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#1. E46 M3 Variable M differential lock info - from daanesh chanduwadia
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Date: Thu, 20 Jul 2000 19:25:52 GMT From: "daanesh chanduwadia" <daanesh@hotmail.com> Subject: E46 M3 Variable M differential lock info BMW M3 - The Variable M Differential Lock 21. Juni 2000 Munich, Germany, June 21, 2000...BMW M Cars have always been powerful and dynamic - and the new BMW M3 is no exception. That is why this high-performance model already features a limited slip differential, ensuring both superior driving stability and optimum traction, particularly when accelerating out of a corner. Up until now, BMW M Cars have come with a torque-sensing self-locking limited slip differential with locking action of up to 25 per cent and a consistent basic locking force. Differentials are essential, of course, because the two drive wheels of a car cover distances different in length in a corner, the inner wheel not traveling as far as the outer wheel. This fundamental difference is offset by the axle differential. The limited slip differential builds up a certain locking force whenever necessary - for example when one of the two drive wheels threatens to lock on a slippery surface. Particularly enthusiastic drivers appreciate the limited slip differential since it helps them to capitalize on the positive characteristics of rear-wheel drive - above all with a sporting style of driving and on roads with a frictional coefficient ranging from average to high. A torque-sensing limited slip differential adjusts the power delivery to each rear wheel based each wheel's ability to deliver power to the road. In very low friction conditions, for example on snow, gravel or particularly smooth ice, the benefits that this conventional limited slip differential is able to offer in terms of traction are limited by the so-called slip forces beyond which the wheel loses its grip. The engineers at BMW M, teaming up with specialists at GKN Viscodrive GmbH, have developed an all-new differential system for the new BMW M3 - the Variable M Differential Lock. This lock offers decisive advantages in traction even in very demanding driving situations, for example when there is an extremely large difference in frictional coefficients on the drive wheels. Accordingly, the Variable M Differential Lock enables the new BMW M3, in combination with the fine-tuned DSC system and the car's perfect front-to-rear balance, to offer a standard of driving excellence and handling in winter previously regarded as quite impossible with a rear wheel-drive sports car. Maintaining Drive Power and Thrust In Every Situation A further advantage of the Variable M Differential Lock is the increase in locking forces parallel to any increase in differential speed between the drive wheels. As a result, a wheel suddenly relieved of its load and drive force - for example the inner wheel in a corner while driving fast on a mountain pass - can no longer make drive forces "collapse" entirely. Instead, drive power and the car's forward thrust are always maintained at an appropriate level. The Variable M Differential Lock functions according to a simple principle: The difference in rotational speed that builds up between the two drive wheels whenever one of the drive wheels loses grip, either because it has become unloaded or hit a slippery surface, generates pressure spontaneously in an integrated shear pump. This pressure is then conveyed via a piston to a multiple-plate clutch, thereby channeling power to the wheel with better grip. In an extreme case, the entire drive power of the engine may be transmitted to the wheel with better grip (provided that enough grip exists). Once the difference in wheel rotation speed between the two wheels becomes smaller, pump pressure is reduced accordingly and locking action decreases. This self-controlled pump system is maintenance free and is filled with highly viscous silicon oil. The big advantage for the driver of the BMW M3 is the ability to accelerate far better on surfaces with dramatically different levels of grip between the two drive wheels, since there is now more traction available. In addition the Variable M Differential Lock noticeably improves both handling and driving stability, thus elevating safety and driving pleasure to a new, unprecedented level of excellence. ________________________________________________________________________ Get Your Private, Free E-mail from MSN Hotmail at http://www.hotmail.com
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#2. Snell Ratings and Brake Pad supplier - from Jeffrey Stowe
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Date: Thu, 20 Jul 2000 12:49:21 -0700 From: Jeffrey Stowe <jstowe@cisco.com> Subject: Snell Ratings and Brake Pad supplier I have two questions that hopefully someone can help me out with: 1. How do I determine the Snell Rating of my helmet? Inside the helmet there are stickers with manufacture dates but I do not know how that manufacture date translates to the Snell Rating. There is also a serial number type of sticker with an alpha numeric string "M000000" I assume the M is for Motorcycle. 2. Can someone point me to a good online or telephone source for OEM brake pads (or good street alternative although I am happy with he stock performance for street) and some PF90 track pads? thanks for the help! jeff
