race going with Richard Goldsmith in his Dekon Monza until I started smoking heavily. It turns out there was a large crack in the block that developed and oil was seeping out onto the headers.
I ended up with a DNF. Here’s the video from the week:
We had our first race last weekend with the M3 at the HMSA Spring race at Laguna Seca.
Let me first give a big shout out to Pall, Luis, and Kevin for coming down and cheering us on. It was great fun to meet them and talk about all things M3! And if you haven’t looked at Pall’s Flicker album yet- don’t miss it. He got some really great shots of the car.
This was my first time in the car and I always approach a new car with the idea of just getting comfortable with it, the controls, the feedback its giving me, and making sure everything is operating nominally.
Saturday morning was cool and damp. The track was dry, but off-line there were damp patches. I used the first few laps of the session to just get comfortable in the car and to build a little heat in the slicks. I also needed to scrub the mold release off their face.
After a few laps I began to build up my speed. The gearbox in the car is pretty amazing. It is a Getrag 265 case with Samsonas innards. The cluster features straight cut gears and it has a dog ring so the clutch is not necessary once you are moving. I chose to use the clutch for now so as to not add another complication to my learning the car. Later I’ll work at shifting w/o the clutch. The gear throw is VERY short; just a flick of the wrist and you’re in the next gear. Really sweet.
The car felt very neutral and I kept having to push myself deeper into the corners before braking as they are much more effective than any of my other cars.
Saturday afternoon the rains came. It started just as I was sitting on pre-grid for the qualifying race with my 2002. By the time our race was over there were puddles starting to form on the track so I decided not to take the M3 out.
Sunday morning was sunny and warmer. I took the car out for the morning warm-up session. The second time in a new car is always better. I feel like I at least know more what to expect, plus I am more comfortable with the steering, pedals, and shifter. So I turned it up another notch.
As I began to push the car harder it began to show more of its personality. The first thing I noticed was a little bit of under steer on turn in. As I reached the apex and added power the car instantly neutralized and came off the corner like a freight train. There are in cockpit adjustments for the sway bars and brake bias. I will begin exploring those later. I have left them at the settings the previous owner recommended.
The engine in the car is great. It dogs below 4500, which you would expect. Once you reach 5500 it really comes alive and pulls hard up until the red line. I was choosing to shift at about 8000-8200. red line is marked on the tach at 8500.
I was gridded for the feature race in 4th behind 2 2018 Porsche GT3 Cup cars, and a 1990 Olds tube frame GTO car. How did we get 2 brand new GT3 Cup cars on the grid of a vintage race? Good question. I asked but never got a straight answer from HMSA. I’m guessing the reason was financial. There was also a 2012 GT3 Cup car in the field. He was gridded at the rear of our group because he didn’t have a qualifying time.
As the 2 GT3 Cup cars sailed off into the distance I chased the GTO car. I decided I would just follow him and keep him honest while I was still learning the car. My best lap was a 1:40, about 2 tenths quicker than the GTO’s best lap. A few laps into the race the other GT3 Cup car came forward and passed us both so I finished 5th overall, but 2nd in the ‘vintage’ class.
I also raced the Koepchen 2002 in Group 4. The car was just plain ripping all weekend long. We had the new Ivey engine in the car and it performed very well.
In Saturday’s qualifying race I had a great dice with Dennis Racine in his yellow Mini. I was finally able to pass him in Turn 11 on the last lap to finish 2nd.
In the feature race I was able to pass the lead Datsun 510 going through Turn 2. He missed a shift going into Turn 5 and I opened a lead on him that I was able to keep throughout the rest of the race.
My best lap was a 1:49.7. The best I have ever done in the 2002 at Laguna Seca.
My new E30 M3 arrived on Friday February 2nd from Australia. It was loaded in a 20 ft. container and shipped up to Seattle, with stops in Aukland, Fiji, Honolulu, and Vancouver B.C.
Jim Froula, from Racecraft, met us at the shipping company’s office with a trailer. It was quite a thrill to walk back into the warehouse and find the car sitting there ready to go.
The car is beautiful! It is nicer and better prepared than we had imagined. Hats off to Eric Bowden and his crew.
This car was raced in the Japanese Touring Car series from 1988 through 1993. It raced for 4 different teams during those years. Its most successful year was 1993 when it powered Anthony Reid to 3rd in the drivers’ championship.
