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#1. Re: Strut brace part number - from RonStygar@aol.com
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Date: Fri, 5 Apr 2002 21:45:01 EST From: RonStygar@aol.com Subject: Re: Strut brace part number Strut brace part number 51 71 8 201 234 cedes to 51 71 8 410 212.
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#2. Re: Radio tool info - from RonStygar@aol.com
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Date: Fri, 5 Apr 2002 21:46:14 EST From: RonStygar@aol.com Subject: Re: Radio tool info Connect to: http://www.unofficialbmw.com/all/stereo/radio_removal_tool.html Ron
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#3. Euro parts - from Alan Taur
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Date: Fri, 5 Apr 2002 19:37:15 -0800 From: "Alan Taur" <alantaur@yahoo.com> Subject: Euro parts Hi, Gruppe. > Date: Thu, 4 Apr 2002 08:39:17 -0800 > From: "Mike Kanaly" <mike@worklife.com> > Subject: ramblings/dumb questions > > Lastly, does anyone have any pictures of any e36 m3's in Europe? I > wanted to see the differences, specifically the lights, wheels, options, > interior, etc. Is there any enthusiasts pages which document this? Or > any links to euro m3 enthusiast pages, etc? So I can see these > differences? Well, Mike. I think all of us here in US suffer from Euro-envy to differing degrees. I have the full-blown disease. Check out my webpage at www.alantaur.com. Here's a list of the European-spec items I've managed to successfully retrofit on my US 95 M3: Euro 3.2 engine (S50 B32) Euro six-speed tranny Euro 3.2 rear diff (the big one) Euro instrument cluster (with 7600 rpm redline) rear fog lamp auto-dim rear view mirror headlight washers headlight vertical aim adjustors Euro ellipsoid headlights with aftermarket HID power lumbar supports tilt steering power rear vent windows Class II Motorsport rear wing with LED GT rear trunk struts BMW spare gas can in tire well. And for those of you keeping score, I just retrofitted side airbags to my car (Yes, I had to buy new doors). I'm not sure what to add next. I thought about the digital climate control, but I like my rotary version just fine. For some strange reason, I never got around to putting the most common Euro-spec part on my car - the Euro floating rotors! -Alan, who has WAY too much time on his hands... _________________________________________________________ Do You Yahoo!? Get your free @yahoo.com address at http://mail.yahoo.com
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#4. RE: [E36M3] ramblings/dumb questions - from Mel Silva
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Date: Fri, 5 Apr 2002 21:56:23 -0600 From: "Mel Silva" <melsilva@mindspring.com> Subject: RE: [E36M3] ramblings/dumb questions I have a solution for the garage door opener. What I did was follow Jim Powell's example and dismantled my Craftsman garage door opener remote. I hard wired a Radio Shack momentary push button switch to the remote and mounted the switch in one of the center console pop-outs (like where the heated seats, alarm led, HK Sound, etc). I also took the power leads that go to the cigarette lighter and used a zener diode to regulate the voltage. This is hard wired where the battery used to go in the remote. The circuit board for the remote with all the wires hanging off it now is neatly tucked behind the sunglass holder. Now I have a red button that is back lit with and led that opens the garage door. Someday I'll get a digital camera and then I can share these things with the group. Mel -----Original Message----- From: Carey Probst [mailto:hcprobst@alum.mit.edu] Sent: Friday, April 05, 2002 6:25 PM To: E36M3 Subject: RE: [E36M3] ramblings/dumb questions Garage remote - clip on, sorry. Euro - just added the headlights but no pictures yet. See Bavarian Auto for pics. Don't know if Turner, HMS, Eurosport, UUC, RE, etc. have pictures.
