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#1. Eric Ayala's M3 LTW 04065 - from Marc.S.Edwards@QuestDiagnostics.com
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Date: Fri, 6 Jul 2001 17:28:49 -0700 From: Marc.S.Edwards@QuestDiagnostics.com Subject: Eric Ayala's M3 LTW 04065 Jim raised the question about Ayala's LTW. Eric's VIN on his car is one of what appears to be a few very early cars in the range of some low VIN numbers. Most are in the 7000 range and above and manufactured in the 9-11/95 timeframe. It is possible that Eric's car was taken off early and sent to a race team to use or produced early for promotional purposes or to experiment on before the larger batch was done later in the year. If Eric is lucky he knows the story about his car. If not, it is just another mystery that might surround and individual car or the LTWs as a whole. Regards, Marc 1995 M3 LTW
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#2. 95 M3 - benefits/drawbacks of staggered wheel - from Paul Elliott
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Date: Fri, 6 Jul 2001 20:40:10 -0400 From: "Paul Elliott" <pelliott@rcn.com> Subject: 95 M3 - benefits/drawbacks of staggered wheel >>I'll argue that wider tires do NOT have a larger surface area touching the ground if the tire pressure is the same. What does change is the shape of the contact patch. Skinny tires have long narrow patches, wide tires have short broad patches. << Because this is counter intuitive, I need to question you a bit....Lets say from front to back, 6 inches of tire are on the road at a given pressure. Now, lets say that this tire is 12" wide. This gives you a contact patch area of 72". Now, lets say that, at the same pressure, another, wider tire is making a patch...I would imagine that the same 6" front to back rubber is on the road...But lets say this tire is 15" wide. Then, wouldnt this contact patch be 90", thereby providing a bigger contact patch and, more grip? Since you are arguing that this isnt true, could you explain to us philistines why what seems obvious is in fact not the case? Thanks. --------------------------------------------------------- Paul Elliott '99 White M3; < 30K miles; Dinan stage II sc kit; Rotex pads; Steiger SS and Clutch Stop; Sound by Polk, Excelon, JLAudio
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#3. Re: [E36M3] 95 M3 - benefits/drawbacks of staggered wheel - from Chris Papademetrious
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Date: Fri, 06 Jul 2001 21:03:03 -0400 From: Chris Papademetrious <chrispitude@yahoo.com> Subject: Re: [E36M3] 95 M3 - benefits/drawbacks of staggered wheel At 07:46 PM 7/6/2001 -0500, Paul Elliott wrote: >Because this is counter intuitive, I need to question you a bit....Lets say >from front to back, 6 inches of tire are on the road at a given pressure. >Now, lets say that this tire is 12" wide. This gives you a contact patch >area of 72". Now, lets say that, at the same pressure, another, wider tire >is making a patch...I would imagine that the same 6" front to back rubber >is on the road...But lets say this tire is 15" wide. Then, wouldnt this >contact patch be 90", thereby providing a bigger contact patch and, more >grip? Paul, This is interesting stuff. The tire doesn't carry the weight of the car; the air pressure inside does. According to the simplified principle behind this, let's say a tire is inflated to 50 psi (pounds per square inch). This means that the aire pressure exerts 50 pounds per square inch of area of its container. When the weight of the car presses the tire to the ground (let's say the weight of the car on a single wheel is 500 pounds), the portion of the tire which stabilizes against the ground will be 500 pounds / (50 pounds per square inch) = 10 square inches. Even the units work out! As a result, using this model, the contact patch area is obtained by dividing the weight on the tire by the tire pressure. As you decrease pressure, more contact patch is needed to support the weight. The *shape* of the contact patch (wide and short, or long and skinny) may vary due to the tire, but will not affect the total area of the contact patch. Now in reality, the sidewalls do support some of the weight of the vehicle. As a result, I think the area of the contact patch varies slightly with lower sidewalls, wider tires, etc. However as a general rule of thumb, the above is very true. - Chris
