The BMW UUC Digest Volume 2 : Issue 253 : "text" Format Messages in this Issue: <E36M3> Help with missing/rough running Re: <E36M3> Help with missing/rough running S$$$ happens Re: S$$$ happens Re: S$$$ happens Re: E46 Traction Control Limits Re: [Not about] E46 Traction Control Limits Re: E46 Traction Control Limits Koni valving differences for front struts? Re: Koni valving differences for front struts? Re: Koni valving differences for front struts? CarFax Request
---------------------------------------------------------------------- Date: Fri, 2 Jul 2004 08:44:12 -0500 From: "Paul Craven" <[EMAIL PROTECTED]> To: <[EMAIL PROTECTED]> Subject: <E36M3> Help with missing/rough running Message-ID: <[EMAIL PROTECTED]> Hope to get a little help from the list for some troubleshooting over the holiday weekend. Last night after work I started my 97 M3 with 109k miles and noticed a rough idle which quickly got worse and basically felt like the car was running on 4 cylinders. After a few more seconds, the Check Engine Light came on. I checked things under the hood and nothing seemed amiss (no pun intended) so decided to drive it home. It missed for about 15 minutes/miles and then as I pulled into the driveway, the miss disappeared completely. Smooth as ever. Stopped and restarted, still smooth. Went around the block, still smooth. Drove the gashog Suburban today, so no further info. Anyone BTDT? I know E36 coils are famous for dying randomly, but I have it in my head that that is an early model issue. Can the coils fail intermittently? The car hasn't been washed or rained on for several days. Any troubleshooting tips (other than getting the CEL code read out, which I cannot do until Tuesday)? As always, any help is appreciated. Regards, Paul Craven Engineering Manager Kansas City Deaerator Company [EMAIL PROTECTED] (913)338-2111 ------------------------------ Date: Fri, 02 Jul 2004 10:09:40 -0400 (EDT) From: [EMAIL PROTECTED] To: [EMAIL PROTECTED] Subject: Re: <E36M3> Help with missing/rough running Message-ID: <[EMAIL PROTECTED]> Check your air intake plumbing around the AFM and throttle body. Mine was cracked and had gaps in the bellows. Air leaks in that intake tubing will make the car run terribly. Marc Plante E36 325i, 220k [For Sale] E36 M3/4, 49k 2002 Audi AR Vienna, VA ------------------------------ Date: Fri, 2 Jul 2004 10:31:54 -0400 From: "Richard Sperry" <[EMAIL PROTECTED]> To: <[EMAIL PROTECTED]> Subject: S$$$ happens Message-ID: <[EMAIL PROTECTED]> Just to play devil's advocate, but did you use your signal? I know when I'm on my bike, most drivers must think I must be able to read their minds. Just last night, I was in the right lane coming up to an exit that has its own lane. I'm about 4 car (not bike) lengths behind this guy. I put my signal on well b4 the opportunity to move to the right. I move over and start to pass and the guy just moves over, no signal nothing.... Fortunately, I expect all drivers to be brain dead cagers, and nothing happened, but this guy was mad at me! I swear that we are protecting the stupid from natural selection. Air bags, ABS, DSC, helmet laws, seatbelt laws... And they are breeding. (And yes I would wear a lid even if I had a choice.) Ok rant off.... Rich ----------snip------ Date: Thu, 1 Jul 2004 12:08:16 -0400 From: <[EMAIL PROTECTED]> To: [EMAIL PROTECTED] Subject: Re: S$$$ happens Message-ID: <[EMAIL PROTECTED]> It was slow on the freeway this morning probably no more than 10-15 MPH. I saw an opening on the lane on my left, probably three car lenghts, checked the mirror, it was open so I changed lanes. Halfway through my lane change I heard muffled brakes screeching and saw this bike in the rear view mirror, rider dumping his bike, and just nudging my bumper. He was one of those who weave in and out and basically drive in between cars when traffic is heavy. He must be traveling faster than the cars (they usually do) as I didn't see him when I looked in the side mirror. I breathed a sigh of relief when he got up and pushed his bike to the side of the freeway. Only damage was to his bike mirror, scrapes on his tank and scrapes on my bumper where he nudged it. Good thing