(3478 KB) Pobierz
In 8.22 minutes aro-
und the Nürburgring
Nordschleife in the
BMW M3 with SMG
The Nordschleife line
All the info
Bend by bend guide
Tips from the professionals
All the facts
Presented by BMW M GmbH
807294095.130.png 807294095.141.png 807294095.152.png 807294095.163.png 807294095.001.png 807294095.012.png 807294095.023.png 807294095.034.png 807294095.045.png 807294095.056.png 807294095.067.png
Coming soon to Michael Schumacher’s rear mirror
Demnächst in Michael Schumachers Rückspiegel.
At auto motor und sport Kart Camp we watch up-and-coming motor racing talent
and systematically promote youngsters’ careers – some even as far as DTM and
Formula 1. This is our contribution to a great passion: motor racing. In so doing, we
also ensure that there will be no lack of interesting personal stories and interviews
in the future! Further information at:
Im auto motor und sport Kart Camp beobachten wir junge Rennsport-Talente und för-
dern sie systematisch bei ihrer Karriere – manche sogar bis zu DTM und Formel 1.
So tun wir etwas für unsere große Leidenschaft – den Motorsport. Und sorgen
nebenbei dafür, dass uns auch in Zukunft die interessanten Personality Stories und
Interviews nicht ausgehen! Weitere Informationen bei:
807294095.078.png 807294095.088.png 807294095.089.png 807294095.090.png 807294095.091.png
in the past, not only the
lap times counted but
also the road holding
Ready for take-off
The mystery of the Nordschleife can be expressed in precise figures:
the lap records reflect heroic feats and technological summits
T he rule applies both to racing cars
gy as the years passed. Since Formula 1
engines have not been heard at the Ring
since 1976, their best time has long been
surpassed by today’s standards: Clay Re-
gazzoni burned a lap time of 7.04 minu-
tes into the Eifel circuit. The fastest of
the fast was Stefan Bellof in 1983: 6.25
minutes in the Porsche 956 for a lap of
the Ring in racing trim. In the qualifying,
he even made it 14 seconds faster, at an
average speed of 200 km/h. All other re-
cords pale in comparison, mainly because
professional racing has avoided the Ring
since then. This is actually a shame, as
shown by the DTM record of Johnny Ce-
cotto in the BMW M3: 8.46 minutes for
the 25.3 kilometre combination of Nord-
schleife and GP circuit.
and road cars: nothing reveals mo-
re than the lap time on the Nürbur-
gring Nordschleife. Why? Because the
speed of a car has to be in its genes: low
centre of gravity, pulling power, balanced
weight distribution and a perfectly adju-
sted chassis which can cope with the
attacks of this bumpy track.
Because the Ring is no longer used for
racing cars, it is now used more by regu-
lar road vehicles: Wolfgang Kaufmann
squeezed a lap time of 7.32 minutes out
of a Gemballa Porsche with over 600 bhp
– on regular tyres. But the fascination of
a new record will always be there – after
all, fast lap times promise fame and glory.
Marcus Schurig
A glance at the history book of re-
cords attests to milestones of racing tech-
nology and automobile construction –
and demonstrates the state of technolo-
Formula 1 record:
Clay Regazzoni took 7.04 minutes
Fabulous best time: 6.25 minutes
for Stefan Bellof in the Porsche 956
DTM record: Johnny Cecotto
holds the M3 record
Road record: 7.32 minutes for
the Gemballa Porsche
3 Nordschleife special
807294095.092.png 807294095.093.png 807294095.094.png 807294095.095.png
„Allow for a safety margin”
the fast
curve, you
ride too far
out to the left – just to
be on the safe side.
Because of the bumpy
surface, a lot cars will
tend to displace or
even jump.”
