(adsbygoogle = window.adsbygoogle || []).push({});

BMW 2002 turbo '73 387pp/167hp/244Nm/1080kg
Confort soft or under preferable, stock wheels.

Setup obeying real-world setup/style.
Part explains later, all coming from real-world.
No oil change
137/137
5.80 / 4.91 (5.95 / 5.21 = 333/292lb/in
4/6
3/4
5/6
0.4/2.3
+0.05/+0.10
5/5 standard brake bias

220kmh gearbox
3.368
2.160
1.580
1.240
1.000
Final 3.360

12/28/8 LSD


###################################

Race setup 273hp/344Nm/450pp/1080kg (discontinued experimental setup)
No oil change
123/123
5.95/5.21
6/7 (test with 6/8 and reduced rear arb)
5/6
5/7 (test with 5/6 and increased rear dampers compression)
0.7/2.5
+0.05/+0.11
5/5 standard brake bias

240kmh gearbox
3.368
2.160
1.580
1.240
1.000
Final 3.360

12/28/8 LSD
Twin-plate clutch
Carbon propeller shaft


Power parts: (100%)
Engine stage 2
Sports computer
Racing exhaust
Isometric exhaust manifold
Catalytic converter sports

Can't really decide which way I want leave rear.. Probably 8 comp and 6 arb.. Even it slides a bit. Something really minor would make it better, normally I would adjust spring rate, but not on this tune.. Maybe ride height.. Will see..

Race setup with CS tyres at Ascari takes 2:33 laps.
Stock power around 2:41.


############################

Final racecar version here : searched bit more for power weight etc and decided to change it to this.

Racecar setup 236hp/307Nm/445pp/903kg
No oil change
123/123
6.25 / 5.35 (5.95 / 5.21 333/292lb/in)
6/8
5/6
5/6
0.7/2.5
+0.05/+0.11
5/5 standard brake bias or 6/6

240kmh gearbox
3.368
2.160
1.580
1.240
1.000
Final 3.360

12/28/8 LSD
Twin-plate clutch
Carbon propeller shaft


Power parts: (100%)
Engine stage 0
Sports computer
Racing exhaust
Isometric exhaust manifold
Catalytic converter sports
Intake tuning
239bhp/306Nm/446pp with bored cylinders, better handling
Engine stage 1
Sports Computer
Racing Exhaust
Catalytic Converter Sports

Body (improved body rigidity installed!)
Weight reduction stage 3
Carbon bonnet
Window weight reduction
Ballast 0kg

Do oil change if you want to take it on 450pp races. Runs fine on CS and SH tyres.

Edit: stock has now F325/R275lb/ft sport springs, racecar has F350/R300lb/ft racing springs.

Tested 450pp as
Engine stage 2
Ecu
Racing exhaust
Isometric exhaust manifold
Sports catalytic

Gives 273hp/344Nm on Nordschleife offline CS tyres 8:17
8:02 with SH tyres, rear is bit soft for 450pp, but it's made for nearly 100hp less power.

Thank You Ode, setup looks interesting. I hope the rear end is stable.

I remember this car very well, nice and fast car with big tuning potential. Good choice for our tuning exercise. People from Germany have probably seen this car in Nordschleife / ADAC young timer races, they still use it quite a lot.

I test it immediately when I have opportunity.

Jouni

I was surprised how good rear is using oem setup with aftermarket springs and oem diff lock.

Doing alternate setup for more race style, dropping lower and making it bit stiffer to handle that 273hp, raising better compound too, how good compound not sure, probably just sports hard.

Alternate setup should do something like this on video .


This will be reference grip for race setup / suspension, also handling.: (1.25G grip, between 1.25-1.5G starts breaking traction.


About track choice, I'll be using Ascari as testing ground, but making sure at tune will work on all Nurburgring variations.

Both ready, small changes on stock power too. Soon updating earlier setup post.

Hey jounijkk.

The posting from Ode is a usefull basic help. But a wrong Setting on the Rear can be result in Understeering, even a wrong setting on the Front does produce Oversteering.

