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#1. RE: Faded Side Moldings - from Wesley A. Nicolas
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Date: Thu, 25 Apr 2002 15:37:34 -0400 From: "Wesley A. Nicolas" <wes@nicolas.org> Subject: RE: Faded Side Moldings >What products have you all used (with good >results) to restore these moldings to their >original appearance? Creamy peanut butter works wonders!! Wes
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#2. No LongerMichelin MXX3 235/40/17 - from Dorffer, Rich
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Date: Thu, 25 Apr 2002 15:55:00 -0400 From: "Dorffer, Rich" <RDORFFER@CleIndians.com> Subject: No Longer <WTB> Michelin MXX3 235/40/17 Well, my luck improves a little. Tire Rack found the very last tire they had in stock of the MXX3 in the 235/40/17 size based on a search they performed on my request after they told me the inventory was zero (but occasionally the inventory may not be entirely correct and they can perform a search/inventory request of all of their warehouses). Thanks and hopefully I won't suffer any more blowouts on this new set. Regards, Rich
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#3. Re: [E36M3] Re: Rear wheel lifting during autox - from nabli@earthlink.net
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Date: Thu, 25 Apr 2002 15:58:53 -0400 From: <nabli@earthlink.net> Subject: Re: [E36M3] Re: Rear wheel lifting during autox ----- Original Message ----- To: "E36M3" <e36m3@bmw-m.net> Sent: Thursday, April 25, 2002 10:05 AM Subject: Re: [E36M3] Re: Rear wheel lifting during autox > Date: Thu, 25 Apr 2002 11:59:49 -0700 > From: fesler@nsc.com > Subject: Re: [E36M3] Re: Rear wheel lifting during autox > > On 25 Apr 2002, at 11:32, Chester Wong wrote: > > > > Yes, these two statements are contradictory. I meant to say that > > > front roll stiffness reduces UNDERSTEER. A few notches stiffer up > > > front and the car rotates much better. This has been discussed on > > > the group before but it is still worth mentioning as it is > > > counterintuitive. On the chance that this was what you were going > > > to disagree with I will explain further. > > > > > > The strut front suspension looses negative camber as it > > > compresses more rapidly than the rear does. Accordingly if you > > > have reasonable amounts of camber up front, more roll stiffness > > > equates to more camber up front as compared to the rear after the > > > cars weight has shifted and less understeer. > > > > Huh? More stiffness up front induces understeer. 'Tis why a car set up with > > sways stiff/soft (f/r) is less likely to oversteer than a car set up with > > soft/stiff (f/r). I know that at least this has been discussed before on the > > list. > > > > As the front suspension compresses, you actually gain negative camber. You > > also gain toe-out which I believe is called bump-steer. > > > > Chester > > On our cars (well on the 96+ I don't know about the 95) The rate at > which camber changes on the front and rear are different enough > that a stiffer front can substantially reduce understeer. > > I was advised to try this either on the list or by somone at an > autocross. I did as I had run out of room to stiffen the rear sway > bar and was still pushing badly at autoX. The effect was obvious. > There was substantially less understeer. I have seen a few peole > mention this since then on the list. It usually goes without much > comment. > > It may be that if you have more than a certain amount of camber (or > less) then the understeer/oversteer balance is more affected by the > change in compliance front/rear than by the camber. For my car > and for several others front sway bar stiffness reduces understeer. > No it does not. Let me explain. Engineers look at ISO procedures for evaluating operating behavior. These are: Steady-state skidpad Transient response braking during cornering crosswind sensitivity straight-running stability and reaction to throttle change on skidpad Steady-state is the performance of a vehicle on a constant radius circle. Transient response is the vehicle's response during directional changes. What you mean to say is that by stiffening the front you have increased the responsiveness of your vehicle in a directional change. This however does not reduce understeer in steady-state. It does the opposite and our cars are no different. Cheers, Jim E.
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#4. front roll stiffness - from Kit Wetzler
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Date: Thu, 25 Apr 2002 13:03:10 -0700 From: Kit Wetzler <kitwetzler@mindspring.com> Subject: front roll stiffness > Not sure wht this means. He's right. A MacPherson strut's camber curve bites the rotten hot dog. The car rolls more than it gains camber and the wheel doesn't tilt in enough to maintain a 90 angle to the road. This results in more understeer. Limiting the roll stiffness and adding static camber decreases this effect. It's very counter intuitive, but it's why adding a big front sway bar can actually decrease understeer. -kit
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#5. Re: [E36M3] Re: Rear wheel lifting during autox - from andy radin
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Date: Thu, 25 Apr 2002 13:12:36 -0700 From: "andy radin" <fourfa@mindspring.com> Subject: Re: [E36M3] Re: Rear wheel lifting during autox "If you increase the stiffness in the front of the car it increases understeer." ....unless you're already in the bad part of the camber control curve (MacPherson struts especially) because (for instance) you lowered your car too much, or you're on R-compound tires and stock suspension, not enough front static camber, too many canoes strapped to the roof carrier, etc. IF you have a camber problem, stiffening the front *can* decrease understeer, up to the point that the camber stays negative under cornering. Past that point, stiffening the front generally increases understeer by transferring weight from the inside to the outside tire. I think that sums up the competing arguments here... andy r.
