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#1. Re: Clutch pedal install - from RonStygar@aol.com
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Date: Fri, 15 Sep 2000 03:08:45 EDT From: RonStygar@aol.com Subject: Re: Clutch pedal install Sorry about the confusion installing a clutch pedal. We had to go up the learning curve. Wayne Miller and Stephen Lafredo did a writeup eliminating the spring issue. Connect to: http://www.unofficialbmw.com/e36/drivetrain/e36_remove_clutch_pedal_slop.html At the end of this page there is a link to a set of easier instructions written by Wayne and Stephen. I recently added some tips to them. Basically, I finally figured out how to do it with out removing the 10mm bolts, which hold the start switch bracket and master cylinder in place. If you leave the master cylinder upper pin mount disconnected there is no need to compress the spring. This really simplifies the install. Ron
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#2. Re: [E36M3] porsche - from Jay Sala
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Date: Fri, 15 Sep 2000 15:48:04 +0800 From: Jay Sala <jsala@mist.com> Subject: Re: [E36M3] porsche I think that the 996 should make a good everyday car as it has a much more supple ride than earlier 911s, and still has good suspension control. The 996 has been described as being between the 993 and the 928 in terms of cruising comfort. In contrast, I just bought an older 911 Carrera 4 and the ride (with 17" wheels) is really firm, much less comfortable than an M3. Between the firm ride and the rather heavy steering, pedals and shifter, it is a bit of a chore to drive. Unless you want something newer and more overtly sporty than your M3 for everyday use, I can't think of a better all-around daily driver than the M3 -- I think that this dual personality (comfort plus great performance/driver involvement) is what makes the M3 such a special car. If newness isn't an issue for you, you may want to consider an older 911 (such as a 964 Carrera 2 or an early 993) for track use, where comfort isn't much of a consideration anyway. Maybe even an older Turbo.... By the way, the 986 (Boxster) is a better balanced car that even the 996... how about a Boxster S with a hardtop? It will save you a chunk of change... Jay Sala -------------------- 2 -------------------- >Date: Thu, 14 Sep 2000 20:01:57 -0700 >From: Jim Powell <jsp98m3@home.com> >Subject: Re: [E36M3] porsche > >Those of us with 986's on order don't like it :) > >Jim > >B Horlacher wrote: > > > > Date: Thu, 14 Sep 2000 12:55:33 -0400 > > From: "B Horlacher" <Horlacher@carrindustries.net> > > Subject: porsche > > > > What do you guy's/girls think of the Porsche 996? I am thinking of > > turning the M3 into a full track car and getting a new 996 for everyday > > use. > > > > Thanks > > Bill Horlacher
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#3. 97 M3/4 For Sale - from RayC325@aol.com
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Date: Fri, 15 Sep 2000 07:13:00 EDT From: RayC325@aol.com Subject: 97 M3/4 For Sale 1997 BMW M3 4 door - red/black leather, 30k miles, 5 spd, Harmon Kardon stereo upgrade, CD changer, factory wing, sunroof, all power, non smoker, garaged. New brakes and tires. Well maintained. Still under fact. warranty. BMW certified, extends factory warranty for another 50,000 miles. It also includes BMW roadside assistance. Asking $32,500 obo. If you want to finance or lease I can help arrange that.
