This digest contains the following messages:
by: <Aswtguy2c_at_aol.com>
by: <Aswtguy2c_at_aol.com>
by: Bora Akyol <akyol_at_pluris.com>
by: NickG <nikog_at_MediaOne.net>
by: Kin Fong <K-Fong_at_peapc.com>
by: Luis Rueda <Luis_Rueda_at_Interliant.COM>
by: John Van Houten <jvanhouten_at_ix.netcom.com>
by: John Van Houten <jvanhouten_at_ix.netcom.com>
by: <LoweSeaton_at_aol.com>
by: NickG <nikog_at_MediaOne.net>
Hey Roger!
I remember reading a post regarding the throttle plate being a few weeks
back
and when I was working on a BMW (Duh, I work like 4-6 of them everyday)
I
removed the intake boot on a M52 engine and played with the plate. I did
move
the plate by hand and it was over center. I didn't have anyone in the
car
flooring the gas pedal so maybe I over did it.
Anyhow, I haven't seen or heard any adjustments on this part.. yet!
However, I think adjusting or messing around with the position of the
plate
will also change the voltage readings of the Throttle Position Sensor.
WOT is
about 5v and when the DME sees this, it adjust fuel injection duration
accordanly. If the plate was moved to center, this might lower the
voltage
reading like less than 5v and you'll have too much air and not enough
fuel
thus lean conditions, lean misfires, low power at WOT or throughout the
entire powerband.
One can experiment though and see how much voltage is at WOT at the TPS
while
someone is flooring it in the drivers seat, adjust the plate to center
and
measure voltage again. If it changed, but it back to stock. If it
doesnt, go
out for a slow one block test drive.
BMW probably did this so at WOT, there's alot more fuel than air
(restrictics
air actually). You probably have it set up where it reads 5v being
center so
good for you. Any improvements power wise?
Jonathan Caldito
I just got my 2001 Model Year Update info. from my boss. SIB 00 76 00
Here's
some info. that I like but I'll skip the vehicle dimensions, body
overview,
trim, seats, and general equipment descriptions. Engine section doesn't
say
much.
S54 Engine Menagement
The MS S54 electronic control is used on the S54B32 engine in the E46
M3.
The control unit is manufactured by Siemens and the design and the
functionality are the same as those of the MS S52 in the E39 M5. The
control
unit is a 1-PC Board module. The control unit features two 32-bit
microcontrollers. The main features are:
single connector the E36 M3 had]
*Engine torque calculation
*Electronic Throttle control (EDR)
*Electronically controlled double VANOS
*Integral adaptive knock control (3 knock sensors)
*Smooth running control (Correction of idle injection timing with forced
exhaust gas adapation)
*Secondary Air Injection [Not new]
*Stereo Lambda (emission) control by means of monitoe sensors
*Mixture adaptation, idle speed and partial load
*Fully sequential cylinder-individual injection
*Self Diagnoisis and EDR emergency running (limp-home) programs
*1 HFM
*Different pedal position sensor characteristics (sport switch)
*Varible engine speed warning zone
E46 M3 Fuel Supply System
The fuel supply system of the new M3 corresponds to that of the E46/2.
The
most important changes are:
*5 bar [70psi give or take] system pressure
*Pressure regulator on fuel filter
*Quick release couplings in fuel supple line (same as the E39 M5)
*Modified fuel mount for the delivery unit of the right hand side of the
fuel
tank (securing fuel supply while cornering)
E46 M3 manual tranmission
The manual gearbox of the M3 is the Getrag G-gearbox. The maximum peak
temperature of the lifetime transmission oil in the gearbox are reduced
by
the specifically designed air flow along the underbody and special air
inlets
in the gearbox trim. The oil filling capacity is 1.9 liter and must be
changed during the 1200 mile inspection. The gearbox then has lifetime
filling.
E46 M3 rear axle differetial - varible M-Differential lock
A variable differential lock is used, for the first time in the E46 M3.