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#6. new tires and wheels - from Gary A. Preece
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Date: Thu, 25 Apr 2002 16:31:56 -0400 From: "Gary A. Preece" <gapreece@entreky.net> Subject: new tires and wheels I just got my new Mille Miglia MM 11-2's and Sumitomo HTR ZII's from Tirerack. Three of the tire/wheel packages weighed 47.5 lbs. and one weighed 46.5 lbs. Of course the one with the least amount of wheel weights (only 3 of the 1/4 oz squares in one place) weighed the least. The others all had 3 or 4 of the squares in two places. What I am not real happy about is that my stock 1995 10-spokes with MXX3's almost down to the wear bars weighed 43.5 lbs. So...I am adding 4 lbs. of unsprung weight to each wheel basically. Does anyone know if it is just the difference between new and worn tires or my new wheels by themselves weigh more than stock? Gary Preece
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#7. brake calipers - from Scott McClung
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Date: Thu, 25 Apr 2002 13:34:07 -0700 From: Scott McClung <scott.mcclung@ubicom.com> Subject: brake calipers Anyone know how many pistons the front and rear M3 calipers have? Scott '98 M3/4
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#8. RE: [E36M3] Weekend report :) (GC coilover review, other - from Chris Papademetrious
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Date: Thu, 25 Apr 2002 16:51:18 -0400 From: Chris Papademetrious <chrispy@ieee.org> Subject: RE: [E36M3] Weekend report :) (GC coilover review, other stuff)...LONG At 05:05 AM 4/25/2002 -0500, Kit Wetzler wrote: >More force is required to compress a spring 1" than 2". Spring rate is >the rate of linear INCREASE per inch in force required to move that >spring. :) It gets progressively stiffer the more you compress it. >Sure, it's a linear spring rate, but it takes a progressly larger force >to compress it. Kit, I think the term applies to the effective static spring rate of the spring, given a deflection. Linear means a straight proportional relationship between force exerted distance compressed (the classic F=kx), while progressive means that the spring rate (note, not force) actually increases as the spring is compressed. - Chris
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#9. RE: [E36M3] Weekend report :) (GC coilover review, other - from Chris Papademetrious
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Date: Thu, 25 Apr 2002 17:05:11 -0400 From: Chris Papademetrious <chrispy@ieee.org> Subject: RE: [E36M3] Weekend report :) (GC coilover review, other >At 05:05 AM 4/25/2002 -0500, Kit Wetzler wrote: >>More force is required to compress a spring 1" than 2". Spring rate is >>the rate of linear INCREASE per inch in force required to move that >>spring. :) It gets progressively stiffer the more you compress it. >>Sure, it's a linear spring rate, but it takes a progressly larger force >>to compress it. > >Kit, I think the term applies to the effective static spring rate of the >spring, given a deflection. Linear means a straight proportional >relationship between force exerted distance compressed (the classic F=kx), >while progressive means that the spring rate (note, not force) actually >increases as the spring is compressed. > > - Chris Ack, I'm reading my messages from newest backwards. I think I ended up just agreeing with Kit here. :) - Chris
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#10. RE: [E36M3] brake calipers - from Dave Spragg
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Date: Thu, 25 Apr 2002 17:16:23 -0400 From: "Dave Spragg" <dspragg@attbi.com> Subject: RE: [E36M3] brake calipers One per caliper. Dave Spragg dave@spragg.com Natick, MA 99 M3 Sharked Garage Queen 92 330is Sharked I Prepared #330 -----Original Message----- From: Scott McClung [mailto:scott.mcclung@ubicom.com] Sent: Thursday, April 25, 2002 4:45 PM To: E36M3 Subject: [E36M3] brake calipers Date: Thu, 25 Apr 2002 13:34:07 -0700 From: Scott McClung <scott.mcclung@ubicom.com> Subject: brake calipers Anyone know how many pistons the front and rear M3 calipers have? Scott '98 M3/4 ************************************************************* 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. *************************************************************