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#4. What I did for my squeaky clutch - from Lee, Peter
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Date: Fri, 15 Sep 2000 08:07:58 -0400 From: "Lee, Peter " <plee@mlundy.com> Subject: What I did for my squeaky clutch Lithium grease... lots of it... Pep Boys carries it in spray form. Aim it in that little hole above the pedal, and spray spray spray away. Make sure you use the straw that comes with it so you can get really deep into the clutch pedal housing. Spray so much until it drips on your hand. Voila. All for $2.99 >>> "Paul Elliott" <pelliott@rcn.com> 09/14/00 08:32PM >>> Date: Thu, 14 Sep 2000 20:31:18 -0400 From: "Paul Elliott" <pelliott@rcn.com> Subject: Squeaky M.... >>. I've had mine worked on twice, and it still aqueaks.<< Ron's is the preferred fix, however, mine started squeaking a few thousand miles ago. I took out the can of WD-40 with the long red straw in place, ie, not lost yet! I aimed it high as I could into the bushing area, and put some paper down to catch it....I sprayed Plenty! When done, I excercized the clutch, which still squeaked, so I thought I'd have to try a more time consuming fix...However, the next day, it had totally disappeared...And from that point on, it's smooth as silk again, with no hint of that annoying affront to the aural senses. _____________________________ Paul Elliott '99 Alpine White M3; <20000 mi; Forged M dbl-spokes; Rotex pads; Dinan Stage II Supercharger; Stygar Short Shift Kit and clutch stop; Skaags pedals ************************************************************* List Commands UNSUBSCRIBE - (in subject line) unsubscribes you from the mailing list. *************************************************************
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#5. Danger of underdrive pulleys? - from Lee, Peter
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Date: Fri, 15 Sep 2000 08:12:21 -0400 From: "Lee, Peter " <plee@mlundy.com> Subject: Danger of underdrive pulleys? A good friend of mine sent me the following article written by Steve Dinan. Suzy, I apologize for its length. I have a pulley myself and was hoping to get some of your feedback on it... The Danger of Power Pulleys & Understanding the Harmonic Damper By Steve Dinan I have been threatening for a long time to write a series of technical articles to educate consumers and to dispel misconceptions that exist about automotive after-market technology. Motivated by problems with customer's cars resulting from the installation of power pulleys, I wish to explain the potential dangers of these products and address the damage they cause to engines. The theory behind the power pulley is that a reduction in the speed of the accessory drive will minimize the parasitic losses that rob power from the engine. Parasitic power losses are a result of the energy that the engine uses to turn accessory components such as the alternator and water pump, instead of producing power for acceleration. In an attempt to minimize this energy loss, many companies claim to produce additional power by removing the harmonic damper and replacing it with a lightweight assembly. While a small power gain can be realized, there are a significant number of potential problems associated with this modification, some that are small and one which is particularly large and damaging! The popular method for making power pulleys on E36 engines is by removing the harmonic damper and replacing it with a lightweight alloy assembly. This is a very dangerous product because this damper is essential to the longevity of an engine. The substitution of this part often results in severe engine damage. It is also important to understand that while the engine in a BMW is designed by a team of qualified engineers, these power pulleys are created and installed by people who do not understand some very important principles of physics. I would first like to give a brief explanation of these principles which are critical to the proper operation of an engine. 1) Elastic Deformation Though it is common belief that large steel parts such as crankshafts are rigid and inflexible, this is not true. When a force acts on a crank it bends, flexes and twists just as a rubber band would. While this movement is often very small, it can have a significant impact on how an engine functions. 2) Natural Frequency All objects have a natural frequency that they resonate (vibrate) at when struck with a hammer. An everyday example of this is a tuning fork. The sound that a particular fork makes is directly related to the frequency that it is vibrating at. This is its "natural frequency," that is dictated by the size, shape and material of the instrument. Just like a tuning fork, a crankshaft has a natural frequency that it vibrates at when struck. An important aspect of this principle is that when an object is exposed to a heavily amplified order of its own natural frequency, it will begin to resonate with increasing vigor until it vibrates itself to pieces (fatigue failure). 3) Fatigue Failure Fatigue failure is when a material, metal in this case, breaks from repeated twisting or bending. A paper clip makes a great example. Take a paper clip and flex it back and forth 90° or so. After about 10 oscillations the paper clip will break of fatigue failure. The explanation of the destructive nature of power pulleys begins with the two basic balance and vibration modes in an internal combustion engine. It is of great importance that these modes are understood as being separate and distinct. 1) The vibration of the engine and its rigid components caused by the imbalance of the rotating and reciprocating parts. This is why we have counterweights on the crankshaft to offset the mass of the piston and rod as well as the reason for balancing the components in the engine. 