the traffic was real slow the truck behind me was able to stop in time and didn't hit him. We didn't exchange info as he basically knew it was his fault and there was no majors to report. ----------------End snip--------------- ------------------------------ Date: Fri, 2 Jul 2004 08:01:58 -0700 From: [EMAIL PROTECTED] To: [EMAIL PROTECTED] Subject: Re: S$$$ happens Message-ID: <[EMAIL PROTECTED]> If lane splitting is legal where this incident occurred, more important is, under what conditions is it legal? In California, it is allowed when safe. Safe is considered to be conditions where traffic is relatively slow, and the motorcycle is not exceeding the speed of the other traffic by more than something like 5 MPH. Once traffic gets up over something like 25 or 30 MPH, it is no longer permitted. The cops might have some discretion in determining if it was safe to do. (You CA motorcycle riders feel free to help me out here - Steve A?) If the incident in question were to have happened in California, one would have to know how fast the biker was going to know if it was legal or not. In general, motorcycle riders know that they are at greater risk than the car drivers around them, and they know that they need to drive extra-defensively. Scott Miller GGC BMW CCA >Date: Thu, 1 Jul 2004 13:34:12 -0400 (EDT) >From: Mark Andy <[EMAIL PROTECTED]> >To: [EMAIL PROTECTED] >Subject: Re: S$$$ happens >Message-ID: <[EMAIL PROTECTED]> > >Howdy, > >On Thu, 1 Jul 2004 [EMAIL PROTECTED] wrote: >> It was slow on the freeway this morning probably no more than 10-15 MPH. >> I saw an opening on the lane on my left, probably three car lenghts, >> checked the mirror, it was open so I changed lanes. Halfway through my >> lane change I heard muffled brakes screeching and saw this bike in the >> rear view mirror, rider dumping his bike, and just nudging my bumper. He >> was one of those who weave in and out and basically drive in between >> cars when traffic is heavy. He must be traveling faster than the cars >> (they usually do) as I didn't see him when I looked in the side mirror. >> I breathed a sigh of relief when he got up and pushed his bike to the >> side of the freeway. Only damage was to his bike mirror, scrapes on his >> tank and scrapes on my bumper where he nudged it. Good thing the traffic >> was real slow the truck behind me was able to stop in time and didn't >> hit him. We didn't exchange info as he basically knew it was his fault >> and there was no majors to report. >> >> Now that I have time to think of it, should we have? > >What state are you in? Is lane splitting legal there? As I recall, it's >legal in CA... > >If so... Kinda sounds to me like you cut the guy off. > >Disregard if lane splitting isn't legal where you are. > >Mark ------------------------------ Date: Fri, 2 Jul 2004 11:28:57 -0400 From: <[EMAIL PROTECTED]> To: "Richard Sperry" <[EMAIL PROTECTED]>, <[EMAIL PROTECTED]> Subject: Re: S$$$ happens Message-ID: <[EMAIL PROTECTED]> I know we all want to make sure all the normal processes are checked but yes. My hand is on automatic all the time. It doesn't turn the wheel unless that stalk is nudged first. He was splitting lanes however and he was going faster than the flow of traffic because he wasn't there when I first checked to make the turn. Picture 10-15mph speed, crawling. You check left, a space opens on the left lane, turn signals on, proceed to change lane and speed up to merge properly and halfway through you hear the brakes and he dumps the bike. At that speed for him not to run smack right into me, he would have to have applied the brakes a long ways back because he barely nudged me. Other than a little paint from his gas tank, there was hardly a scratch on my bumper. I will buff it off this weekend and you won't even know. Even the guy who was behind me told him he didn't see him until he was on the ground. It sure was scary. A good friend of mine just got out of the hospital last Friday with five broken ribs from a similar accident. His Gold Wing is gone. I'm just glad this other guy got out of this one in one piece. I will never forget the scene from my rearview mirror, though. You bikers