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#1. 96 M3 forsale - from Alex Aditya
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Date: Fri, 21 Jun 2002 18:40:58 -0400 From: "Alex Aditya" <adityaax@hotmail.com> Subject: 96 M3 forsale Hi everyone, I've decided it's time to sell my car. Here is the info: It's a 96 M3 with 66,XXX miles on it. Estoril blue w/ grey leather. - Extended warranty til 2006 or 100k miles. - 6 disc cd changer - Heated seats - Sunroof - Mobil one every 4k miles - Inspection II done at 61k miles. - All service record since I bought the car in 99 - HK sound - JC CAI - Shark injector - Triflo catback exhaust - H&R sport spring - Bilstein sport shocks - Supreme front seat covers. Has normal chips at the front and one scratch in rear left quarter panel. It has been involved in accident (w/ deer), clean title. Car is located in Union City, IN about 1.5 hours east of Indianapolis or 2 hours west from Columbus, OH. Looking to get $17,500 obo. Email me at adityaax@hotmail.com for pictures or other info. Thanks Alex
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#2. Re: [E36M3] TC Kline Trailing Arm Busing - from Jeff A
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Date: Fri, 21 Jun 2002 17:37:03 -0500 From: "Jeff A" <aabel@austin.rr.com> Subject: Re: [E36M3] TC Kline Trailing Arm Busing > I installed the TCKline TA bushing day before yesterday. My stock bushings > were CRACKED and all. No wonder the nasty oversteer. The new bushings > brought back the handling no doubt. However, they clunk like crazy. Its like > a thomp thomp everytime I go over bumpy roads (and oh yes Boston has > plennnnty of them). > > So for any of you out there running Kline's bushings. How is your M behaving > on the street? Pros/Cons. > > I just want to make sure that the noise is normal (everything else is tight > in there, prior to the bushings, there were no thomp thomps). > > Thanks in advance. > > A.L. > AL, From what I could gather the excessive NVH issue from the TCK bushings is partly due to the use of a solid bushing and partly due to TCK's specific design. No solid bushing will provide horizontal complance, such as loads from square edged bumps. However, TCK's design apparently allows some 'free play' of the bushings w/i the carrier. Not good as you have found. The other two solid bushings on the market seem to have addressed the latter issue (AA and GC) but of course offer precious little in terms of compliance. The drawback of AA's design is that they are press-fit, but it appears they use a quality bearing (a Benz OE part). Don't really see any drawbacks of the GC design. But, then again, I'm slowly becoming a GC junky. ;) Jeff
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#3. Looking for e36 catalytic converter - from Justin P.
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Date: Fri, 21 Jun 2002 18:37:11 -0700 From: "Justin P." <jpaek421@attbi.com> Subject: Looking for e36 catalytic converter Hello Digest, I am looking for a E36 catalytic converter preferably in the Bay Area, CA. I will utilize only the flanges which connect to the header so I can weld it on to a Supersprint resonator for convenient swapping. Are there any other possible solutions without hacking the stock catalytic converter? Thanks, Justin Paek 95 M3
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#4. turbos, etc. - from Scott Yu
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Date: Fri, 21 Jun 2002 20:45:27 -0500 From: "Scott Yu" <scott@ditherdog.com> Subject: turbos, etc. Well, at least you can positively STOMP all over him below 3600rpm. **Wayne wrote:** *********************************************** From: "Wayne Miller" <m3@waynemiller.com> Subject: RE: [E36M3] E36 M3 Twin Turbos With all of this talk of single and twin turbos, I thought that I would share this. At the place that I do all of my dyno testing, they built a slightly modified Supra Turbo with stock internals. Look at this graph comparing my engine (with the full OBDII cam kit and underdrive pulleys) to that one. BTW, this is BEFORE they added the NOS a few weeks ago. I have seen this car myself and will one day go for a ride in it. Enjoy: http://64.14.56.30/m3/underdrive/TurboCompare.jpg -Wayne
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#5. OT: Twin Turbos & Sequential Turbos - from B Stoll
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Date: Fri, 21 Jun 2002 20:53:29 -0500 From: "B Stoll" <bobstoll@ameritech.net> Subject: OT: Twin Turbos & Sequential Turbos All this turbo chat is WOT (not wide-open-throttle) and missing a key point. A *sequential* turbo set-up (dual staged-turbo like the RX-7, Skyline, Supra, etc.) is one where a turbine & compressor is sized for more optimal performance, and has the necessary plumbing to control exhaust flow to each turbine. You could have 3 or more sequential turbos, but the $$ & complexity offset the gains for automotive application. Therefore, automotive sequential turbo-engines use 2 turbos and they get a *twin-turbo* sticker from the marketing geeks ( aircraft has used 3, 4, and 5 stage sequential turbos ). On the other hand, a *twin turbo* is normally non-sequential (less $$), and packages nicely in OEM V configurations. Each turbo has a quicker response being fed by 3 cylinders ( like Mitsu and Nissan) than by 6 cylinders ( like Buick ). As far as turbos "not being used much anymore...", remember they are planned for the '05 Ms. Also, they're back at DCX (PT-Cruiser), Subaru, and 99% of diesel applications. -Bob 98M3/4 -in need of a BFT