2) The vibration of the engine components due to their individual elastic deformations. These deformations are a result of the periodic combustion impulses that create torsional forces on the crankshaft and camshaft. These torques excite the shafts into sequential orders of vibration, and lateral oscillation. Engine vibration of this sort is counteracted by the harmonic damper and is the primary subject of this paper. Torsional Vibration (Natural Frequency) Every time a cylinder fires, the force twists the crankshaft. When the cylinder stops firing the force ceases to act and the crankshaft starts to return to the untwisted position. However, the crankshaft will overshoot and begin to twist in the opposite direction, and then back again. Though this back-and-forth twisting motion decays over a number of repetitions due to internal friction, the frequency of vibration remains unique to the particular crankshaft. This motion is complicated in the case of a crankshaft because the amplitude of the vibration varies along the shaft. The crankshaft will experience torsional vibrations of the greatest amplitude at the point furthest from the flywheel or load. Simplified Flywheel and Crankshaft Assembly Harmonic (sine wave) Torque Curves Each time a cylinder fires, force is translated through the piston and the connecting rod to the crankshaft pin. This force is then applied tangentially to, and causes the rotation of the crankshaft. The sequence of forces that the crankshaft is subjected to is commonly organized into variable tangential torque curves that in turn can be resolved into either a constant mean torque curve or an infinite number of sine wave torque curves. These curves, known as harmonics, follow orders that depend on the number of complete vibrations (cylinder pulses) per revolution. Accordingly, the tangential crankshaft torque is comprised of many harmonics of varying amplitudes and frequencies. This is where the name "harmonic damper" originates. Critical RPM's When the crankshaft is revolving at an RPM such that the torque frequency, or one of the harmonic sine wave frequencies coincides with the natural frequency of the shaft, resonance occurs. Thus, the crankshaft RPM at which this resonance occurs is known a critical speed. A modern automobile engine will commonly pass through multiple critical speeds over the range of its possible RPM's. These speeds are categorized into either major or minor critical RPM's. Major and Minor Critical RPM's Major and minor critical RPM's are different due to the fact that some harmonics assist one another in producing large vibrations, whereas other harmonics cancel each other out. Hence, the important critical RPM's have harmonics that build on one another to amplify the torsional motion of the crankshaft. These critical RPM's are know as the "major criticals". Conversely, the "minor criticals" exist at RPM's that tend to cancel and damp the oscillations of the crankshaft. If the RPM remains at or near one of the major criticals for any length of time, fatigue failure of the crankshaft is probable. Major critical RPM's are dangerous, and either must be avoided or properly damped. Additionally, smaller but still serious problems can result from an undamped crankshaft. The oscillation of the crankshaft at a major critical speed will commonly sheer the front crank pulley and the flywheel from the crankshaft. I have witnessed front pulley hub keys being sheered, flywheels coming loose, and clutch covers coming apart. These failures have often required crankshaft and/or gearbox replacement. Harmonic Dampers Crankshaft failure can be prevented by mounting some form of vibration damper at the front end of the crankshaft that is capable of absorbing and dissipating the majority of the vibratory energy. Once absorbed by the damper the energy is released in the form of heat, making adequate cooling a necessity. This heat dissipation was visibly essential in Tom Milner's PTG racing M3 which channeled air from the brake ducts to the harmonic damper, in order to keep the damper at optimal operating temperatures. While there are various types of torsional vibration dampers, BMW engines are primarily designed with "tuned rubber" dampers. It is also important to note that while the large springs of a dual mass flywheel absorb some of the torsional impulses conveyed to the crankshaft, they are not harmonic dampers, and are only responsible for a small reduction in vibration. Cut-Out View of a Tuned Rubber Harmonic Damper In addition to the crankshaft issue, other problems can result from slowing down the accessories below their designed speeds, particularly at idle. Slowing the alternator down can result in reduced charging of the battery, dimming of the lights, and computer malfunctions. Slowing of the water pump and fan can result in warm running, while slowing of the power steering can cause stiff steering at idle and groaning noises. It is possible to implement design corrections and avoid these scenarios, but this would require additional components and/or software. Our motto at Dinan is "Performance without sacrifice" We feel our customers expect ultra high performance along with the legendary comfort and reliability of a standard BMW. While it is common that a Dinan BMW is the fastest BMW you can buy, performance is not our only goal. Dinan isn't just trying to make the fastest car. Instead a host of considerations go into the development of our products. Dinan puts much more effort into these other areas than does our competition. These considerations are Performance, Reliability (Warranty), Driveability, Emissions, Value, Fit and Finish. We feel that the power pulley is a bad way to get extra power from and engine and the potential for serious engine damage is too great. This is a simplified explanation meant to be comprehensible by those who are not automotive engineers. In trying to simplify an extremely complex topic some precision was sacrificed although we believe this explanation to be as accurate as possible. We encourage our customers to educate themselves and understand the automotive after-market because we believe that our products are the best researched, engineered, and fabricated products available. For those interested in a more in depth and technical explanation of this topic, the reference book is Advanced Engine Technology, written by Heinz Heisler MSc,BSc,FIMI,MIRTE,MCIT. Heinz Heisler is the Head of Transportation Studies at The College of North West London. His book is distributed in this country by the SAE (Society of Automotive Engineers).
