One on One with Andreas Lichte of BMW
Interview by Budd Stanley
I as an Automotive Journalist, I’ve had many people tell me how they think I have the greatest job in the world. Granted, my line of work is rather rewarding, but who do I think has the best job in the world? Well that would be the test drivers who work for the manufacturers. Earlier this month, I was in Munich to talk to BMW’s head of Chassis and Brake testing, Andreas Lichte, to find out what a test driver does for a living.
RPM: So Andreas, what makes someone want to be a test driver?
Andreas Lichte: Well, it was something I always dreamed of doing. Right from school, I wanted to be a Test-Drive Engineer for a German car maker, either Porsche or BMW. After University, I was recruited by BMW in 1991, and have been working here ever since, now holding the position of Chassis and Braking project manager.
RPM: How does one become a Test-Drive Engineer?
AL: In my case, I took Automotive Engineering in University for six years back in Hanover. It is very important that you do well here, as BMW only looks for the best engineers available. However, it is also important to have good driving skills such as a background in motorsports. It is very important to have good communication with the car you are driving to search out possible problems and to fine tune how the car feels. So BMW also puts all potential test engineers through a strict driving program before being entrusted to drive the cars, as some are prototypes.
RPM: So then, are only high-level Engineers allowed to drive these prototypes?
AL: Yes, there is another skills program that we must take before we can drive a prototype on public streets. Some of these cars are one-of-a-kind, and worth millions, so only the best get to drive the prototypes.
RPM: So, what responsibilities are you entrusted with when you receive a new project?
AL: In our particular department, we work with the feel and driving nature of the car, something very important to BMW. We call our cars “The Ultimate Driving Machine,” and so it is my job to ensure that this is the truth. By proving the chassis and brakes, we ensure that the engine’s power is kept under control. When we get a new car, the Engineers have done all the calculations to put the right parts on the car. For instance, for the braking systems, they calculate the size and weight of a car to figure out how large the brake rotors and the caliper pistons need to be to bring a car to a stop from top speed. We then go out and test these parts mounted to the car under a variety of conditions and return a list of modification we feel necessary to the Engineers.
RPM: Sounds like there is a good rivalry there between the Chassis and Engine teams?
AL: Well, the Engine teams like to think that they have the most important part of the car. So yes, there is a friendly rivalry there, but as I said, we are the ones that make the power controllable.
RPM: Do you have a set standard you usually try to achieve, or a list of objectives?
AL: Yes, each time we go out, we have a manual of objectives we want to see in the car, and we record each system’s performance. For instance with brakes, we test for chatter, noise and proper sizing for optimal performance. However, every model gets its own characteristics. Sports cars should feel more aggressive and responsive while large sedans need to be more comfortable and quiet. But in the end, all cars must give the customer the feeling of confidence, safety and comfort. This is something we must do with every car, from Mini Cooper to the BMW 7-Series.
R
PM: What does your average workday consist of?
AL: It is separated into three different sections usually, unless we are out on a trip. The first third of the day we are in the office, talking to engineers and part suppliers, setting up schedules and such. The second third is spent at the dyno. This is where we bench test suspension, steering and braking components for durability and wear. And the final third of the day we are out in the cars testing the components in real-world conditions. However, sometimes we will have extended field-testing sessions for two or three weeks at dedicated testing facilities or in real world conditions, usually conducted on Alpine passes like the Grossglockner in Austria or Stelvio in Italy.
RPM: It all seems quite exciting, but does it ever get monotonous? Are there days when you just don’t want to come in to work?
AL: Well, everyone has good and bad days, but with this job we have a large variety of tasks to keep us busy and motivated. We are always testing different systems on new models, so there is always a new facet to our work.
RPM: So it seems like you are quite happy in your current position. Is this common among your peers?
AL: Yes, I am very happy where I am today. I’ve worked with BMW for fifteen years now, and I plan to be here a long time. As for others in this field, it is quite common for people to work for the same employer for their entire careers. And careers tend to be quite long as well. I see and know quite a few of my colleagues, and this is a common feeling.
RPM: Current trends have meant that spy photography of upcoming models has become quite popular with the automotive enthusiast. With all the camouflage and work that goes into hiding a new car’s design, is this a game you enjoy playing with the media?
AL: No, we really don’t like it at all. And to be honest, I really don’t understand why the public would want to see the cars before they are unveiled anyways; it’s like cheating. It takes away from the auto show unveiling if everyone already knows what the car is going to look like. It’s like peeking at your gifts before Christmas; it takes away from the special moment when you are supposed to see what it is.
Related Posts
© Copyright RPM Media Inc. All Rights Reserved. Site Designed by JC Design