Compared to the conventional torque sensing differential lock, the
variable
M-differential lock is capable of providing traction advantages even
under
conditions with greatly differing grip of the drive wheels.
When there is a speed differential between both wheels, a shear pump
located
on the crown gear side generates a presure. A working piston transmits
this
pressure controlled on the basis of the differential speed of the drive
wheels to the multi-disc clutches. The drive torque is then transmitted
to
the wheel with most effective grip. The pump pressire increases as the
speed
difference between the two wheels increases.
The pump unit is sealed (NOT SERVICEABLE) and is filled with 46 grams of
high
viscosity silicon oil.
I believe that some spark plugs come precoated with antiseize. I am not sure if the ones in this case were.
Bora
At 04:45 AM 11/22/2000, you wrote:
>Date: Wed, 22 Nov 2000 02:06:49 EST
>From: LoweSeaton_at_aol.com
>Subject: Re: [E36M3] Spark plug/emission failure
>
>Did the mechanic use anti-seize lubricant on the spark plug threads?
>If not, I'd recommend pulling them all out and putting on lubricant. I
>once had a mechanic put plugs in and he did not lubricate the threads.
>
>When I went to remove them a couple years later, one of the spark
>plugs broke off inside the engine. I had to pull the head off to get it
>
>out. I was not happy.
>
>Spark plugs do not need to be super tight. I've never used a torque
>wrench. A rule of thumb used to be you turn the spark plug until it
>was hand tight and then another 1/4 turn. Your mechanic could have
>been doing this method. I agree he should have used a torque wrench.
>He should have one at least. I have never had a torque wrench small
>enough for spark plugs. You need one that is accurate for the 10-20
>lb-ft
>range.
>
>I'm surprised you failed the emissions test. If your M3 was cold when
>the test was done, then that could be it. Next time do the test with a
>hot engine. Good luck.
>
>Lowell Seaton
>'95 M3/2
>Dallas, Texas
>BMW CCA #131505
>
>
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Bora Akyol
Pluris
akyol_at_pluris.com
> However, I think adjusting or messing around with the position of the
plate
> will also change the voltage readings of the Throttle Position Sensor. WOT
is
> about 5v and when the DME sees this, it adjust fuel injection duration
> accordanly. If the plate was moved to center, this might lower the voltage
> reading like less than 5v and you'll have too much air and not enough fuel
> thus lean conditions, lean misfires, low power at WOT or throughout the
> entire powerband.
Jon,
The DME does use the TPS to determine when to go into WOT mode, but it doesn't wait until the throttle is completely open (ie, 90 degrees). It goes into WOT mode much earlier than that. So centering the throttle plate will not affect the DME's WOT threshold whatsoever.
Regards,
Nick
Jim Powell wrote < My purpose to write is to make sure all of us are aware
that there are, in fact, other venues. Typically staffed by the same pool
of instructors, BTW. What all of you do is up to you. As always, my motto
is, it's your money.
Exactly. I have not riding in CCA school for the past three years except at
O'fest in Road Atlanta which is I have encounted some problem with two of
the instructor..... ( There was another Long Story). Unfortunately they both
own a BMW too. But this is not what I'm going to say. I'm paying averaging
$85/ day with ( 4 ) 25 min. sessions. Or $225 for three days with breakfasts
and one nice dinner included. Not like $295 for two days with CCA.
Kin Fong
NJ Chapter
Thanks to all of you who responded my questions
about the A032R's, you guys are great!
My E28 M5 is also gonna be needing new shoes
soon, anybody familiar w/the Kumho Ecsta Supra
712's? Dry/wet grip & wear?
Thanks again,
Luis Rueda
CCA member
'95 M3
'88 M5
Luis,
In my experience, once the tread is all gone, they are almost done. About one more 30 minute track session and your underwear will be showing.
...ned.