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#6. RE: Vendor Warning - from Dorffer, Rich
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Date: Fri, 15 Sep 2000 09:56:51 -0400 From: "Dorffer, Rich" <RDORFFER@CleIndians.com> Subject: RE: Vendor Warning Richard wrote>> I suggest NOT PURCHASING from Nick Alexander Imports in the LA area until UPS can sort out a little problem I've encountered. I ordered two pairs of euro rotors from them for $108/rotor on the recommendation of someone on this list. While it would have been a great price, I received an empty box stuffed with packing paper and my VISA was charged the full $432 + shipping. UPS picked up a package that was "recorded by shipper" to weigh 38 lbs (The last single pair I purchased from HMS weighed 34 lbs) from Nick Alexander Imports on Monday and delivered it today. How do you spell FRAUD? Does my UPS driver have a BMW E36 M3 with new euro rotors? Inquiring minds, and my bank account, want to know! FYI - I just ordered the floating rotors along with various other miscellaneous parts (about 30 other things) and the Parts Manager (Danny or David, I forget) was very helpful on some part numbers I did not know and I received my order on a timely basis exactly what I had ordered about two weeks ago. NAI's PM even called me to confirm a couple of items he was unsure of I do not think NAI is fraudulent, maybe not careful, but not fraudulent. Be very careful throwing around the F word ;-) Regards, Rich
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#7. Re: [E36M3] porsche - from John Stoj
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Date: Fri, 15 Sep 2000 06:59:50 -0700 (PDT) From: John Stoj <John_Stoj@excite.com> Subject: Re: [E36M3] porsche B Horlacher wrote: What do you guy's/girls think of the Porsche 996? I am thinking of turning the M3 into a full track car and getting a new 996 for everyday use. Jim replied: Those of us with 986's on order don't like it :) To which Jay added: If newness isn't an issue for you, you may want to consider an older 911 (such as a 964 Carrera 2 or an early 993) for track use, where comfort isn't much of a consideration anyway. And I mention: My thoughts exactly. In fact, I happen to have a Carrera for sale. '89 - all of the kinks worked out of the first 911 by then (well, maybe not all ;)). Great shape... Oh, I'm keeping the M3. OBMWC. - John _______________________________________________________ Say Bye to Slow Internet! http://www.home.com/xinbox/signup.html
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#8. [E36M3] '99 M3 - My first black eye... - from GSM M3
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Date: Fri, 15 Sep 2000 14:51:24 GMT From: "GSM M3" <carpediemm3@hotmail.com> Subject: [E36M3] '99 M3 - My first black eye... Morning gang, Well either last night or this morning, I rec'd my first fog light outage. Took a rock dead center of the passenger side fog lamp (funny though, I never heard it hit). It hit so hard, that it broke one of the retaining clips, so I'll be getting a whole new assembly. Ironically, it was pointed out to me this morning at the dlrshp, while getting an oil change. So, where has the group been getting the best deals for the OE fog lamps w/ the black plastic housing fixture, and what should I be looking at spending? Please tell me, I don't have to buy the pair (unless you have to)!!! On a different note, while at the dealer, knowing I need some new boots in the rear, I thought I would enquire what the dealer would charge for the rear Michelin Pilots. Are you ready for this.....$369 +++, I just about fell down. YIKES! The parts fellow asked if I wanted them to order a set, "never mind, I think I know a few hundred people who can point me in a cheaper direction." Thanks God, for fiber, big bandwidth, and the accessibility to you all. On a happier note, one of the techs that I've befriended, w/ 15 years as a Bimmer master tech, offered to install some SS brake lines for a mere 40 bucks, on the lift at the dlrshp next Saturday. Damn nice of him I think. So, whose got the best fitting brake lines? I've used Earl's on the Ducati before, and was real happy, but don't have any experience w/ them for autos. I've heard a few of you make mention about Fischer lines, but again, no personal knowledge or experience. Bring on the info, please. Many thanks to all, and to all a terrific weekend. Cheers, Greg '99M _________________________________________________________________________ Get Your Private, Free E-mail from MSN Hotmail at http://www.hotmail.com. Share information about yourself, create your own public profile at http://profiles.msn.com.