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#5. Re: [E36M3] Euro parts - from donna seeley
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Date: Fri, 5 Apr 2002 19:58:23 -0800 From: donna seeley <dlseeley@earthlink.net> Subject: Re: [E36M3] Euro parts Not just time, Alan! Why don't you do something productive with all that time & $$$ like sponsor my race car? <BG> Donna --------- 88 M3, "Guido", #41 JP 95 M3, super-commuter, once had Euro rotors > Date: Fri, 5 Apr 2002 19:37:15 -0800 > From: "Alan Taur" <alantaur@yahoo.com> > Subject: Euro parts > > Here's a list of the European-spec items I've managed to > successfully retrofit on my US 95 M3: > > <snip a lot> > > -Alan, who has WAY too much time on his hands... >
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#6. LTFT - from Paul Elliott
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Date: Sat, 6 Apr 2002 00:20:22 -0500 From: "Paul Elliott" <elliott.paul@worldnet.att.net> Subject: LTFT >>Agreed. on most cars, the ECU can't accurately read the knock sensor over a given threshold, usually 5500 rpm or so... << What good is a knock sensor which is unable to read values where knock is most likely to occur? Paul Elliott --------------------------------------------------------- '99 White M3; < 40K miles; Dinan stage II SC kit with 6" RMS crank pulley: 11 psi; AA Water Injection; Rotex pads;X-Brace; Dinan Koni Suspension; Stygar SS and Clutch Stop; Sound by Polk, Excelon, JLAudio
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#7. Re: Re: Long term fuel trims - from Paul Elliott
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Date: Sat, 6 Apr 2002 00:26:59 -0500 From: "Paul Elliott" <elliott.paul@worldnet.att.net> Subject: Re: Re: Long term fuel trims >>The subaru obd-II ECU *does* adjust the long term fuel trims on open loop mode<< I believe you...Im puzzled how, if the lambda sensors are removed from the feedback loop, though, they are able to impact any FT.... >>In open loop mode, the ECU still reads the full complement of sensors<< So why then is it called 'open' loop then. I guess its because its reading the sensors, but not paying attention? Or, perhaps, if the LTFT IS being impacted, then the open loopedness just comes from the fact that perhaps its the STFT which determines whether or not its in open loop mode....weird. >>. I actually think that the M3's ECU does make timing and small fuel adjustments in open loop mode chiefly using the knock sensor<< Weird here too....we already believe that the knock sensor is not effective at over 5500 rpms, I belive you said in another thread. Paul ----- Original Message ----- From: <kitwetzler@mindspring.com> To: <elliott.paul@worldnet.att.net> Sent: Friday, April 05, 2002 1:09 PM Subject: RE: Re: Long term fuel trims Dear Paul, The subaru obd-II ECU *does* adjust the long term fuel trims on open loop mode. it just doesn't do it with the short term trims, the adjustments aren't obvious. In open loop mode, the ECU still reads the full complement of sensors, but it is not using the short term fuel trim to make minute adjustments. I actually think that the M3's ECU does make timing and small fuel adjustments in open loop mode chiefly using the knock sensor. You learn something new everyday, eh? ;) -kit Original Message: ----------------- From: Paul Elliott elliott.paul@worldnet.att.net Date: Fri, 5 Apr 2002 08:21:40 -0500 To: kitwetzler@mindspring.com Subject: Re: Long term fuel trims >>What I was asked was if the ECU modified the long term gains in open loop mode<< NO. I lost your post so I cant re read it but I thought you were asking, like alot of people do, whether in OPEN LOOP mode, the pure OL maps are used in the ECU alone, or are used with LTFT applied to it...Alot of people mistakenly think that Open loop is Open loop period, and dont realilze that even in OL, the LTFT rears its ugly head.. But if your question is re whether in OL the ECU continues to read feedback signals in order to adjust trims, the answer is clearly not....there's no feed back loop in OL mode. Paul ----- Original Message ----- From: "Kit Wetzler" <kitwetzler@mindspring.com> To: "'Paul Elliott'" <elliott.paul@worldnet.att.net> Sent: Friday, April 05, 2002 2:23 AM Subject: RE: Long term fuel trims > > the Open Loop operation....It is applied to the Open Loop maps......I > wish > > it werent so, but its true. This has been verified for me by Scanning > > Software maven, Shawn Fogg. > > Duh. That's what I said, dude. The open loop maps read the LONG term > gains, but not the short term gains. What I was asked was if the ECU > modified the long term gains in open loop mode, like what subarus so. > > > What you have found with the WRX is indeed what happens to our OBDII > M3s > > as well. too bad, as far as Im concerned. > > No, I'm not convinced of that. > > I was asking if the ECU MODIFIED the long term gains. I *know* that the > ECU READS the long term trims, what I don't know is if it MODIFIES the > trims in open loop mode. > > Just FYI, reading those trims is a good thing. > > -kit > > -------------------------------------------------------------------- mail2web - Check your email from the web at http://mail2web.com/ .
