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Submitted by Bob Perritt, NOBMWCCA member

My passion for driving goes back to when I was 8 years old and had HO slot cars and raced them on Saturdays. When I got a little older I began to build and run mini bikes that were so loud it really made the neighbors (and police) crazy. On Saturdays my dad or uncle would take me to the local speedway to watch the guys race. Around age 14, my dad started to let me drive the daily car home from the track with him. At 16, I found myself working at Uniroyal changing tires, brakes and exhausts. By 17, I had acquired enough speeding tickets to lose my license. However, I had a work permit and drove anyway (just to keep my skills)! About that time I started my career as a carpenter and married four years later at 21. A year later our first child, a daughter, was born and then, 6 years later we had our second, a son.

My driving hobby was put on hold until my youngest became interested in cars. We restored a '73 MGB, did parade laps and watched vintage racing at Mid-Ohio for about six years. We started auto crossing and for two to three years ran an Acura RSX (my son's car—I don't care for front wheel drive—never did). When my son turned 18, he signed up for three days of high performance driving at Mid-Ohio when Calvin Fish was running the school. What a great program!

Later that year I found myself as a spectator at Monterey for the vintage car races. That's when I realized that I'd had enough of watching other people have fun on the track.

I purchased a Boxster S (mid-engine was great) and ran that car for two years of DE. Not wanting to break Mama's car (my excuse), I purchased a better car, my '95 M3, in the fall of 2011. I stripped it out and added a cage, brakes and suspension—love the performance of my BMW. Then I met Doug and realize that I'll forever be club racing and broke. LOL!

I had my car ready by Christmas 2011 and needed a place to go and ended up at Winterfest 2012 at Sebring, my first DE event in my prepped car. Wow! What a great time! What a great track! I was hooked. Although I knew this would be an annual event, I needed more seat time. After that event I was able to get 45 hours of seat time at Mid-Ohio and 8 hours at Nelson Ledges in the M3.

Presently I'm a BMW Club Racer and have completed the Race School, a must for everyone wanting to take their skills to the next level. Instruction was fantastic and the practice starts were a blast! I was able to run the sprint races and a 90-minute Enduro along with the fun race at O'fest 2012. The Enduro put me on the track with racers like James Clay. That was a blast and still is! There is nothing more fun than playing cars with your friends.
I took the opportunity to go to Winterfest 2013 this past January doing sprint races and 90-minute Enduro. Racing in January—everyone has to do that one day! Sebring is one of those tracks you need to experience, flat out in 14 Bishop (left-hander) or, my favorite, 17 Sunset Bend (right-hander). The speed you can carry into the front straight is amazing.

As you see, I'm a track junkie. I need to go every weekend but will settle for every other weekend (not really). Actually, I'll do weekdays, if someone has a track for me. Just let me know when and where!

I have had some great coaching from some great club drivers. They seem to think I've progressed quickly, but I don't think it's fast enough–key word, fast. I'm always trying to find the quickest way around the track, I guess a straight line would be the quickest but what fun is that?

It's a great sport. I love being in my car, and especially enjoy the friendships that have been made along the way. When I'm in the car, that's my total focus, not my usual 1000 thoughts per second. My wife has even told me (at least once) that I'm a better person for nearly two weeks following an event. So, you see, every other weekend is a must—need to keep Mama happy.

The funny thing or interesting thing is... my son's interest in cars got my interest rekindled. He won't be far behind on getting his license. I've found that it's never too late to start something new. Set your goals, write them down, visit them often, and you can meet or exceed them, hopefully, a little sooner than I did.

Better late than never. Have fun, be safe, see you at the track someday.