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#9. Re: [E36M3] Vendor Warning - from twisty M3
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Date: Fri, 15 Sep 2000 08:43:15 PDT From: "twisty M3" <twistym3@hotmail.com> Subject: Re: [E36M3] Vendor Warning I'm sure I'm only saying this because I ordered some floating rotors from them two days ago and pray to god that I receive them today as promised, but I can't see how NAI is at fault here. The package was recorded (i.e. weighed on a scale) at 38 pounds. That's a decent sized package (those rotors ain't small either) and a UPS driver should be able to tell if a package that large was empty... sounds to me like they were lost/stolen in transit by UPS and this shouldn't have any reflection on NAI. Hopefully you get this situation straightened out soon though (times like this, credit card protection is a good thing). Of course, if I have trouble or if you find out it was somebody at NAI, I only live about an hour or so away from there and that lug wrench in my trunk has some pretty good weight to it. ;-) Good luck, Jonathan (hoping he gets his very own 38 pound package today... with something in it) >From: Richard Buchanan I suggest NOT PURCHASING from Nick Alexander Imports >in the LA area until >UPS can sort out a little problem I've encountered. I ordered two pairs of >euro rotors from them for $108/rotor on the recommendation of someone on >this list. While it would have been a great price, I received an empty box >stuffed with packing paper and my VISA was charged the full $432 + >shipping. >UPS picked up a package that was "recorded by shipper" to weigh 38 lbs (The >last single pair I purchased from HMS weighed 34 lbs) from Nick Alexander >Imports on Monday and delivered it today. > >How do you spell FRAUD? >Does my UPS driver have a BMW E36 M3 with new euro rotors? > >Inquiring minds, and my bank account, want to know! > >Rich Buchanan / / / / | / | >95 M3/2 Lux / / / / |/ | >Dinan Stage II / / / / | > /_/_/_/__/|__/|__| _________________________________________________________________________ Get Your Private, Free E-mail from MSN Hotmail at http://www.hotmail.com. Share information about yourself, create your own public profile at http://profiles.msn.com.
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#10. Re: [E36M3] Vendor Warning - from Wen Liew
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Date: Fri, 15 Sep 2000 15:48:39 GMT From: "Wen Liew" <wwliew@hotmail.com> Subject: Re: [E36M3] Vendor Warning I've made 4-5 purchases there and have never encounterd any problems. I don't know about brake rotors and other heavy parts, but shipping was always free for me. However, I have to pay sales tax. Wen >Date: Thu, 14 Sep 2000 23:10:34 -0700 >From: Richard Buchanan <rbuchanan@pacbell.net> >Subject: Vendor Warning > >I suggest NOT PURCHASING from Nick Alexander Imports in the LA area until >UPS can sort out a little problem I've encountered. I ordered two pairs of >euro rotors from them for $108/rotor on the recommendation of someone on >this list. While it would have been a great price, I received an empty box >stuffed with packing paper and my VISA was charged the full $432 + >shipping. >UPS picked up a package that was "recorded by shipper" to weigh 38 lbs (The >last single pair I purchased from HMS weighed 34 lbs) from Nick Alexander >Imports on Monday and delivered it today. > >How do you spell FRAUD? >Does my UPS driver have a BMW E36 M3 with new euro rotors? > _________________________________________________________________________ Get Your Private, Free E-mail from MSN Hotmail at http://www.hotmail.com. Share information about yourself, create your own public profile at http://profiles.msn.com.