For Example: When the Rear Tyres/Axle can´t follow the Line from the Front Tyres while cornering, because you setup the Rear very stable for accelation out of the corner, can this results in Understeering. In this case it is wrong to try setup the Front for less Understeering ans raised up the Front grip, was ends in a very small and tight Suspension Limit Range, because the bad balance between Front/Rear are the Main Issue. Sorry for my rusty English, i hope do you understand me.

@NtodaD
Your english is very ok and I thank You for Your post. Keep posting.

You gave me something to think. I'm probably doing that mistake You were talking about - and I'm doing this mistake a lot when doing my setup.

Do You have any advice how I could notice in witch end of the car the real problem is? Do You have some kind of system? I'm little bit afraid that if there is understeer I don't notice that the real problem is in the rear - so I'm just focusing to increase front end grip. Bread gave one good hint to decrease understeer by adding rear end are, it was good advice for me.

It would be nice if You could try Odes setup and give Your impression and probably You could make Your example of setup. It would be very intresting.

Jouni

@NtodaD, understand your point, but had to add more dimensions, both ends of car can be reason for under- or oversteer, this BMW needs proper lock, or no lock at all, and slight changes on lock can make different type of over- or understeer happening.
This tune starting point is set of springs, only thing what not touching during tuning, but all other settings are really meaningful for overall handling of car.
During race setup there was set of LSD made suit increased power, worked well, then installed twin-clutch and tune breaks, switching only carbon propeller shaft and again difference on handling, LSD exaggerate rear lock with twin-clutch, making understeer/oversteer combo on cornering, propeller shaft made reactions of rear lock so much quicker at lock felt to light on several places, and other places it just kicks too quickly. Then putting both on same time and it was nearly fine, but nearly is not enough for me if I know how avoid such behavior, I reduced accel and decel sides to match desired handling.

Long story short: there is no parts to install what aren't making changes on car handling, so many things can be corrected from either end of car, but good tuner job is to find best compromise for overall handling, meaning it doesn't matter which end of car you fix to get it going right.
Plus, I tried(and will try) to avoid abnormal tuning methods, only methods what are close to real-world style.

Both setups posted(updated) on earlier post.
That dampers rear compression might be better on one click softer with both tunes, changed LSD brake locking rate reduces rear stress and now softer can work better..

I'm struggling on compromise point, tomorrow have to make decision how to settle rear of race setup, probably just staying on DampComp 8 and Arb 6, would like to drop out carbon profiler shaft and twin-plate clutch and use higher lock instead, but then car is not race modified.. Principle problem on tuning same principale makes me thinking to rip but out from weight too... Making tune even harder.. But hell yea dunno what to do...


My tuning on this car is limited on few places, real springs, real camber value range, real used toe range, real gearbox, real lock of rear diff (40%), brake side unknown, but often used half of accel, or other common ramp usage way, half lower ramp probably would give 20%, or from middle of those getting 30%.. And aiming on real-world seen behaviour of current car.. Well anyway fun to do, surprisingly good car to drive using these methods.

No more Jada Jada by be, both setups are there, dropped out that earlier race setup and made lighter stiffer racer.

I'm done with those BMW 2002's, May or may not like results, you can tell that, personally it felt like it should. Yes I know at smashing throttle on floor during cornering may result nice long slides, but it really should do that.

Ode, You have done very good job - again. And those real life videos are very good findings and so interesting to watch and study.

I tried Your setup and of course I had difficulties ( and yes, I met those long slides, but this time You can control those slides better than Lotus ). Actually I don't really care about my driving problems, because I know Ode can drive really fast with those setups. I just learn to drive with those little bit better. Then I also test how to use this table ( page 103 ) and just to see the effects of changes. I think this basic version of Bmw is really good car for that.

I have tested this Bmw only one hour ( I haven't go the time before ), so I need much more time to go deeper to the soul of this car. Basic version is enjoyable. Ode is making those replicas faster than I have time to test, amazing.

Again Ode has given to us a real replica and excellent starting point to make individual setup. I really don't know where Ode is digging those values for the car so fast, but I really respect of the effort what it takes to find those real life values.

Jouni