Bob Parritt, BMWCCA member
Club racer #57

20130227 conceptcoupeAdding new dimensions of aesthetics, dynamics and elegance to the qualities of the renowned BMW 3 Series Coupe, the BMW 4 Series Concept Coupe made its world debut at the 2013 North American International Auto Show in Detroit on Monday, January 14 at the BMW Stand from 11:30 a.m. – 11:55 a.m. at COBO Center, One Washington Boulevard Detroit, MI 48226.  More than simply the start of a new cycle, the BMW 4 Series Concept Coupe represents the peak of a development curve and features its own individual character and a standalone design.  BMW will also feature the world debut of the 2013 BMW M6 Gran Coupe, the North America debut of the BMW 3 Series Sports Wagon and the newly updated BMW Z4 as well as the BMW i3 Concept Coupe and the BMW i8 Concept.

Built on the tradition of the larger BMW 6 Series and BMW 8 Series Coupes, the BMW 4 Series Concept Coupe boasts a standalone design and a new level of sporting dynamics and greater exclusivity.  Featuring a slightly longer wheelbase, wider stance and considerably lower roofline than the BMW 3 Series Coupe, the “4” creates a strong, athletic silhouette which exudes power even while stationary.  New satin-finish aluminum trim on functional elements such as air intakes and vents, door openers and exterior mirrors add elegance to the design.

Lower and wider stance sharpens dynamics before a wheel is turned. The dimensions of the BMW Concept 4 Series Coupe imbue the car with a dynamic presence even when it is standing still. The wheelbase (2,810 mm) is 50 millimetres longer than that of the existing 3 Series Coupe, while 45 mm has been added to the front track (1,545 mm) and 80 mm to the rear track (1,593 mm). At 1,826 mm wide, the BMW Concept 4 Series Coupe is 44 mm broader than its predecessor, its roof line is 16 mm lower (1,362 mm) and it is also longer (4,641 mm) – all of which makes for exceptionally dynamic proportions.

Submitted by Brian Nawrocki

September 22, 2012
Thursday started out unloading a wrecked racecar shell from its slumber in my trailer/extra garage space, so I could help friends get their race cars to the track. A nice country drive towing an E30, Sebastian, took me through the beautiful Ohio countryside from Vermillion to Lexington. I even got to watch an old diesel locomotive taking tourists down one of the many tracks I crossed on my adventure. Then, drive home to rest for Friday, my second race of the season, and first ever OktoberFest.

September 23, 2012
Wake up and go get Joe, my sole crew member and crew chief. Then I'm off to my brother's house to pick up a full water buffalo-hide executive-edition interior from an '85 745i. This is done, so Joe can hawk it to a pleasant gentleman and his wife who drove all the way from Oklahoma, only to procure the interior and place it in a 325,000-mile 5-speed conversion M102-fired E23, then turn around and head back home. Now that's a dedicated E23 Lover.

Get to Mid-Ohio about 9 a.m. Practice is in an hour and a half followed by qualifying at 11:30. Roxanne, aka #192, and I have gotten intimate once before at Beaver Run for the PVGP earlier this summer, she brought me home ahead of my competitor in the only race I had class competition. Roxanne came adorned in her usual Bent Splitter Racing colors of safety orange and white, adorned in her #192 BMWCCA Club Racing Labels. It was time to go get jiggy with it. Roxanne and I qualified third in a field of nine including Than and Dan—the former is chasing this year's Spec E36 national championship, the latter is driving last year's Spec E36 National champion's car. Pole for this race was 1:42.7; I qualified with a 1:44.2. Not bad for my second time in this seat in this car at this track.

The green flag was dropped on the back straight due to the size of the field—nearly 100 racers showed up for the event, too many for a single run group. I run group B, the slow cars, which included IS, JP, KP, Spec E36 and Spec E30. The entire field was separated by no more than 14 seconds, which made for some exciting racing within the class, and amid traffic. After swapping positions with Dan, as we came up in traffic at the keyhole, I had the inside line and traffic, he had a clear outside line, but a longer distance to travel. Dan chose wisely, I chose poorly, as he got by me on the exit from the keyhole. A couple of turns later Dan got by Than and I would be in direct contact with Than for the remainder of the race. I kept tight to Than, navigating our way through traffic. Roxanne and I had a good exit from Turn 1, which became a good run into the keyhole. "Here goes, I'm going to get Than. No!" I got into the ABS and now I'm 20 feet past where I wanted to be, riding the grass rim at the top of the keyhole as I watch a purple IS car and Than escaping from what I thought was my last chance to make my move. "Don't give up!
Get back on it!" The gap created by my braking mistake allowed me to carry more speed into Turn 7. Through the next few series of turns and by the carousel I had caught back up to the pack. A traffic jam going into the carousel was going to be my last chance to make something happen; we were going slower than usual, so I wanted to grab second gear to come off the final corner strong, something I usually don't do. That was a mistake. Powering out of the turn I shift into third—oops—make that fifth, and I finish eighth overall and third in class.