'98 M3 [BLACK M3]
'88 M5 {BLACK M5]
'88 M5 [ORGNL M5]
>Date: Tue, 21 Nov 2000 10:15:45 -0500
>From: "Luis Rueda" <Luis_Rueda_at_Interliant.COM>
>Subject: A032R's ?...
>
>
>Fellow digesters,
>
>I recently bought a set of used SSR Integrals that came shod w/
>used A032R's. The tires have some tread left but I was
>wondering how much life left do those tires have once the tread
>is gone.
>TIA
>
>Luis
>CCA member
>'95 M3
>'88 M5
Is this possible?
Thanks
John
95M3 "Ice9" - wounded
Is this possible?
Thanks
John
95M3 "Ice9" - wounded
Ted,
Argh! I need to be loading up the car and heading out of town. Oh well. One more e-mail. <grin>
Spark plugs: I don't think much of spark plugs. I don't think they make a difference. I too am curious about the different spark plugs for the M3. I see two listed in BMP. One is $4.99 (F7LDCR) and the other is $22.95 (FGR8KQC). Beats me why a spark plug is worth $23. I'm not buying them.
Funny story. I once saw the spark plugs come out of a Cadillac owned by a woman. She put 150,000 miles on the poor car and never tuned it up!! There was no electrode!! It had been burned off for thousands of miles. It must have been sparking on the cylinder head. Amazing.
In my opinion, spark plugs are almost a lifetime part. You never need to replace them. Before unleaded gas, you needed to replace spark plugs every 15,000 miles because they would foul. Many people still follow this rule. Not necessary. Even BMW only recommends them at Inspection II. That is about 40,000 miles according to the screwy BMW lights.
You see these commercials for Ford pickups and Cadillac claiming 100,000 mile tune ups? There you have it. You are expected to run those spark plugs 100,000 miles. Unleaded gas and high voltage ignitions have practically made spark plugs lifetime usage.
I have 44,000 miles on my original spark plugs. I was thinking of replacing them. I already bought them from The Ultimate Garage. Then I put my JTD strut brace on. Doh!! Now I can't get the engine cover off. I'm too lazy to take the JTD brace off. It was a chore to get on so I'll just keep the old plugs in.
Emissions test: Yeah, sounds like your engine was hot. 20 minutes of driving and idling. Can't get any hotter than that. I'd just try a different test place. Maybe you just had bad luck or his machine was out of calibration. Good luck.
Mechanics: I hate paying somebody else to work on my cars. I've never been satisfied once. I know we have a couple of BMW mechanics on this List. I don't mean to offend. I just don't understand why a professional mechanic can't do the little things right. Is it no time? Is it that much pressure to get the job done ASAP?
He should have taken the time to grease your spark plugs. You could have problems later. Dissimilar metals are very likely to corrode. You have an aluminum head and steel spark plug. You really need to coat the threads. If your Inspection II is coming up, I guess you could wait until then and lubricate the threads. Is this your free Inspection II? Spark plugs are scheduled to be replaced at Inspection II.
Even the factory does not do good work. I wanted to remove my rear rotors. One was seized onto the hub. I beat on it with a sledge hammer but couldn't budge it. I had to use a propane torch. Guess what? There was no grease on the hub. I took the extra time and greased the hub. The rotor will never seize again.
Sorry, this was long. Put anti-seize lubricant on your spark plugs at Inspection II. Which model M3 do you have? I think the F7LDCR is for '95 models and the FGR8KQC is for '96+ models. Try another test place for your emissions test. If it still fails, you may have to go to a mechanic for a tune up and software check. Good luck.
Happy Thanksgiving.
Lowell Seaton
'95 M3
Dallas, Texas
> Subject: 3.0 head on 3.2 block
>
> Is this possible?
Yes, they're the same casting.
As an aside....the OBDI system uses an extra hole for a sensor in the head vs. the OBDII system. Thus, if you're installing a 3.0 head on an OBDII system, you'll have to plug this hole. If you're installing a 3.2 OBDII head on an OBDI system, you'll have to drill and tap the hole.
Nick
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