After a short high-speed passage at just over 200 km/h, we go into one of the technically
most demanding sections of the Nordschleife, the Hatzenbach-Geschlängel . Entering this
can be treacherous as the pace is reduced in two stages, as it were: in the undulating braking
zone at the end of the straight you should brake short and hard and shift down from fifth to
fourth gear. At the end of the first left-hand bend there is then the second deceleration for the
long double right, taken in almost all cars in third gear and with a fixed steering angle. Sin-
ce being given a new layer of asphalt, the double right bend has lost much of its hor-
ror: many a car used to get stranded in the tyre piles here due to the dangerously
slippery surface.
Special tip from
BMW works driver
Jörg Müller
0,695 kilometres
The left bend after the starting line is the first challen-
ge: before the initial braking zone there is a crest
where the car can become slightly unsettled. So always bra-
ke before or after the crest. The braking zone itself has
many small bumps. Because of the narrowing left-hand exit
to the bend, it is better to turn in late so as to be able to un-
wind the steering lock again immediately after the apex
and then progressively accelerate out of the bend. In so
doing, ride well towards the curb though avoiding any
contact. Insensitive acceleration is particularly fatal in wet
conditions with rear-wheel drive: this second-gear bend is
as slippery as soap. It can be taken in third gear, depending
on axle ratio and drive concept, but rear-wheel drive cars in
particular will quickly tend to understeer because of the
lack of punch.
The data for gears, distance measurement
and speed recommendations is based on a
measurement lap in the BMW M3 SMG ,
with a Nordschleife lap time of 8.22 minu-
tes. The ideal line is shown in colour, as in
our Formula 1 graphics, the braking zones
prior to the turn-in points are marked as
double black lines.
For speed freaks, the first test of cou-
rage occurs only 500 metres after the
starting line. The ultra-fast Hatzenbach
curve is highly demanding. Braking as you
approach will be lighter or harder, depen-
ding on engine power. When braking, care
must be taken to ensure that the car is
standing as straight as possible – this facili-
tates finding the ideal turn-in point. Becau-
se this is an off-camber turn with rough
bumps making things very unsettled from
the apex, the driver has to gently ease the
car into the fourth-gear bend. Coming out
of it again, ride well out and then accelera-
te very early. Caution is essential in heavy
rain: wide rivulets form right across the
Nordschleife special 4
807294095.096.png 807294095.097.png 807294095.098.png 807294095.099.png 807294095.100.png 807294095.101.png 807294095.102.png 807294095.103.png 807294095.104.png 807294095.105.png 807294095.106.png 807294095.107.png 807294095.108.png 807294095.109.png 807294095.110.png 807294095.111.png 807294095.112.png 807294095.113.png 807294095.114.png 807294095.115.png 807294095.116.png 807294095.117.png 807294095.118.png 807294095.119.png 807294095.120.png 807294095.121.png 807294095.122.png 807294095.123.png 807294095.124.png 807294095.125.png 807294095.126.png 807294095.127.png 807294095.128.png 807294095.129.png 807294095.131.png 807294095.132.png 807294095.133.png 807294095.134.png 807294095.135.png 807294095.136.png 807294095.137.png 807294095.138.png 807294095.139.png 807294095.140.png 807294095.142.png 807294095.143.png 807294095.144.png 807294095.145.png 807294095.146.png 807294095.147.png 807294095.148.png 807294095.149.png 807294095.150.png 807294095.151.png 807294095.153.png 807294095.154.png 807294095.155.png 807294095.156.png 807294095.157.png 807294095.158.png 807294095.159.png 807294095.160.png 807294095.161.png 807294095.162.png 807294095.164.png 807294095.165.png 807294095.166.png 807294095.167.png
1st gear
2nd gear
3rd gear
4th gear
5th gear
6th gear
Braking zone
Turn-in point
1,265 kilometres
Cobble ston
One of the characteristic and most fascinating passages of the Nürbur-
gring Nordschleife bears the name Hocheichen: the S following on from
the Hatzenbach bends nestles wildly and awe-inspiringly in the topography
of the surrounding Eifel landscape. Before the new asphalt was laid, the ent-
rance was so slippery that even experienced drivers frequently misjudged.