September 24, 2012
Arrive at the track and get ready for practice and qualifying. I nipped last year's Spec E36 Champion by .2
seconds to qualify second for the feature race. After this performance I was stoked for my chances. This one is for all the marbles. To the winner goes a subscription to Grassroots Motorsports and usually a sticker proclaiming "class winner." I found out at O'Fest, they pull out all the stops and upgraded to F1-style faux crystal/plexiglass trophies in the shape of the continental United States naming the event and finishing position. "Oh, how I would like to bring home that trophy!" After forgetting video for yesterday's activities I made sure to bring it today. Cars roll off grid and it's time to heat up the tires. I start my usual methods of heating up the rubber, a steady diet of tire spinning accelerations and eye-popping decelerations (easy to do with an E46 M3, not even possible to do from a roll with a 325is). I come around the carousel and get on it, coming up hard behind Than then slam on the brakes one-third of the way down the front straight. WHAM! I'm hit from behind. After a couple of laps under yellow to clean up the wrecked car I took the green/black flag and had to call it a race. My chances at a trophy will have to wait for another time. To make matters worse I was penalized for "excessive brake warming" and got probation to boot.


September 25, 2012
I got to the track and qualified third for the 90-minute enduro behind a ringer, Anthony Magagnoli's reigning NASA Spec E30 National Champ. And, he was co-driver of Than's #19 car and last year's Spec E36 champ. The smashed-in backend was held together with tin straps and sheet metal screws and a ratchet strap, but the extra drag didn't slow me down too much. I'm excited for the race.

Shortly after getting out of the car I learn of Harvey Rogers' death. Harvey was the Northern Ohio Chapter patriarch for many years and a friend. Harvey and I just had a nice discussion the night before about my incident in which he tried to console me that I was not at fault. As always, Harvey was trying to expound on his racing knowledge and share some of his wisdom: "You never know for sure what anyone is thinking, and that $#!t happens." I never thought that would be one of our final conversations. The previous night Harvey had been acknowledged for his efforts in putting together a major national event and a successful club race at O'Fest, the first time in 10+ years of being chapter president that he made an O'Fest event. Sadly it was his last. Harvey retired to his hotel room after receiving a standing ovation during the Club Racing dinner event that evening. Harvey went out with a bang, the way he would have had it. At a race track, at a racing event, with friends of the marque he loved.

After hearing the news and shedding some tears with some other race friends, I decided to get in the car and run the race anyway. After seriously reconsidering not racing due to the previous days' track events, I decided to drive anyway, as that's what Harvey would have told me to do.

I'll have no video of my first O'Fest victory in a Spec E36, only a memory of my first win. Along with that, I'll have the memory of a great president, member, and mentor to the Northern Ohio Chapter BMW Car Club of America, Harvey Rogers. Harv, I know you were beaming down that sunny Sunday on a terrific finish to an awesome event you were integral in planning. I can only hope we put on a good show for you. Thanks again for all that you did for the club for so many years. You will be sorely missed. Harv, this win was for you!

Submitted by Cynthia Harrison

It is with great sadness that I share with the Northern Ohio Chapter members the news that Harvey Rogers, our President, passed away September 23, 2012 while attending OktoberFest.

Harvey's membership number is far lower than mine, a testament to the many years he supported the
organization both nationally and locally. I met him during the planning stages leading up to
the then Akron-Area-sponsored 1989 drivers' school at Mid-Ohio—the first of the twenty-three years of schools and events we from northeastern Ohio have hosted there.

