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#1. rear deck rattle - from Kit Wetzler
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Date: Thu, 3 May 2001 16:18:46 -0700 From: "Kit Wetzler" <kitwetzler@mindspring.com> Subject: rear deck rattle > I think just about everyone has had this problem. It showed up on my 50k > mile M3/4 after adding a slightly stiffer suspension system (Ground Control > Coil-Over setup). I haven't tried to find it just yet, but a buddy of mine > fixed it on his 95. Hey John, I got a little project for ya! I fixed this in my M3/4 with some foam. I took off the 3rd brake light cover from the inside of the car and stuffed a bunch of foam under the deck. No more rattle. -kit
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#2. Staggered Wheels/Tires... - from Ron Buchalski
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Date: Fri, 04 May 2001 04:04:12 From: "Ron Buchalski" <rbuchals@hotmail.com> Subject: Staggered Wheels/Tires... Okay, so I know that the '95 models came with 7.5x17 wheels shod with 235/40ZR17 tires (although some people have said that the tire is too wide for the wheel...) I also know that the '96 and later models came with 7.5x17 wheels shod with 225/45ZR17 tires in front, and 8.5x17 wheels shod with 245/40ZR17 wheels in the rear. Reasons (that I've seen) for the tire and wheel change include increasing the sidewall height to protect the wheels from bending, and adding more understeer to make the car "safer". The wheel/tire combo that I don't understand is the staggered wheels (7.5x17 front, 8.5x17 rear) with 235/40ZR17 tires all around (standard on the LTW, optional on other '95 models). What was the reasoning behind this? Just curious.... 8^@ -rb _________________________________________________________________ Get your FREE download of MSN Explorer at http://explorer.msn.com
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#3.Preview by AutoExpress - from Tiwari, B Sudesh
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Date: Fri, 04 May 2001 09:05:20 -0400 From: "Tiwari, B Sudesh" <TiwariBS@corning.com> Subject: <E46 M3 SMG> Preview by AutoExpress Folks, here is a preview of M3 SMG, courtesy of AutoExpress. BMW M3 SMG With the race-tuned engine howling, we flick the steering wheel-mounted paddle to bang our way through the gearbox and power past six cars. Suddenly a corner appears from nowhere and we lose control and land upside down. That's it - Game Over. It will cost a pound to have another go. Until now, the arcade was the nearest most of us would get to the full race car experience. Paddle operated sequential six-speed gearboxes and rev counter lights which show you when a 343bhp engine is ready for another gear are usually the sort of features only race drivers and PlayStation jockeys have ever had the chance to use. But BMW, which pioneered the Sequential Manual Gearbox with the last M3, has updated the system. And like a well developed computer game, all the bugs have been ironed out and there are some great new features. As before, SMG uses hydraulic and electronic gadgets to operate the clutch and select gears. But in the past the technology hasn't worked terribly well - even the latest systems of rivals are either slow to swap cogs or unrefined. BMW's answer is to let the driver alter the shift speed depending on your taste or the situation. In mode S1, the shifts are slow, smooth and relaxed. With light throttle openings it works well as both manual or automatic, and will be a boon in town compared to the heavy-clutched standard M3. On the open road, select S6 and the hydraulics will do the change as quickly as a racing car, swapping ratios in just 0.08 of a second - that's literally the blink of an eye and half the time of rivals. It's truly astonishing. First, find a road with enough room to let the M3 stretch its legs, and watch as the rev counter nears the red line. A series of orange lights begin to illuminate, showing you when to change up. Pull the right-hand steering wheel paddle towards you, the car makes the smallest of coughs and you are in the next gear. Downchanges are even more impressive, as the electronics blip the throttle just the right amount to ensure the smoothest of shifts. Unlike the last generation of SMG, we have no hesitation recommending this. In fact, we would actually prefer it to the conventional gearbox if we had the choice. But just remember - get a corner wrong in the real world of the M3 SMG and it will cost you more than a pound. At a glance * Clutchless sequential manual gearbox option for BMW M3 * Option priced at £2,400, available from July on Coupe or Convertible M3 models * Changes gear in 0.08 seconds Sudesh B Sudesh Tiwari / / / / | / | Infrastructure Analyst, S&T IT Technical / / / / |/ | Innovation & Integration & Mobile / / / / | Corning Inc., SP S&T /_/_/_/__/|__/|__| Phone # 607 974-1894 BMW CCA #131805, ///M Power
