[uucdigest] Wednesday, July 16 2003 Volume 03 : Number 6574
_________________________________________________________________ | | Search the ARCHIVES: | http://www.mail-archive.com/[EMAIL PROTECTED] | | Visit Richard Nott's Ultimate BMW Database: | http://www.bmwdatabase.com | | For all available Digest commands including unsubscribe/subscribe, | visit the BMW UUC Digest page: http://www.uucdigest.com | | Send SUBMISSIONS to [EMAIL PROTECTED] | Complaints? Send 'em to [EMAIL PROTECTED] if you must. | Technical Problems? Send 'em to [EMAIL PROTECTED] |__________________________________________________________________ In this BMW UUC Digest: [uuc] 740iL starts!! (and NBC Springsteen question) Re: [uuc] Tire Pressures - some results and weight Re: [uuc] Tire Pressures - some results and weight [uuc] e39 fluids Re: [uuc] Tire Pressures - some results and weight ---------------------------------------------------------------------- Date: Wed, 16 Jul 2003 11:31:38 -0400 From: "Dennis Liu" <[EMAIL PROTECTED]> Subject: [uuc] 740iL starts!! (and NBC Springsteen question) As always, Brett was right. My friend came over with the second key, and the car started right up! Dang. That was a bit of head-scratchin'. So he's off to the dealer to get the first key reset. [No BMW content question] I find myself in possession of a pair of Springsteen tickets for the Giants stadium show this Friday evening, on the floor, about the 35th row - wooooohoooo!!! Going to head down from Boston. Here's my question. I've never been to the Meadowlands before... does anyone have any tips/suggestions on the easiest way to do this? How best to avoid NYC Friday afternoon/evening traffic? Should we pass through the tri-state area in the early afternoon to avoid the mess? Is there a place (mall, cafe, movie theater, restaurant, bookstore, etc.) that would be a good place to hang out for a few hours before the show that's near the Meadowlands? Is there a hotel AT the Meadowlands? Basically, I'm clueless (more so than usual), so any advice would be appreciated. Thx! vty, - --Dennis - -----Original Message----- From: KMS - Brett Anderson [mailto:[EMAIL PROTECTED] Sent: Monday, July 14, 2003 10:53 PM To: [EMAIL PROTECTED]; [EMAIL PROTECTED] Subject: RE: [uuc] Can't start E38 740iL EWS alignment takes as long as it takes to get the car hooked up to the machine. About 5 minutes after that, you're done. Expect to be charged between 0.5 and 1.0 labour. EWS stands for Elektronische Wegfahrsperre, or Electronic Imobilization System, which is the chipped keys. Brett Anderson KMS > -----Original Message----- > From: Dennis Liu [mailto:[EMAIL PROTECTED] > As always, thanks Brett! Your advice matches that from my > regular shop, who > called me back this evening. I tried disconnecting the battery again and > hooking the free terminals together in an attempt to reset the memory. No > luck. My friend will be back in the morning with the second key to try > that. > Any idea how long it takes to reset the DME and EWS (what does EWS stand > for, anyway)? Something that the dealer can do in a few minutes, perhaps? ------------------------------ Date: Wed, 16 Jul 2003 12:43:55 -0400 From: [EMAIL PROTECTED] Subject: Re: [uuc] Tire Pressures - some results and weight I'm not measuring the sidewalls, actually the first inch or so along the outer most footpad of the tire. In other words, the footpad area closest to the sidewall. Your point to flattening the tread is probably exactly what I want to do if my readings indicate a temp. difference. I will report my findings when I lower the air pressure dramatically and test. I would think the temp. difference would increase, what would your hypothesis be? And visa versa if I increased the pressure to say 44psi? Phil "Gary Derian" <[EMAIL PROTECTED] To: <[EMAIL PROTECTED]> h.net> cc: Sent by: Subject: Re: [uuc] Tire Pressures - some results and weight [EMAIL PROTECTED] cdigest.com 07/16/2003 10:56 AM Please respond to bmwuucdigest The belt area of a modern high performance tire is much stiffer than the sidewalls. Adding air pressure actually stretches out the sidewalls and flattens the tread. The tread is molded to a radius and adding pressure can also add footprint pressure to the center while flattening the tread. It depends on the tire. Gary Derian > Less pressure means the weakest spot on the tire will give under load. A > 235/40 R 17 has very thin and very stiff sidewalls and about 8 to 9 inches > of "middle" tire between the sidewalls. Thus, if I measure temps. after a > long highway drive and the middle of the tire is 4 to 5F under the measured > outer band temps. I would draw the conclusion that the tire is slightly > cupping under load. By increasing the pressure, the tire should tend to > bulge out more, pushing the weakest point out - thus bringing all the > temps. (surface at least) back in line. Too much pressure and I'd bet the > outside temps get lower than the middle - too much bulge. > > Another example I noticed which should be obvious was the outside treads of > the rear tires were cooler by a few degrees than the inside treads. > Camber, I would assume, would