Harvey was an integral part of the group who managed that then area of the Buckeye Chapter and became a leader among the membership which chose to form our own Northern Ohio Chapter. Since the Chapter's formation in late 1991/early 1992, he has represented the membership on the Executive Board; this year was his twentieth continuous year of commitment to you, our members, and BMW Car Club of America.

During these years with Northern Ohio Chapter he served as Vice President, shouldered the responsibilities of Driving Events Chair for many years, and finally led the Chapter as President. His efforts have guided and shaped many of the events and activities which the Chapter's members have enjoyed during its existence. From drivers' schools and the integration of Club Racing into these events, to socials and open houses and tours—his input and hours of personal involvement behind the scenes made your enjoyment possible. No one can know the countless hours he spent talking about the Chapter, planning events, and working with Event Chairs and Board members to ensure the quality of governance for this membership.

He was recognized not only locally but also regionally and sometimes nationally for his knowledge about cars in general and BMWs in particular. His support for the marque was reflected in his 32 years of employment with BMW and his willingness to share his knowledge and enthusiasm for the marque with any and all who showed interest.

Harvey is probably one of the few people I know who knew early in his life what he wanted as an occupation and what would give him the greatest personal fulfillment. He's one of a very few I know who achieved that life's dream. And, frankly to spend a week doing what was his heart's desire and being not just in the midst of that dream, but having been honored with a standing ovation for his service and dedication to a segment of that dream most dear to him (Club Racing) by racers and officials alike at a banquet during the last hours of his life can only be considered full recognition of a life well lived on his terms in almost complete fulfillment of his total dream.

We shall miss his knowledge, his leadership, his generosity, his humor, his wit, and his perspective
on life.

Thanks to all of you for your thoughts and support for his family and friends during this difficult time. He will be missed by so many. Please join us in honoring his dedication to his life's dream and the part we had in that dream in your thoughts in the ensuing weeks and particularly in this year to follow.

Cynthia Harrison
Secretary, Northern Ohio Chapter
BMW Car Club of America
Member 78525
Friend of Harvey A. Rogers: 23 years and counting

portrait harveyrogersSad and shocking news.. Northern Ohio BMW CCA Chapter president Harv Rogers passed away September 22. Harv was volunteering for the national BMW O'fest event at Mid-Ohio sports car course in Lexington, Ohio. Harv was a great friend with a deep passion for BMWs and the club. His leadership and camaraderie will be missed.

Click here to make donations to the "Harvey Rogers Memorial Fund",  a non-profit that benefits BMWCCA club racing endurance series.

Submitted by Tom Hatem and Scott Scharadin

Anyone who has driven an E30 knows it is a special kind of car. The narrow pillars and squared off corners afford great visibility making the driver feel instantly comfortable. Light weight, good handling and road feel are reasons why E30s are still on the road and the track.

Some believe the M3 is the more desirable E30 until they discover virtually everything about the M is unique and therefore more expensive. A non-M E30 offers great balance and feel, a lower entry price, solid reliability and more affordable performance upgrades.

Our project actually started in 1999 when the owner recognized his Porsche 911 was going to be very expensive to maintain for track use. He was referred to Hatem Automotive who helped locate a 1988 325is with 80,000 miles, a worn suspension and a tired, poorly maintained motor. Over the years, the car has been transformed from a multi-purpose street and driver school car to a single purpose racing car. Since its original overhaul in 1999, the car has logged more than 20,000 track miles.
In 2010, at a BMWCCA Club Race last year at Mid-Ohio, the owner recognized despite rigorous maintenance, the strain of competitive track use was exceeding the limits of the 325is. Fourteen inch wheels and tires did not offer enough grip. Frequent brake pad changes could not overcome the fact there was not enough brake. The brake caliper boots were melting and the overheated wheel bearings had been changed one too many times. The problem was he still loved his E30. Hatem Automotive suggested upgrading the E30 using suspension and brakes from an E36. In other words, turn the E30 into an E30-36.