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#4. Mystery Rattle - from Jonathan Evans
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Date: Fri, 4 May 2001 09:35:46 -0400 From: "Jonathan Evans" <jonathanevans@hotmail.com> Subject: Mystery Rattle I think I have the same rattle which caused me to change out some perfectly good rear shock tower bearings. I've had people sit in the back seat and listen to the BONK noise and they all fold down the seat and point at the shock tower/rear speaker. All have been out and tightened to no avail. PLEASE someone figure out what this is. I just hope it's not my rear K40 sensor bouncing around up there... Jonathan red 95 M3
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#5. Re: [E36M3] Mystery Rattle - from Jim Powell
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Date: Fri, 04 May 2001 06:42:48 -0700 From: Jim Powell <jsp98m3@apexcone.com> Subject: Re: [E36M3] Mystery Rattle You have that cupped washer pointing the right way? Jim Jonathan Evans wrote: > Date: Fri, 4 May 2001 09:35:46 -0400 > From: "Jonathan Evans" <jonathanevans@hotmail.com> > Subject: Mystery Rattle > > I think I have the same rattle which caused me to change out some perfectly > good rear shock tower bearings. > > I've had people sit in the back seat and listen to the BONK noise and they > all fold down the seat and point at the shock tower/rear speaker. All have > been out and tightened to no avail. > > PLEASE someone figure out what this is. I just hope it's not my rear K40 > sensor bouncing around up there... > > Jonathan > red 95 M3 > > ************************************************************* > List Commands > UNSUBSCRIBE - (in subject line) unsubscribes you from the mailing list. > DIR - sends a listing of files available in the list's GET directory. > GET filename1.ext,filename2.ext - sends the requested file(s). > > To issue a command/request to the server: > Send a message with the command you wish executed as the > subject of the message. > *************************************************************
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#6. Koni Threaded Suspension Kits - from Neil Maller
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Date: Fri, 04 May 2001 09:03:40 -0500 From: Neil Maller <neil.maller@gte.net> Subject: Koni Threaded Suspension Kits A bunch of you had asked for my instructions on how to do the cut-and-gut procedure for installing Koni strut inserts, since unlike Bilstein, Koni doesn't supply a complete strut assembly for the M3. It looks as if that's changed, according to the following from the new Koni catalog (available online): > KONI North America is happy to announce the arrival of > the new KONI Threaded Suspension Kits. The kits include > four KONI Sport valved struts and/or shocks featuring > threaded adjustable lower spring perches (where applicable) > and progressive rate lowering springs designed for > performance street driving. The kits are engineered in a > joint effort with KONI divisions in Holland, Germany and > North America and are tested on Germanyıs famed, high > speed Autobahns. > Threaded coil over suspensions not only allow the user to > individualize the ride height but also to improve handling > through corner weighting or weight jacking. Additionally the > car can be run low in the summer and raised for winter driving. > The kits were designed to give the vehicle a preferred ride > height of 1.5² to 2.0² below stock ride height but the threading > range allows the owner to make the ride height considerably > higher or lower. It is always recommended that the kits be > installed with bump rubbers because the threaded range of > perch adjustment may allow the vehicle to sit low enough (for > show or display purposes) to risk bottoming internally without > them. Also, care should be taken in setting ride height so as to > not allow oversized rims and tires to rub on the car. So it seems that these are true adjustable coilovers. Tire Rack lists them at $1393 the set, compared to $574 for a set of normal Koni SA Sports (not including springs, figure $225 extra), or $2568 for the H&R coilovers. So the price seems pretty reasonable for adjustable coilovers. They don't say anything about the adjustment system on the Koni c/o, so I guess we are to assume they're like the regular SAs (i.e. convenient at the front, PITA for the rears). Since I already have Konis I'm not in the market, but some of you may be interested. The Koni P/N for the set is 1150-5023. Neil 96 M3
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#7. Re: S-O3 Pole Positions - from Ahmad Lutfeali