cause this. Without pushing the suspension > and really leaning into the outside of the tires during a driving > experiment - I would suspect the inner treads to be a bit warmer. Thus > most tires if left on the rear wear out first along the inside tread. With > a lowered car or increase in Neg. Camber, the effect is magnified. > > > > How did you figure that from tire temps? Increased pressure reduces tire > distortion and slightly flattens the tread. For highway driving, tire > pressure is first set for load capacity then adjusted some for understeer > tuning. > Gary Derian > > > > > I have found that 35 to 37 up front and about 33 to 34 in the rears work > > very well. In fact in any journey over 15 miles I take temp. > measurements > > of the tires, inside, middle, and outside with a laser pointed pyrometer. > > The results helped me determine that I needed a few pounds more pressure > in > > the fronts, and the rears were okay. > > > > > > Phil > > > > > > > > ------------------------------ Date: Wed, 16 Jul 2003 13:06:29 -0400 From: "Gary Derian" <[EMAIL PROTECTED]> Subject: Re: [uuc] Tire Pressures - some results and weight I know you are not measuring the sidewalls. My point is adding pressure to a tire does not cause the center to bulge out. It causes the sidewalls to bulge out. Those charts we see showing that overinflation wears out the center are based on 1960's bias ply tires. It depends on the tire. With a round tread, added pressure would increase center temps, relative to the shoulder. With a flat tread, shoulder temps would increase. Gary Derian > I'm not measuring the sidewalls, actually the first inch or so along the > outer most footpad of the tire. In other words, the footpad area closest > to the sidewall. > > Your point to flattening the tread is probably exactly what I want to do if > my readings indicate a temp. difference. > > I will report my findings when I lower the air pressure dramatically and > test. I would think the temp. difference would increase, what would your > hypothesis be? > > And visa versa if I increased the pressure to say 44psi? > > > Phil > > > > > "Gary Derian" > <[EMAIL PROTECTED] To: <[EMAIL PROTECTED]> > h.net> cc: > Sent by: Subject: Re: [uuc] Tire Pressures - some results and weight > [EMAIL PROTECTED] > cdigest.com > > > 07/16/2003 10:56 AM > Please respond to > bmwuucdigest > > > > > > > The belt area of a modern high performance tire is much stiffer than the > sidewalls. Adding air pressure actually stretches out the sidewalls and > flattens the tread. The tread is molded to a radius and adding pressure > can > also add footprint pressure to the center while flattening the tread. It > depends on the tire. > > Gary Derian > > > > Less pressure means the weakest spot on the tire will give under load. A > > 235/40 R 17 has very thin and very stiff sidewalls and about 8 to 9 > inches > > of "middle" tire between the sidewalls. Thus, if I measure temps. after > a > > long highway drive and the middle of the tire is 4 to 5F under the > measured > > outer band temps. I would draw the conclusion that the tire is slightly > > cupping under load. By increasing the pressure, the tire should tend to > > bulge out more, pushing the weakest point out - thus bringing all the > > temps. (surface at least) back in line. Too much pressure and I'd bet > the > > outside temps get lower than the middle - too much bulge. > > > > Another example I noticed which should be obvious was the outside treads > of > > the rear tires were cooler by a few degrees than the inside treads. > > Camber, I would assume, would cause this. Without pushing the suspension > > and really leaning into the outside of the tires during a driving > > experiment - I would suspect the inner treads to be a bit warmer. Thus > > most tires if left on the rear wear out first along the inside tread. > With > > a lowered car or increase in Neg. Camber, the effect is magnified. > > > > > > > > How did you figure that from tire temps? Increased pressure reduces tire > > distortion and slightly flattens the tread. For highway driving, tire > > pressure is first set for load capacity then adjusted some for understeer > > tuning. > > Gary Derian > > > > > > > > I have found that 35 to 37 up front and about 33 to 34 in the rears > work > > > very well. In fact in any journey over 15 miles I take temp. > > measurements > > > of the tires, inside, middle, and outside with a laser pointed > pyrometer. > > > The results helped me determine that I needed a few pounds more > pressure > > in > > > the fronts, and the rears were okay. > > > > > > > > > Phil > > > > > > > > > > > > > > > > > > > > > > ------------------------------ Date: Wed, 16 Jul 2003 13:31:20 -0400 From: "Norman Lieberman" <[EMAIL PROTECTED]> Subject: [uuc] e39 fluids Trans- Redline d4atf is the way to go. I have been using it for 50k with no issues. I changed it after 30k it looked new. Will run this at least 40k.There was some talk of using Royal Purple Syncromax but the thread died in the [EMAIL PROTECTED] Diff.