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#6. The Road Dyno? - from Paul Elliott
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Date: Sat, 22 Jun 2002 00:29:43 -0400 From: "Paul Elliott" <elliott.paul@worldnet.att.net> Subject: The Road Dyno? Has anybody ever heard of this contraption? http://www.charm.net/~mchaney/roaddyno/index.html Paul Elliott --------------------------------------------------------- '99 White M3; < 45K miles; Dinan stage II SC kit with 6" RMS crank pulley: 11 psi; AA Water Injection; Fikse FM-10s; X-Brace; Dinan Koni Suspension; Stygar SS and Clutch Stop; Sound by Polk, Excelon, JLAudio
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#7. Caliper dust boot unseated; rebuild? - from Don Chaney
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Date: Sat, 22 Jun 2002 11:05:49 -0500 From: "Don Chaney" <chaneydon@hotmail.com> Subject: Caliper dust boot unseated; rebuild? I was changing my rotors and pads from pf97 back to street today and I noticed one of my front caliper dust boots is partially unseated. The boot does not appear damaged at all and there is no fluid leakage. The calipers were rebuilt by a mechanic last year (~9 track days ago). I want to get back on the road asap, would appreciate any help w/ the following: 1. Is a rebuild kit necessary even if the boot is ok? 2. I dont have air, bicycle pump work? 3. What size wrench to remove caliper hose? 4. How to prevent fluid from coming out the open hose? 5. Any other parts/tools needed? Sorry for the basic questions, thanks in advance. Don
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#8. Anyone know the history/owner of this car? - from Peter Guagenti
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Date: Sat, 22 Jun 2002 09:56:23 -0700 From: Peter Guagenti <peter@guagenti.com> Subject: Anyone know the history/owner of this car? http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=1838473390
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#9. Re: [E36M3] Chicks and turbo (was E36 M3 Twin Turbos) - from Michael
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Date: Sat, 22 Jun 2002 13:45:20 -0400 From: "Michael" <95m3ltw@charter.net> Subject: Re: [E36M3] Chicks and turbo (was E36 M3 Twin Turbos) Looking at that system, twin turbos, it should be very clear that it was NOT designed for longevity. Any sustained boost in that car will result in melted paint, fried AC compressor etc etc etc. Plus, I dont see any benefit of a set up like that vs a single turbo. For the amount of boost a M3 would run, a single turbo can handle the job just fine. Now if it were a seq setup, another story, but with a simple Y pipe like that, it is not. Would love to find a well designed Positive pressure system for a M3 but have yet to see one. Surpa Turbos are starting to look better and better for a daily driver Mike ----- Original Message ----- From: "Wen Liew" <wwliew@hotmail.com> > Here you go. She's got two turbos under da hood! > > http://fr.photos.groups.yahoo.com/group/audio_prestige_xtrem/lst?.dir=/&.src =gr&.done=http%3a//fr.photos.groups.yahoo.com/group/audio_prestige_xtrem/lst %3f.dir=/More%2bBiturbo%26.src=gr%26.view=t&.view=t > > http://forum.dtmpower.net/showthread.php?s=07ddb16c1b74428e74f6754bcc6af789& threadid=17617&highlight=vanessa
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#10. hitting the rev limiter - from Paul Elliott
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Date: Sat, 22 Jun 2002 14:19:31 -0400 From: "Paul Elliott" <elliott.paul@worldnet.att.net> Subject: hitting the rev limiter My memory is definitely not great, but I seem to recall reading some threads about guys having trouble with an oil pump bolt falling off, resulting in catastrophic loss of oil pressure. I thought I read where hitting the rev limiter could contribute to such an occurence, although by far the largest cause of the bolt spinning off was 360 degree spins without both feet in. Today, I hit the rev limiter pretty hard, which in my car seems to occur around 7200 rpms. I hardly ever do this, but I was just a bit absent minded, and it gets up there soooo quickly :--) Are there any damaging effects of doing this? once in a while? frequently? If so, what are they? thanks. Paul Elliott --------------------------------------------------------- '99 White M3; < 45K miles; Dinan stage II SC kit with 6" RMS crank pulley: 11 psi; AA Water Injection; Fikse FM-10s; X-Brace; Dinan Koni Suspension; Stygar SS and Clutch Stop; Sound by Polk, Excelon, JLAudio