Almost as many performance parts exist for an E30 as an E36. The E36 components, however, offer more options for larger tires and wheels and the brake upgrade is a substantial performance improvement. The E36 rear brakes are larger than the original E30 fronts. Any E36 upgrade benefits from 5-lug wheels, larger tires and bigger brakes. Any experienced do-it-yourselfer with basic welding and fabrication skills can convert an E30 to E36 brakes and suspension. One-off projects are especially challenging to anticipate everything that may go wrong. Working on any 20-30 year old car usually includes finding rust and fragile metal that can compound unexpected problems. Start with a written plan and parts list. Then shop and price suppliers and guesstimate the time to install. Previous experience with BMWs is always an advantage but, with such a large following of E30 enthusiasts, help is available. We found a lot of pictures on the Internet that helped avoid mistakes.

With the change to E36 components, expect an $80 control arm to become a $160 control arm. A $40-$60 E30 wheel bearing becomes a $90-$100 wheel bearing but, even in competition, E36 bearings last twice as long. Since we were upgrading an existing race car, we used E36 M3 and Z3 M underpinnings. If maximum performance isn't required, non-M E36 parts are cheaper and still result in significant improvements. Because of budget, some of the parts we used were from a salvage car.

Any E36 front suspension basically bolts on without modification. The rear conversion, however, is very, very labor intensive. The rear suspension upgrade requires changing the whole drive train, dealing with axle bolts, control arm bolts, removing the differential, lowering or removing the exhaust, lowering or removing the driveshaft, working with park brake cables, rear brakes, brake lines and rear suspension. Assume three hands will be needed to change the front suspension. Four hands are essential when working on the drive shaft, the sub-frame and the differential. Some fabrication skill is required to construct brackets to mount the rear disk brake lines.

Make certain the car is aligned before beginning. The E30's fixed rear sub-frame has a tendency over time to "dog-leg." Access to an alignment rack is a huge plus but, a string alignment using 4 jack stands, heavy string, plumb bob, tape measure and a small increment ruler can be used to set toe and insure the correct thrust angle according to the chassis centerline.

There are multiple types of control arms so, without knowing all the combinations, a strong recommendation is to measure and mark the rear before taking it apart. For a racing application, slot the holes for every expected modification. If there is time and budget, mark or tack weld all the modifications to the rear sub-frame using elongated holes for fine tuning. Put it back together and check the alignment. Take it apart again, make the adjustments. Then weld in rear camber and toe adjusters. Reassemble and complete the final alignment. In our first attempt using a one-step process, we ended up cheating ourselves out of some of the rear camber because we didn't anticipate how much elongation was needed in the slots to adjust.

We used the rear suspension from a Z3 M roadster but a M Coupe or any standard 2001-2002 Z3 will work as will an E36 318Ti. Rear caster is non-adjustable in the E30 and not even measured. All Z3s are based on the same suspension but the M has increased castor factored in. The M cars have larger brakes, and are much beefier with a larger rear wheel bearing, welded in reinforcement and a larger axle. In any rear conversion, the camber toe adjustment has to be welded to the sub-frame. While the sub-frame is out, replace the sub-frame bushings. Many bushing options are available ranging from stock street bushings, to neoprene, to Delrin, to aluminum for extreme track use only.

The change in wheels and tires is most significant. Standard E30s typically use 185/60, 185/70 or 195/65 14" tires. The standard E30 wheel wells can fit a 16" and some 17" wheel/tire combinations. If using E36 M3 front brakes, 17" wheels or a 16" wheel designed for brake clearance will probably be needed. Depending on wheel and tire choice, the fenders may need to be rolled slightly. Because we lowered the car for racing, we turned to Autobody Specialists in Columbus to modify the fenders. Brian Hoover cut out the old wheel openings and fabricated new steel flares which look like they came from the factory. Brian did have to use a large persuader on the inside wheel wells to clear the 17x8.5 wheel and 245x40x17 tires. The car looks awesome with the new wheels and fenders. Handling and braking are dramatically improved and the first runs showed the braking zone was reduced by 200 feet on Mid-Ohio's back straight!