- Some have switched to redline some are staying with the factory fill. HTH,YMMV. Norman Lieberman '97 528/5 uuc evo. ------------------------------ Date: Wed, 16 Jul 2003 13:52:09 -0400 From: [EMAIL PROTECTED] Subject: Re: [uuc] Tire Pressures - some results and weight I understand. Would you recommend another test to determine proper (or the best) air pressure given the multitude of variables always present. Ride comfort is too subjective. Waiting for the tread to wear to check for unevenness is counter-intuitive to the main objective of proper tire pressure = longer tire life. I know you are not measuring the sidewalls. My point is adding pressure to a tire does not cause the center to bulge out. It causes the sidewalls to bulge out. Those charts we see showing that overinflation wears out the center are based on 1960's bias ply tires. It depends on the tire. With a round tread, added pressure would increase center temps, relative to the shoulder. With a flat tread, shoulder temps would increase. Gary Derian > I'm not measuring the sidewalls, actually the first inch or so along the > outer most footpad of the tire. In other words, the footpad area closest > to the sidewall. > > Your point to flattening the tread is probably exactly what I want to do if > my readings indicate a temp. difference. > > I will report my findings when I lower the air pressure dramatically and > test. I would think the temp. difference would increase, what would your > hypothesis be? > > And visa versa if I increased the pressure to say 44psi? > > > Phil > > > > > "Gary Derian" > <[EMAIL PROTECTED] To: <[EMAIL PROTECTED]> > h.net> cc: > Sent by: Subject: Re: [uuc] Tire Pressures - some results and weight > [EMAIL PROTECTED] > cdigest.com > > > 07/16/2003 10:56 AM > Please respond to > bmwuucdigest > > > > > > > The belt area of a modern high performance tire is much stiffer than the > sidewalls. Adding air pressure actually stretches out the sidewalls and > flattens the tread. The tread is molded to a radius and adding pressure > can > also add footprint pressure to the center while flattening the tread. It > depends on the tire. > > Gary Derian > > > > Less pressure means the weakest spot on the tire will give under load. A > > 235/40 R 17 has very thin and very stiff sidewalls and about 8 to 9 > inches > > of "middle" tire between the sidewalls. Thus, if I measure temps. after > a > > long highway drive and the middle of the tire is 4 to 5F under the > measured > > outer band temps. I would draw the conclusion that the tire is slightly > > cupping under load. By increasing the pressure, the tire should tend to > > bulge out more, pushing the weakest point out - thus bringing all the > > temps. (surface at least) back in line. Too much pressure and I'd bet > the > > outside temps get lower than the middle - too much bulge. > > > > Another example I noticed which should be obvious was the outside treads > of > > the rear tires were cooler by a few degrees than the inside treads. > > Camber, I would assume, would cause this. Without pushing the suspension > > and really leaning into the outside of the tires during a driving > > experiment - I would suspect the inner treads to be a bit warmer. Thus > > most tires if left on the rear wear out first along the inside tread. > With > > a lowered car or increase in Neg. Camber, the effect is magnified. > > > > > > > > How did you figure that from tire temps? Increased pressure reduces tire > > distortion and slightly flattens the tread. For highway driving, tire > > pressure is first set for load capacity then adjusted some for understeer > > tuning. > > Gary Derian > > > > > > > > I have found that 35 to 37 up front and about 33 to 34 in the rears > work > > > very well. In fact in any journey over 15 miles I take temp. > > measurements > > > of the tires, inside, middle, and outside with a laser pointed > pyrometer. > > > The results helped me determine that I needed a few pounds more > pressure > > in > > > the fronts, and the rears were okay. > > > > > > > > > Phil > > > > > > > > > > > > > > > > > > > > > > ------------------------------ End of [uucdigest] V3 #6574 *************************** | | In memory of Michel Potheau - friend, enthusiast, founder of the BMW CCA. |________________________________________ | Please visit these UUC-approved BMW parts vendors/service providers: | (listed alphabetically) | | Autoscope-Motorsports - http://www.autoscope-motorsports.com | |==================================================== | | Koala MotorSport . BMW technical information, special tool sales/rental | http://www.koalamotorsport.com | |==================================================== | | Taylor BMW - http://www.taylorbmw.com - Doc Bimmer! | |==================================================== | Turner Motorsport Inc . The Ultra-High Performance BMW Specialist | 207 Elm Street, Amesbury, MA 01950 | 978-388-7769 / fax 978-388-4202 | http://www.turnermotorsport.com | |==================================================== | | UUC Motorwerks - BMW Performance Fine-tuning | and home of the Ultimate Short Shifter - accept no substitutes! | 908-874-9092 . http://www.uucmotorwerks.com |__________________________________________________________