out there, be very careful with lane splitting. I always give more room when I can see you coming; I always get a thank you wave back, but man, we can't see you all the time. See you all at OFest. I'll be helping out in the autox for two days. Pingger > > From: "Richard Sperry" <[EMAIL PROTECTED]> > Date: 2004/07/02 Fri AM 10:31:54 EDT > To: <[EMAIL PROTECTED]> > Subject: [UUC] S$$$ happens > > Just to play devil's advocate, but did you use your signal? I know when I'm > on my bike, most drivers must think I must be able to read their minds. Just > last night, I was in the right lane coming up to an exit that has its own > lane. I'm about 4 car (not bike) lengths behind this guy. I put my signal on > well b4 the opportunity to move to the right. I move over and start to pass > and the guy just moves over, no signal nothing.... Fortunately, I expect all > drivers to be brain dead cagers, and nothing happened, but this guy was mad > at me! I swear that we are protecting the stupid from natural selection. Air > bags, ABS, DSC, helmet laws, seatbelt laws... And they are breeding. (And > yes I would wear a lid even if I had a choice.) Ok rant off.... > > > Rich > > ----------snip------ > Date: Thu, 1 Jul 2004 12:08:16 -0400 > From: <[EMAIL PROTECTED]> > To: [EMAIL PROTECTED] > Subject: Re: S$$$ happens > Message-ID: <[EMAIL PROTECTED]> > > It was slow on the freeway this morning probably no more than 10-15 MPH. I > saw an opening on the lane on my left, probably three car lenghts, checked > the mirror, it was open so I changed lanes. Halfway through my lane change I > heard muffled brakes screeching and saw this bike in the rear view mirror, > rider dumping his bike, and just nudging my bumper. He was one of those who > weave in and out and basically drive in between cars when traffic is heavy. > He must be traveling faster than the cars (they usually do) as I didn't see > him when I looked in the side mirror. I breathed a sigh of relief when he > got up and pushed his bike to the side of the freeway. Only damage was to > his bike mirror, scrapes on his tank and scrapes on my bumper where he > nudged it. Good thing the traffic was real slow the truck behind me was able > to stop in time and didn't hit him. We didn't exchange info as he basically > knew it was his fault and there was no majors to report. > ----------------End snip--------------- > > Search the ARCHIVES:http://www.mail-archive.com/[EMAIL PROTECTED] > > > __________________________________________________________________________ > In memory of Michel Potheau - friend, enthusiast, founder of the BMW CCA. > > UUC Motorwerks - BMW Performance Fine-tuning and home of the Ultimate > Short Shifter - accept no substitutes! > 908-874-9092 . http://www.uucmotorwerks.com > ------------------------------ Date: Fri, 2 Jul 2004 10:43:51 -0400 From: "chet.dawes" <[EMAIL PROTECTED]> To: <[EMAIL PROTECTED]> Subject: Re: E46 Traction Control Limits Message-ID: <[EMAIL PROTECTED]> Andre, > I think it's possible to design a traction control system > that helps the > driver go faster --- Formula 1 does it all the time. Sure, it's not only possible but really pretty easy to make the car perform better with good stability calibration. However; consider the narrow range of operation that an F1 car experiences compared to all conceivable scenarios that a street car can/does see (think different weather, tires, things like unsprung weight variations, vehicle loading, road quality, ice, surface type=gravel?). The street car has to deal equally well with all of these. For good measure, consider that racing has virtually no liabilities (at least compared to street cars) to speak of if the system is not perfect.....plus not having to worry about melting catalysts......nearly unlimited development budgets.......and I could go on. It's fairly obvious why a street car system has the limitations it does. After all, it's not considered a performance enhancing system, it's there as a safety aid. Think of it as a way to help keep the cell phone talking, make-up applying, kids in the back screaming while adjusting the radio driver in a snow storm from spinning out of control into