In spite of these improvements, most anyone who has started these types of projects usually finds there is always more to do. After 20,000 track miles, the 2.5 liter "i" motor didn't have enough steam left to pull the big rear wing or turn the 17" wheels. To take advantage of all the new improvements, more horsepower and certainly more torque were obviously needed.

We found an '88 528 2.7 liter eta block and commissioned Chuck Baader of Birmingham, Alabama to do his magic. Chuck rebuilt the motor using custom pistons and a Paul Poore baffled pan. The head has a Schrick cam and Stahl headers. Engine management uses a megasquirt system. Not much gain in rear wheel horsepower but torque is up by about 25 ft/lbs. We reduced rear wing size and the car pulls strong. The latest modifications, however, have altered the classification for BMWCCA racing. We are waiting on the final ruling which could mean we will be back in the shop looking for more weight savings.

Editor's note: Tom Hat em owns and operates Hatem Automotive in Columbus, Ohio

Submitted by Rich Loney, NOCBMWCCA Pilot Editor

Heading out to the Stan Hywet classic car show has become a bit of a tradition with my family. My boys Ryan (17) and Kyle (14) are at that age where cars are king and the rarer, faster, or more expensive (I'm discovering), the better. That said, a venue like this, which is packed to the chrome-covered gills with cars, has become something they (and I) really look forward to.

As we approached the cobblestone gate of the magnificent mansion we spotted the instantly recognizable partially opened hardtop roofs of a BMW Z4 and e92 3-series convertible. The registration staff informed us that a new addition to this year's show was the "Future Classics" display featuring Audi, Jaguar, Volvo, and our favorite marque – BMW.

Once our admissions were paid, we sprinted to the display like kids running to the roller coasters when the gates first open at Cedar Point. Admittedly, I felt a little ashamed that we were so excited to see the shiny new Bimmers when there were acres of classic cars just a few steps away. But who could really blame us... the allure of the fire orange M3 was far too attractive. In addition to the M3, Dave Walter BMW brought a delightful stable of vehicles including a Z4 (undoubtably a future classic), the new F30 3 series, a new F10 5-er, a 7-series (stand back boys, this one's stickered at over $100K), an X5 and an X6. They also had some bikes on the lawn including a way-cool all-black S1000R that looked as if it was straight out of Bruce Wayne's bat cave (the stately manor in the background really added to this illusion).

Kyle did his best to convince me that I needed to trade in my e90 330i for the Z4. Ryan pitched the argument that, if I were to spend $55K on a car, surely the smart thing to do would be to toss in an additional $15K for the keys to the M3. I found myself contemplating Ryan's logic for a brief moment before walking towards the main show area mumbling something along the lines of "dang college tuition and if your mother weren't such a great shot..."

Back to the actual show. If you have not been, it's a must see. The show, held on the grounds of the 1912 Seiberling Tudor-style mansion in Akron, featured more than 350 automobiles manufactured between 1896 and 1978. My friend Matt joined his father to display his 1985 black over red Ferarri 308 – original sticker price... $60,000.00. What a beauty! I actually had a chance to take the Ferarri out for a spin a few days before the show and won't soon forget the screaming Formula 1 sound track that fills the cabin as you approach 7,000 RPM. I also won't forget these precious moments spent with my two sons who are growing up far too quickly.

Submitted by By Lou Tul

It was the summer of 2008 and I was in need of a project. After having recently finished restoring two Model A Fords and being retired, I had a little time but did not want a large project. So I began to search for a small project. I began by reviewing the Micro car market. Several makes and models attracted my attention, but I finally chose the BMW Isetta.

I found a nearly complete example in the suburbs of Detroit, Michigan. A quick road trip to Detroit and this untouched, original-condition Isetta was all mine.

The tear down of the Isetta began in July, 2008. With my digital camera in one hand and tools in the other I jumped into my small project. One of the real assets was that most all the parts were still on/in the car. Pictures were taken as each part came off the car - parts were tagged and placed in plastic bags.
The Isetta soon reveled 50 years of decay. The actual work involved old rusty parts, chunks of old dried grease, frozen nuts and bolts, wiring that was all there but in rough shape, and floor and body sections that needed replacement. Having the original parts as reference made finding replacement parts much easier.