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#4. RE: [E36M3] Rubber Flexibility - from Tom Tice
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Date: Fri, 6 Jul 2001 22:19:12 -0400 From: "Tom Tice" <tetice@triad.rr.com> Subject: RE: [E36M3] Rubber Flexibility One other thing to keep in mind when considering having tires un-mounted and re-mounted for a more effective rotation is potential tire damage when un-mounting. When I had my last set of tires mounted, I considered keeping my old rubber as they had plenty of tread left for "learning track tires". During the dismount, one tire ended up with a significantly damaged side wall (I would no longer consider it safe) and another one of the tire's mounting beads actually broke in two. Note this was all with the Hunter TC 3500 machine (a machine can't turn a gorilla into a surgeon). So if you think you are saving a few dollars by rotating the tires, that savings could quickly go the other way if a tire broke. FWIW, Tom Tice '98 M3/4 '99 540/6
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#5. bmw parts cd out-of date error - from Barrett Nicholas
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Date: 6 Jul 2001 21:43:40 CDT From: Barrett Nicholas <barrett.nicholas@usa.net> Subject: bmw parts cd out-of date error I have the BMW parts CD dated 7/99, hadn't used it in quite a while and just re-installed it on my latest machine and tried to use it, but I get a CD-ROM out of date error. I vaugely remember there's a workaround of sorts (haven't tried changing the PC's clock yet) before I start poking around, does anyone remember what the fix is? tia, Barrett p.s.: I can't keep up with the uuc digest, so if you're replying from there, would you please copy me via email? Thanks again!
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#6. Re: [E36M3] Rubber Flexibility - from Ron Buchalski
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Date: Sat, 07 Jul 2001 03:30:24 From: "Ron Buchalski" <rbuchals@hotmail.com> Subject: Re: [E36M3] Rubber Flexibility Lowell, The recommended rotation sequence for radial tires on a rear wheel drive car is to rotate the rear tires to the front positions on the same side, and to rotate the front tires to the opposite rear corners. So, LR->LF LF->RR RR->RF RF->LR If you want to rotate the spare in as well, choose a corner (LR) to start it, and rotate the last tire (RF) into the trunk. Of course, this four (or five) tire rotation method only works when all four (or five) tires and wheels are the same size. I've been using this rotation method with radial tires on my BMWs for about ten years now, which would translate to at least 250,000 miles. No belt separations, no tire problems, nothing but even tire wear. Tire brands/models include Pirelli P6, Yokohama A509, Michelin MXX3, Goodyear Eagle GT+4 (they really SUCK), Dunlop SP Sport 5000. -rb >Date: Fri, 6 Jul 2001 19:02:59 EDT >From: LoweSeaton@aol.com >Subject: Re: [E36M3] Rubber Flexibility > >Jonathan, > >I can't imagine any problem mounting a 235/40 tire on a 7.5" rim after >being mounted on an 8.5" rim. > >However, I do discourage moving a tire from the left side to the right >side. I always rotate front --> back & back --> front. I know every car >maker recommends rotating tires in an X. I won't do it. > >30 years ago radial tires had problems with the belts separating if you >flipped them left to right. Supposedly modern radial tires won't separate >if flipped. I'm skeptical. I do know if the tires are very well worn, >almost bald, the belts will separate quickly. BTDT several times. So if >you do dismount the tires, I'd recommend just moving them front to back but >keep them on the same side. <snip> _________________________________________________________________ Get your FREE download of MSN Explorer at http://explorer.msn.com
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#7. Re: 95 M3 - Lightweight or Not??? - from Ron Katona
