Level 12 is the most aggressive traction and the least amount of wheelslip, while level 1 has no traction control and the most amount of wheelslip. Each aspect has 12 levels of adjustability, controlled via two scroll wheels mounted to the steering wheel. There are two adjustable aspects to the system: How aggressively you’d like the traction control to kick in, and how much wheelslip you’d like to allow before the system intervenes. The only other things you have to worry about are steering, throttle, and braking. Going from gear to gear requires nothing more than a pull of the up or down paddles. The only time you need to use the clutch is from a stop. Unlike the M8 street car, which uses a torque-converter automatic and a trick all-wheel drive system, the M8 GTE sends its power to the rear wheels via a six-speed sequential, controlled via paddles on the steering wheel. But once I finally got the car to move, the driving experience became strangely straightforward. On my first time out I immediately stalled the M8 no less than three times. I suggested to the engineers I side-step the third pedal instead and light up the tires to get away, hot-pit style. The clutch’s bite point is razor thin and impossible to smoothly engage you have to ride the throttle hard to get going. Setting off in the big M8 is the most daunting part of the process. The two only look similar until you put them next to each other. Step 1: Raise the car on its integrated air jack system, remove the wheels, and install rear wheel spacers. What follows is what BMW describes as an “abridged” version of the M8 GTE’s lengthy startup procedure: But modern race cars are more computer than car, so I couldn’t just hop in and go. Race suit on and helmet in hand, I was ready for the challenge, seeing as how I drove the company’s M3 GT ALMS car exactly one year prior. It joins powerhouses like the Revs Institute at the Brian Redman Targa 66 track day event, the perfect place to suss out issues and get real, uninterrupted seat time amongst similarly desirable metal.īMW invited a select few journalists to get some time behind the wheel of a big M8 during this test weekend before both chassis are sold off. Every February the company and its motorsport partners at Rahal Letterman Lanigan Racing bring a collection of historic race cars to Homestead-Miami for a yearly shakedown, prepping the cars for an upcoming year of various events, such as the Monterey Motorsports Reunion. And a quick drive around the office parking lot won’t cut it. The car still wears its bright red Motul livery, and though it’s been cleaned up and mechanically refreshed, still shows a fair number of battle scars.īefore it can be auctioned, BMW needs to make sure chassis 1810 works correctly. It only competed in three events: Sebring, where it finished 2nd, Watkins Glen, where it finished 3rd, and Road Atlanta, where it finished 5th. The M8 I drove, chassis 1810, is one of those cars.Ĭhassis 1810 raced as the #25 car for the 2021 season with drivers Connor De Phillippi, Philipp Eng, and Bruno Spengler at the wheel. The #24 Daytona winner has already been sold, while the remaining two cars will be sold at auction. Of the five chassis owned by BMW North America, the company plans to keep two for display and historical racing purposes, including the #25 car that won Daytona in 2019. BMW retired the M8 GTE from competition at the end of the 2021 season.
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