The Internet proved invaluable. I was easily able to locate parts suppliers, the history of the Isetta, and a site by two guys in Texas who were restoring two Isettas. I even found a workshop manual and a book detailing an Isetta restoration!

With the car torn apart the next step was stripping and refurbishing the frame and all its component parts. The frame was then primed and painted, including all suspension parts, all brake parts, and the steering assembly.

Next came the engine, transmission and the chain drive unit. Isettas were built with a BMW R26 motorcycle engine, one-cylinder, 300cc with a "huge" 13 horsepower. The transmission is a 4-speed with reverse. The rear axle is a solid shaft connecting the two rear wheels. Connecting the engine/transmission to the rear wheels is a 2-inch chain. The gearshift lever is on the driver's sidewall under the sliding window.

With the frame and drivetrain complete it was time for the body to be sandblasted inside and out. A welder friend of mine replaced all the rusted areas with new sheet metal. The bodywork was the standard routine, filler and sanding, and a coating of the primer, and a final application of custom yellow paint.
Why the Yellow Taxi? The Isetta is so small Deb (my wife) asked me to paint it a color that people would notice.

I asked about yellow, and she gave me her stamp of approval. I reasoned that if it's yellow why not a taxi. The checks are hand painted, not a decal. The
compound curves of the body made this a real challenge. Finishing touches included a taxi light on top (yes, it works) and a taxi meter inside.

With the assistance of my wife we picked up the body and placed it onto the chassis. I then installed all those little things that take up so much time: brake lines, wiring, choke, gas pedal, glass, and all the replated chrome.

I took the Isetta to an upholster who could not find the material he wanted. So, he cut out 500 white and 500 black rectangles and sewed them together, two at a time, to produce the inside material.
In summary, restoring the Isetta was a huge amount of fun and I met some very nice people whom I now consider great friends. If you ever get the urge to restore an Isetta don't hesitate just jump in and have fun doing it.

by Wolfgang Kaufer, NOBMWCCA member

It is always an honor to do something for our military people especially those that received injuries as a result of our wars in the Middle East. An organization in the United States called Wounded Warriors Project (www.woundedwarriorproject.org) sponsors different events for wounded veterans. A part of that organization is Heroest On Track (www.heroesontrack.org) which provides rides on race tracks with instructors for these special veterans as passengers at an organized Drivers' Education Event (DE).

Tim Wing asked me to chair this event for our last DE on August 14, 2011 at Nelson Ledges Road Course.
I, of course, accepted that honor.

Our Chapter is the first BMW car club to provide that thrill to the Heroes On Track, as a ride of your life. This was an opportunity to ride at speeds that would get you a ticket on state roads.

The event started in the morning with registration and a "goody" bag, including tee shirts, hats, and other items. A class room session was provided on how to drive on a race course and the physics of how a car responds. A technical session followed, including what is checked and what is required on each car before it is permitted on track. Next, it was time to get fitted for a helmet and be strapped into an instructor's car. Now, the highlight of the day, a track session with an instructor–an experience no one will never forget and which gave all big smiles on their faces.

Noon arrived and we provided a picnic style lunch. All Heroes On Track received a Certificate of Participation and several pictures of the whole event.

The day at the track was a success. Thanks to John Ballentine from Heroes On Track who gave us this
opportunity. And, all of this would not be possible without the help of all the volunteers. Again, I want to
thank Tim Wing, helping me provide many preliminary items and thanks to Cindy Wing for taking all the pictures and printing them on site. My appreciation continues to Guy Foster, Howard Denney, Tim Poloski, Dave Fisher, Rhen Avner and his friend Carla, Doug Colbary, Jim Featherston, and my wife, Janet, for organizing all the food for the picnic. We also thank all the instructors who provided the rides and Nancy Schiliro from the Wounded Warrior Project who came to the track with all the"goody" items and support.