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#3. handling characteristics - from Ken Robb
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Date: Thu, 20 Jul 2000 12:56:12 -0700 From: Ken Robb <kenrobb@willisallen.com> Subject: handling characteristics I guess it is time to make a brief comment again. I've instructed at over 100 2 day schools and driven many different cars and about every type of M3 you can think of from stock to Bob Perry's race car. A stock e36 is a very forgiving and benign-handling car with moderate understeer under power and very controllable line-tightening under trailing throttle. It is almost an overstatement to call it oversteer. You really have to work to get the tail to come around. As owners modify their cars, often in a quest to reduce understeer, the cars become less forgiving and move toward twitchy, with rapid change from push to "here comes my ass around to meet me" oversteer. Street tires tend to have more rounded profiles which, along with other features, make their breakaway fairly gradual. Race tires are designed to keep a larger, flatter patch on the ground, but when they let go it is more abrupt. This is especially so on cars with relatively soft suspensions that do not keep the tires as flat as a stiff race style suspension and the breakaway of a stock car with race tires can be very dramatic. So I would say that until you are driving the perfect lap and using everthing your stock car can give, you are wasting your $ and giving up comfort and clearance for nothing more than appearance and something to talk about while bench racing. To generalize I would say that the mst successfully modified cars I have been in were those where the owner had bought the new components from one designer. We read people complaining that xyz company charges $xxxx for a set of bars or springs---what a rip-off. The best results come after much research and development which is exspensive and must be included in the price of the parts. Some of the worst handling cars have been equiped with abc springs, xyz bars, and someone elses shocks. My car is stock, but I can say that I have never been in a car with one of Dinan's suspension kits from stage 1 up that I didn't think was really good. I know there are other good suppliers and I just wish folks would pick one and get the whole integrated package from the same outfit. I can't believe I said this would be brief! Ken Robb -- ----------------------------------------------------- Click here for Free Video!! http://www.gohip.com/freevideo/
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#4. RE: [E36M3] Snell Ratings and Brake Pad supplier - from Jim Bassett
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Date: Thu, 20 Jul 2000 13:04:43 -0700 From: "Jim Bassett" <jbassett@mayannetworks.com> Subject: RE: [E36M3] Snell Ratings and Brake Pad supplier > I have two questions that hopefully someone can help me out with: > > 1. How do I determine the Snell Rating of my helmet? Inside the helmet > there are stickers with manufacture dates but I do not know how that > manufacture date translates to the Snell Rating. There is also a serial > number type of sticker with an alpha numeric string "M000000" I > assume the > M is for Motorcycle. On the sticker inside the helmet, possibly under the lining, it should indicate the Snell Rating. The rating is kind of the background of the sticker. It should be something like: M95 or SA95 (S95? - I haven't looked at mine) > 2. Can someone point me to a good online or telephone source for > OEM brake > pads (or good street alternative although I am happy with he stock > performance for street) and some PF90 track pads? For the PF90s, contact Porterfield directly: http://www.porterfield-brakes.com/. Mention you're on the E36 M3 List and you'll get a discount (20%??) (Thanks to Jeff Wagner - if he's still around :-) - for setting that up). Not too sure about a good place to buy street/OEM pads; I haven't needed any yet. Cheers, Jim Bassett - minimally helpful, but it beats working :-) 1998 M3/4 - PF90s back on, rear sway bar adjusted, ready for Buttonwillow
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#5. Re: [E36M3] Snell Ratings and Brake Pad supplier - from Ken Robb
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Date: Thu, 20 Jul 2000 13:00:37 -0700 From: Ken Robb <kenrobb@willisallen.com> Subject: Re: [E36M3] Snell Ratings and Brake Pad supplier there will be a date : Snell 90 or 95. anything older should be in the trash and there isn't any rating newer than 95. Jeffrey Stowe wrote: > Date: Thu, 20 Jul 2000 12:49:21 -0700 > From: Jeffrey Stowe <jstowe@cisco.com> > Subject: Snell Ratings and Brake Pad supplier > > I have two questions that hopefully someone can help me out with: > > 1. How do I determine the Snell Rating of my helmet? Inside the helmet > there are stickers with manufacture dates but I do not know how that > manufacture date translates to the Snell Rating. There is also a serial > number type of sticker with an alpha numeric string "M000000" I assume the > M is for Motorcycle. > > 2. Can someone point me to a good online or telephone source for OEM brake > pads (or good street alternative although I am happy with he stock > performance for street) and some PF90 track pads? > > thanks for the help! > > jeff > > ************************************************************* > List Commands > UNSUBSCRIBE - (in subject line) unsubscribes you from the mailing list. > ************************************************************* -- ----------------------------------------------------- Click here for Free Video!! http://www.gohip.com/freevideo/