Even now, especially in the autumn when fir needles cover the track, the run-
up to the right kink can still turn into a slide: with road tyres, even 70 km/h
could mean the end. Because the right-hand kink leads up to a blind crest
which is off-camber from the apex, speed control is absolutely crucial. Here,
less is usually more otherwise turn-in understeer can get you into quite some
trouble. The broad left arc as you come out of Hocheichen is simply amazing:
the steep downhill slope gives the driver a sense of being on an oval race
track and you have to really hit the acceleration as early as possible on the
long subsequent straight. Racing cars with tight suspension tend to jump and
shift a little here. Tip: run wide, even as far as the cobblestones - here you can
already change into fourth gear.
Part two of the Hatzenbach-Geschlängel is
for drivers with feeling. After accelerating
evenly out of the double right, hold your accele-
rator pedal and your breath: the left-hand kink is
taken at the far right-hand edge of the track so
as to use a wide radius and under constant
throttle, i.e. with a fixed accelerator pedal positi-
on. Experienced Ringers will be mindful of the
treacherous bump at the apex, largely elimina-
ted since a new asphalt layer was added. The ad-
vantage is that you no longer have to clip the in-
side curb to keep the car stable. Between exiting
this bend and going into the final S of the Hat-
zenbach-Geschlängel, sensitive and carefully
controlled deceleration work is required: with
soft suspension settings, the car will tend to rock
on a fast change of bends. If this tendency is
reinforced by abrupt braking, the result is coun-
terswing and departure into the nearby Hatzen-
bach crash barriers.
The exit of the Hatzen-
bach passage turns out
to be a treacherous stopper
at the end of quite a fluid
bend combination. The final
left corner in particular tigh-
tens very nastily. For this rea-
son, speed has to be perfect-
ly regulated coming into this
tightening left: either do the
brake work when turning in-
to the final S or brake down
again slightly before the last
left corner. Come out of the
bend as far to the left of the
track as possible so as to open the radius for the tight bend. The steering is kept hard down
and then unwound so as to be able to gain optimum acceleration and not understeer and clat-
ter up onto the curbs. You then change immediately to the left of the track to position for bra-
king into the Hocheichen bend. The new road surface provides good grip even in the rain.
Please work towards your own personal
upper limit step by step!
5 Nordschleife special
807294095.168.png 807294095.169.png 807294095.170.png 807294095.171.png 807294095.172.png 807294095.002.png 807294095.003.png 807294095.004.png 807294095.005.png 807294095.006.png 807294095.007.png 807294095.008.png 807294095.009.png 807294095.010.png 807294095.011.png 807294095.013.png 807294095.014.png 807294095.015.png 807294095.016.png 807294095.017.png 807294095.018.png 807294095.019.png 807294095.020.png 807294095.021.png 807294095.022.png 807294095.024.png 807294095.025.png 807294095.026.png 807294095.027.png 807294095.028.png 807294095.029.png 807294095.030.png 807294095.031.png 807294095.032.png 807294095.033.png 807294095.035.png 807294095.036.png 807294095.037.png 807294095.038.png 807294095.039.png 807294095.040.png 807294095.041.png 807294095.042.png 807294095.043.png 807294095.044.png 807294095.046.png 807294095.047.png 807294095.048.png 807294095.049.png 807294095.050.png 807294095.051.png 807294095.052.png 807294095.053.png 807294095.054.png 807294095.055.png 807294095.057.png 807294095.058.png 807294095.059.png 807294095.060.png 807294095.061.png 807294095.062.png 807294095.063.png 807294095.064.png 807294095.065.png 807294095.066.png 807294095.068.png 807294095.069.png 807294095.070.png 807294095.071.png 807294095.072.png 807294095.073.png 807294095.074.png 807294095.075.png 807294095.076.png 807294095.077.png 807294095.079.png 807294095.080.png 807294095.081.png 807294095.082.png 807294095.083.png 807294095.084.png 807294095.085.png 807294095.086.png 807294095.087.png
Zgłoś jeśli naruszono regulamin