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Date: Fri, 04 May 2001 14:18:24 -0000 From: "Ahmad Lutfeali" <m3_racer99@hotmail.com> Subject: Re: S-O3 Pole Positions I had been reading about posts on different (Street) tires for a while. Here is my .02 cents. Get a decent low profile tire that is not too loud during speed. For street applications I go with one of the cheapest tires I can find becuase I barely push the car to its limits on the streets. My favourite is RE71 (THE ARE AWESOME, Ferrari F40 and Prosche 959 along with Callaway Corvette had it as its standard equipment)and Tirerack still has it 245/40/17s only. I have the staggered setup and run the 245s all the way. For $440 all four and it lasts me a full year with some track days, its not bad at all. To give you an idea how good they are? Wears very well, quite, do not hydroplane like crazy and above all performance for instance at Limerock Park, these were only a tid bit slower than my Yoko 032R. I saved up the money on the street tires so I can now run Hoosiers on the track. Ahmad Date: Thu, 03 May 2001 16:02:45 -0500 From: Neil Maller <neil.maller@gte.net> Subject: Re: S-O3 Pole Positions on 5/3/01 12:22 PM, Peter Guagenti <peter@guagenti.com> wrote: >The only downside to all of this? These tires are ungodly expensive. I >can't believe how much they're getting for them. They sure are. From Tire Rack: S-02 S-03 Change ==== ==== ====== 225/45R17 $174 $210 +20.7% 235/40R17 $173 $237 +37.0% 245/40R17 $217 $247 +13.8% but check the tread wear rating: UTQG 180 220 +22.2% So 96+ owners using staggered tires might come out slightly ahead with the S-03 even at the higher price. But if you're running the 235 on your 95 M3 you'd be hosed buying the new tire. Neil 96 M3 - S02 _________________________________________________________________ Get your FREE download of MSN Explorer at http://explorer.msn.com
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#8. Hoosier R3SO3's vs. A3SO3's - from Vern Anderson
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Date: Fri, 04 May 2001 10:50:44 -0400 From: Vern Anderson <vanderson@cerebellumsoft.com> Subject: Hoosier R3SO3's vs. A3SO3's Does anyone have any experience using the R3SO3's for autocross? I've use the A3SO3's now for autocross and I love them. However, I'm thinking of using the R's for both track and autocross this year. I'm just unsure about how much difference there is between the A's and R's in a cold-tire autocross setting. I know that the A's can be used on the track if the ambient temps are low enough (below 60 or 65), but it's a little hard to always schedule track days and races on cool days. Vern Anderson 98 M3/2
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#9. Re: [E36M3]Preview by AutoExpress - from Robert Chay
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Date: Fri, 04 May 2001 08:01:39 -0700 From: Robert Chay <rchay@mindspring.com> Subject: Re: [E36M3] <E46 M3 SMG> Preview by AutoExpress Hmmm... and I thought Ferrari was the first to come to market with the F1 style paddle shifter on their F355's. -Bobby ----- Original Message ----- <snip> Until now, the arcade was the nearest most of us would get to the full race car experience. Paddle operated sequential six-speed gearboxes and rev counter lights which show you when a 343bhp engine is ready for another gear are usually the sort of features only race drivers and PlayStation jockeys have ever had the chance to use. But BMW, which pioneered the Sequential Manual Gearbox with the last M3, has updated the system. And like a well developed computer game, all the bugs have been ironed out and there are some great new features. As before, SMG uses hydraulic and electronic gadgets to operate the clutch and select gears. But in the past the technology hasn't worked terribly well - even the latest systems of rivals are either slow to swap cogs or unrefined. <snip>
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#10. Re: [E36M3]Preview by AutoExpress - from twisty M3
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Date: Fri, 04 May 2001 09:02:21 -0700 From: "twisty M3" <twistym3@hotmail.com> Subject: Re: [E36M3] <E46 M3 SMG> Preview by AutoExpress One thing that I've gotten curious about regarding the SMG and the "F1" version in Ferrari is regarding down shifting. I realize that overrevs are pretty much impossible as the computer won't allow you to choose a wrong gear. However, if you're coming to a 2nd gear corner from a nice long straight in, say 5th gear, does anyone know if you can preselect the number of downshifts you want. I mean, can you just tap, tap, tap, and once you're slow enough you'll be in second gear, or do you have to physically wait until the revs are appropriate before selecting the downshift? Anyone familiar with the old SMG or Ferrari's 355/360 F1s? Thanks, Jonathan L. >From: "Tiwari, B Sudesh" <TiwariBS@corning.com> > >Pull the right-hand steering wheel paddle towards you, the car makes >the smallest of coughs and you are in the next gear. Downchanges are >even more impressive, as the electronics blip the throttle just the >right amount to ensure the smoothest of shifts. > _________________________________________________________________ Get your FREE download of MSN Explorer at http://explorer.msn.com