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#8. Re: [E36M3] LTFT - from NickG
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Date: Sat, 6 Apr 2002 00:40:21 -0500 From: "NickG" <nick@tech-nick.net> Subject: Re: [E36M3] LTFT Knock is most likely to occur when cylinder pressures are their highest, which is at the engine's torque peak. This is usually well below 5500rpm. Plus, don't forget that the ECU has been programmed to work with a N/A (stock) engine, not a forced induction engine. Different rules apply. Nick > >>Agreed. on most cars, the ECU can't accurately read the knock sensor over > a given threshold, usually 5500 rpm or so... << > > What good is a knock sensor which is unable to read values where knock is > most likely to occur?
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#9. Re: [E36M3] LTFT - from Paul Elliott
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Date: Sat, 6 Apr 2002 00:49:17 -0500 From: "Paul Elliott" <elliott.paul@worldnet.att.net> Subject: Re: [E36M3] LTFT Good point Nick...but if knock is most likely to occur at the torque peak, which admittedly is below 5500 rpms, then why is it that on our forced induced engines, we need to be most careful of knock at the upper reaches near redline...Is this what you mean by 'Different rules apply'? Paul Elliott --------------------------------------------------------- '99 White M3; < 40K miles; Dinan stage II SC kit with 6" RMS crank pulley: 11 psi; AA Water Injection; Rotex pads;X-Brace; Dinan Koni Suspension; Stygar SS and Clutch Stop; Sound by Polk, Excelon, JLAudio ----- Original Message ----- From: "NickG" <nick@tech-nick.net> To: "Paul Elliott" <elliott.paul@worldnet.att.net>; "E36M3" <e36m3@bmw-m.net> Sent: Saturday, April 06, 2002 12:40 AM Subject: Re: [E36M3] LTFT > Knock is most likely to occur when cylinder pressures are their highest, > which is at the engine's torque peak. This is usually well below 5500rpm. > Plus, don't forget that the ECU has been programmed to work with a N/A > (stock) engine, not a forced induction engine. Different rules apply. > > Nick > > > >>Agreed. on most cars, the ECU can't accurately read the knock sensor > over > > a given threshold, usually 5500 rpm or so... << > > > > What good is a knock sensor which is unable to read values where knock is > > most likely to occur? > > >
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#10. Re: [E36M3] LTFT - from NickG
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Date: Sat, 6 Apr 2002 00:58:35 -0500 From: "NickG" <nick@tech-nick.net> Subject: Re: [E36M3] LTFT Many, many factors play a role as to how sensitive an engine is to detonation (static compression ratio, air temp, exhaust backpressure, etc.). Sometimes, you can actually increase the timing as the revs get higher, as the exhaust back-pressure tends to dilute the A/F mix in the cylinder. This allows more spark timing to be tolerated. (The added exhaust gasses can also have the opposite effect of tolerating LESS timing if they're too hot and increase the in-cylinder temps.) Now, you mentioned that our forced induced engines are more susceptible to knock near redline. That is mostly a function of the tuner's programming and the type of forced induction. Since a centrifugal SC builds boost with RPMs, it stands to reason that the cylinder pressure will be higher if the RPM is higher. Since turbo's build boost earlier in the rev band, they tend to make their peak cylinder pressure earlier (more like a N/A engine). Then, the programming plays a role. If the programmer added in extra spark in the upper revs, then yes, the engine will be more susceptible to detonation up top. Nick > Good point Nick...but if knock is most likely to occur at the torque peak, > which admittedly is below 5500 rpms, then why is it that on our forced > induced engines, we need to be most careful of knock at the upper reaches > near redline...Is this what you mean by 'Different rules apply'?