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#6. Re: Rear trailing arm bushings - from Rob Norwalk
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Date: Thu, 20 Jul 2000 15:18:56 -0500 From: "Rob Norwalk" <rjnorw@ftw.rsc.raytheon.com> Subject: Re: Rear trailing arm bushings John, I know I asked for that :) I couldn't remember, or I would have posted it. Try www.tunnellracing.com/trailbush.html Good luck, Rob At 12:48 PM 07/20/2000 -0700, you wrote: >What is bobs web site for the bushing install. > >Thanks >JOHN > >===== >///M3's and Jet Skis/// > >__________________________________________________ >Do You Yahoo!? >Get Yahoo! Mail Free email you can access from anywhere! >http://mail.yahoo.com/ _______________________________ Rob Norwalk Raytheon Systems Company Vc:219.429.4737 Fx:219.429.5004
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#7. FS: AutoX/Track Tires & Wheels - from John Robison
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Date: Thu, 20 Jul 2000 13:47:11 -0700 From: John Robison <johnr@yahoo-inc.com> Subject: FS: AutoX/Track Tires & Wheels For Sale - 4 7.5-inch 10 spoke M3 rims w/ 225 Kuhmos mounted on them. Kuhmos have 2-3 track days on them (lots of rubber left). These are real BMW rims, not Tire Rack knockoffs. Why eat up your $350.00 street tires when you can get 4 tires *and* rims for the same price? ;-) Will sell together for $1400.00. No discount if you just want the rims. They are straight and in good condition. I've redone the suspension and run 8.5 245s all around, so I have no need for the 225s anymore. (Kuhmo 245 on 8.5 will NOT fit on a stock M3 in front, and barely fits in the back) I'd consider trading for a pair of 8.5 10-spokes, so I can run 8.5 all around w/ street tires as well. Email me privately if you are interested. Prefer to sell to Northern California buyer to avoid shipping hassle and also to allow buyer to visually inspect rims and be sure they are happy. Thanks, JohnR 98 M3/4 (w/ lotsa stuff)
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#8. RE: [E36M3] Snell Ratings and Brake Pad supplier - from MDadgar@handspring.com
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Date: Thu, 20 Jul 2000 15:45:29 -0700 From: MDadgar@handspring.com Subject: RE: [E36M3] Snell Ratings and Brake Pad supplier Jim wrote: > Not too sure about a good place to buy street/OEM pads; I > haven't needed any yet. > Easy. Steve D. at the Ultimate Garage. www.ultimategarage.com Hands-down best customer service ever. (although OG Racing is pretty damned good, too) - Mark '95 M3 '97 528i 5-spd '88 M3, Hennarot ---- Mark Dadgar - Product Manager, Accessories (650) 230-5037 voice - (650) 230-2100 fax mdadgar@handspring.com - Handspring, Inc. "wide awake on the edge of the world" - Marillion Check out Visor at www.handspring.com!
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#9. WTB: Euro M3 springs - from Rob Hatrak
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Date: Thu, 20 Jul 2000 15:47:09 -0700 From: "Rob Hatrak" <Hatrak@ix.netcom.com> Subject: WTB: Euro M3 springs Does anyone have a complete set of these that they would like to get rid of? If so, please let me know! Thanks, Rob
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#10. Re: [E36M3] m3 handling ... sedan vs coupe... yada yada yada - from Sean Hester
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Date: Thu, 20 Jul 2000 15:55:41 PDT From: "Sean Hester" <seanh_race@hotmail.com> Subject: Re: [E36M3] m3 handling ... sedan vs coupe... yada yada yada >Eric, Piete & the Gang --- > >I've experienced this first hand as well. Also, browsing a few >Auuuuuuuuudi >RS4 web sites, I found a UK article comparing a Euro M3 to the S4. on the >track. and the writer did say that the M3 has the following traits: >understeer with a tendency to snap into oversteet. REPEAT: snap. this (and the long story that followed) is all true. the M3 is designed to not slide. and it's really good at it. so good at it, that by the time things are bad enough to be "bad" you go from "everything's perfect" to "i'm spinning" with little to no warning. less warning then every other car (street car or race car) i've ever driven. of course putting r coumpund tires on your M3 only makes it worse. because r compound tires make the area between "fine" and "spinning" narrower for any car. with an M3, where that range is already paper thin, r compound tires make it pretty much non-existant. if you want a car that'll give you some warning before you're spinning, the M3 is not it. no matter how you set it up. ________________________________________________________________________ Get Your Private, Free E-mail from MSN Hotmail at http://www.hotmail.com