Following its time in Japan the car went to Malaysia for a few years before coming back to Switzerland where it ran some hill climbs. It then sat for several years before going back to Australia where it underwent a complete restoration back to its 1993 red/white/blue Valvoline livery.
First car is the M3 race car I bought a few weeks ago. It has been loaded into a container and onto a ship. That ship left Australia on January 9th headed for Seattle. It should arrive sometime in early February.
The Willis and all its extras left Racecraft’s shop yesterday morning. It will head south to Arizona where it will be photographed for the Bonham’s Auction catalog for their Amelia Island Auction that is happening on March 8th. Here’s a link to the auction site.
The Willis is not yet listed among the Lots on offer but should be soon:
Last but not least, my Hyde Park Motors Trans-Am 2002 is headed back to the BMWCCA Foundation museum in Greer, SC where it will be a part of the display honoring the 50th Anniversary of the 2002.
I spent a couple of days cleaning him all up. I then took him up to Portland to meet the same truck that is hauling the Willis.
The car will be on display starting in March through January. He will get a well deserved rest for this summer.
The car was spectacular, and had the exceptional history that I prefer. The price was well below a comparable DTM car, so I made the purchase.
Here’s a brief synopsis of the history of M3 1/60
In 1987 BMW produced what is the most successful racing / touring car of its type – the M3. During its 5-year reign it achieved 1436 victories and continued to dominate well after 1992, winning races in the Group A’s events in Europe, Japan and Australia.
In all 260 cars were produced in Touring Car trim, which could race in Group A, DTM and Group N. An additional 40 – 50 rally cars were also built.
The M3’s were built for the express purpose of winning the European Touring Car Championship (ETTC), but were rushed into production to challenge for the World Touring Car Championship (WTTC).
In the first race at Monza in 1987, M3’s filled the first 6 places but were later disqualified for running what was known as ‘cheater panels’.
The success made everyone sit up and take notice especially the Ford Motor Company who were campaigning some fast RS500 Sierras and were determined to win the WTCC.
The racing that year was close all season and battles were order of the day right down to the last race with the Schnitzer M3’s of Charlie Lamm, just beating Ruedi Eggenberger’s Texaco Sierra, BMW only just taking the title.
BMW were still considered the underdog and they were aware that they needed to do something special if they were going to keep in front of Ford’s RS500 Sierra, hence the ‘Evo’ (evolution) label was added to the M3’s various improvements.
These included more grunt from the engine, better aerodynamics, lighter body panels and more amenable driving positions.
The ultimate Evo package was developed in 1990 for Group A cars. At that time Australia had created their own Group A, as had DTM.
Japan, however, stayed faithful to the original Group A concept and followed FISA (FIA) rules for racing. The reason why is not too clear and could have been for many and varied reasons, after all Nissan (for one), had spent an absolute fortune developing the R32 GTR which dominated Group A.
Whatever the reason, the ‘golden age’ of Japanese racing saw tracks filled with BMW, Ford, Honda, Mazda, Mitsubishi, Nissan, Toyota plus the occasional Mercedes 190E joining in the fun.
Middlebridge Racing purchased two of the top spec EVO BMW M3’s and prepared them to run in the 1993 season of the JTCC.
Chassis M31 / 60 was campaigned by Anthony Reid, who was a well known stunt driver, BTCC contender and British Land Speed record holder. Anthony also managed to get on the podium at the ‘Le Mans 24hr’.
His 1993 JTCC campaign was backed by Tomei Sports, with Asahi Kiko and Valvoline sponsoring him in what was the last and most exciting year of the JTCC Group A.
The car was painted in Valvoline’s corporate colors and had all the latest Evo upgrades. Reid achieved many podium places, including a win in round 5 of the JTCC at the Ti Circuit Aida. At the 1993 season’s end, Reid was in second place behind the Auto Tech M3.
That was the end of that particular racing class, and the car was bought by a businessman who continued racing it in the Valvoline livery. Valvoline requested that he changed the paint as he was clearly no Anthony Reid.
The car was then bought by a Swiss racer who used it in hill-climbs back in Switzerland. It was later sold on again to Classic BMW-expert, Alex Elliot, who sold it to Australian, Adrian Brady. Brady, who had a number of special BMW’s, sold it on to its current owner, Ecurie Bowden.
The car was extensively restored over a 12 month in 2011 and in its racing debut in 2012 came 3rd in feature race at Muscle Car Masters. It has been raced in the Australian Group A Historic races since.
The car is currently in transit from Australia to the US. It should be here in early February. Stay tuned for additional updates.