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Date: Sat, 7 Jul 2001 07:35:37 -0400 From: "Ron Katona" <rkatona@bellatlantic.net> Subject: Re: 95 M3 - Lightweight or Not??? Jim E. wrote: > Does anyone see where this is going???? The M3 LTW was only manufactured from > 08/95-10/95. Carfax reports the following as the first registration of the car: 07/01/1995 Pennsylvania Motor Vehicle Dept. Phoenixville, PA Registered as corporate fleet vehicle The plot thickens <scary music>. -- Ron Katona
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#8. Re: [E36M3] Re: 95 M3 - Lightweight or Not??? - from Mdriver13@aol.com
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Date: Sat, 7 Jul 2001 08:28:30 EDT From: Mdriver13@aol.com Subject: Re: [E36M3] Re: 95 M3 - Lightweight or Not??? In a message dated 7/7/01 7:36:37 AM Eastern Daylight Time, rkatona@bellatlantic.net writes: Carfax reports the following as the first registration of the car: 07/01/1995 Pennsylvania Motor Vehicle Dept. Phoenixville, PA Registered as corporate fleet vehicle The plot thickens <scary music>. OK, this makes sense, since Joe Aqualante was the original owner. He (and his brother) have a Pontiac Dealership in Phoenixville, PA (kinda a burb of Philadelphia). They help sponsor our SCCA Philly Region Solo II program. I heard they use to be quite involved in racing. "Corporate fleet vehicle"....that's funny...like my brother's 635i company car a few year's back. Still the plot thickens <more scary music>. Bob Gill 97 ///M3 coupe Philly Region SCCA AS Champion 1997 & 2000 #13 BSP 2001
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#9. RE: [E36M3] Re: 95 M3 - Lightweight or Not??? - from Seth Thomas
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Date: Sat, 7 Jul 2001 10:57:13 -0400 From: "Seth Thomas" <porsche993@mindspring.com> Subject: RE: [E36M3] Re: 95 M3 - Lightweight or Not??? My car was originally owned by a guy that owned a dealership. I believe it was first titled as a demo. So I don't think this is that strange. Seth Thomas www.m3ltw.com www.m3power.com -----Original Message----- From: Mdriver13@aol.com [mailto:Mdriver13@aol.com] Sent: Saturday, July 07, 2001 8:36 AM To: E36M3 Subject: Re: [E36M3] Re: 95 M3 - Lightweight or Not??? Date: Sat, 7 Jul 2001 08:28:30 EDT From: Mdriver13@aol.com Subject: Re: [E36M3] Re: 95 M3 - Lightweight or Not??? In a message dated 7/7/01 7:36:37 AM Eastern Daylight Time, rkatona@bellatlantic.net writes: Carfax reports the following as the first registration of the car: 07/01/1995 Pennsylvania Motor Vehicle Dept. Phoenixville, PA Registered as corporate fleet vehicle The plot thickens <scary music>. OK, this makes sense, since Joe Aqualante was the original owner. He (and his brother) have a Pontiac Dealership in Phoenixville, PA (kinda a burb of Philadelphia). They help sponsor our SCCA Philly Region Solo II program. I heard they use to be quite involved in racing. "Corporate fleet vehicle"....that's funny...like my brother's 635i company car a few year's back. Still the plot thickens <more scary music>. Bob Gill 97 ///M3 coupe Philly Region SCCA AS Champion 1997 & 2000 #13 BSP 2001 ************************************************************* 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 to the email address e36m3@bmw-m.net. *************************************************************
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#10. Vanos question - from Paul Elliott
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Date: Sat, 7 Jul 2001 15:52:13 -0400 From: "Paul Elliott" <pelliott@rcn.com> Subject: Vanos question In my '99 M3, if I listen to the engine with it at idle, and i'm standing by the hood with my ear down near the grill, I can hear what has been variously been described by others who have asked the question (although I cant locate the responses at the moment!) as Marbles in the vanos! Its not loud, and performance seems to be fine....Of course, I suppose the supercharger could be masking a low level vanos failure...But I've heard the question often enough to believe that its a fairly common phenomena. At what point does the marbles noise become indicative of a more serious ailment? Thanks. --------------------------------------------------------- Paul Elliott '99 White M3; < 30K miles; Dinan stage II sc kit; Rotex pads; Steiger SS and Clutch Stop; Sound by Polk, Excelon, JLAudio