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05-13-2014, 10:53 AM | #309 |
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On the track, I am pretty sure I could, the difference wasn't subtle. Further, my exits speeds were lower, which is a pretty good giveaway. I feel a similar difference when I refill the gas tank and get back on the track. On the street, it would be much more difficult to feel the 90-100lb IMO.
Last edited by CanAutM3; 05-13-2014 at 12:32 PM.. |
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05-13-2014, 12:13 PM | #310 |
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Also the tranny isn't sitting next to you in the passenger seat (unless that's your thing), but beneath you in the center of the car. I would agree that someone wired into their car's performance might detect it, but it will be very subtle. An extra passenger is a bad analogy because of where the extra weight is added.
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05-13-2014, 12:29 PM | #311 | |
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05-13-2014, 01:36 PM | #312 | |
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I have a friend that races professionally and when discussing the importance of weight loss in road cars I asked him if he could notice a 175-lb weight loss. He covered the differences between sprung and unsprung weight but ultimately said he couldn't feel the difference between a passenger and no passenger. I used to race dirt bikes (back in the good old days of 2-stroke motors) as well but they're so much lighter that proportionally, 75 lbs of extra weight there is an entirely different story. I honestly can't feel the difference between passenger and no-passenger either. Especially on the street. Like I said before, I'm sure (I'm certain) the numbers tell a different story. But being able to really feel a tenth of a second worth of difference is truly impressive.
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05-13-2014, 02:04 PM | #313 | |
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05-13-2014, 02:18 PM | #314 |
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I'm going to have to remember that one.
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05-13-2014, 03:20 PM | #315 |
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I'm not joining the collective freakout over what amounts to half a tank of gas. If that's the standard, it could be argued that under real-life conditions, the E92 is the lighter car since it empties its tank faster.
I will say I am impressed they were able to achieve these weight reductions given the larger dimensions of the car, and I'm sure this is only the beginning. With them recently signing a $200 million contract to triple carbon fiber production, the Comp/LCI could shed even more weight. Speaking of the new dimensions, they've reached a point where the M3 actually works as a sedan for me (complete with engine character far less stressful for passengers), succeeding in the mission statement the E90 was too cramped and the F10 is too fat to fulfill. Incidentally, it doesn't really work as a coupe for me anymore, even before you consider the squat, squished profile and stupid branding of the F82. Thank goodness the sedan is the looker of the two, or I'd have to skip out on this generation entirely. |
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05-13-2014, 05:32 PM | #316 | |
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It is also a bit of a pattern from BMW ///Marketing which really irks many of us. All the BS about the E92 M3 being "lighter". The BS about the M4 being a revolution in composites. The BS about how its CF driveshaft is new technology (perhaps it was for some Nissan sedans in the 90s...). Their radical change of focus insisting that high revving, NA with razor sharp throttle response is the heart and soul of an M car now to jumping on the bandwagon about torque, torque, torque. Their insistence that a 50-50 weight distribution is somehow chassis "magic". Others can surely add to this quick list right off the top of my head...
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06-20-2014, 03:50 PM | #317 |
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