your car. :) The intervention of the stability system can be tuned to feel and performance levels and the range of operation narrowed to be quite effective in whatever situation you want. The limitations come into play when you try and make the system work well enough under ALL conditions and be safe. By the way, the CTS-V style selectable stability system was debuted on the '97 C5 Corvette, so not exactly a new/groundbreaking option. But at least it's expanding to be offered on other vehicles. The original system has multiple modes including a 'Competition Mode' that is quite fun to play with. I've played with it on an autocross style course and it allows a lot more yaw plus additional latitude on power-on tire slip. Additionally, that car has another pretty cool feature with the seatbelts....you can pull them all the way out and then when you let them re-coil they are in full lock-down mode to keep you in the seat. A couple little tricks that are not always found in the owner's manual. :) Chet Dawes > > Date: Thu, 1 Jul 2004 10:19:53 -0700 (PDT) > From: Andre Yew <[EMAIL PROTECTED]> > To: [EMAIL PROTECTED] > Subject: Re: E46 Traction Control Limits > Message-ID: > <[EMAIL PROTECTED]> > > I think it's possible to design a traction control system > that helps the > driver go faster --- Formula 1 does it all the time. It's > also said that > only Michael Schumacher and one of their test drivers have > been able to > drive the Ferrari Enzo around Ferrari's test track faster > with the Enzo's > traction control off than on. > > But I guess that may not be applicable to our relatively low > horsepower > cars --- F1 TC seems to be allowed to cut engine power only to prevent > power oversteer. The use of fiddle brakes or differential braking is > verboten in F1, but that can be helpful in not only enabling > all power to > be transferred to one wheel (I'm not sure that a mechanical > diff can do > that usefully), but also to effect rear-wheel steering. I'm > not sure that > BMW's DSC programming allows such things, though they do > claim to correct > understeer as well as oversteer. > > --Andre > > **************************************************************************************** Note: The information contained in this message may be privileged and confidential and thus protected from disclosure. If the reader of this message is not the intended recipient, or an employee or agent responsible for delivering this message to the intended recipient, you are hereby notified that any dissemination, distribution or copying of this communication is strictly prohibited. If you have received this communication in error, please notify us immediately by replying to the message and deleting it from your computer. Thank you. **************************************************************************************** ------------------------------ Date: Fri, 02 Jul 2004 09:46:49 -0500 From: Neil Maller <[EMAIL PROTECTED]> To: <[EMAIL PROTECTED]> Subject: Re: [Not about] E46 Traction Control Limits Message-ID: <[EMAIL PROTECTED]> on 7/2/04 8:20 AM, John Miller <[EMAIL PROTECTED]> wrote: > Indeed, the clearest indication of just how serious GMPD got in building > the Cadillac CTS-V isn't the LS6 engine under the hood, or the 14in > Brembos under the wheels; it's the mode-selectable stability control and > its 'track mode' that desensitizes the thing enough to let you build > real rear-wheel slip angle. However one area where GM skimped big time is in cooling. There have been reports on the 'net about high oil temp reading with the CTS-V, attributed in some cases to a software/sensor calibration glitch. At our Hoosier school in April, where we enjoyed unseasonably warm weather in the 80's, we had a CTS-V whose warning panel indicated oil temps in the 300F range. This car was being driven by a Chevy dealer employee, so he called home to the GM mothership to ask whether he should be worried or not. They said to pull the dipstick, and if the oil wasn't smoking then no problem. The oil *was* smoking. The driver was able to contain the problem by keeping the revs down by using only 4th gear. Fortunately this car has lots of torque. It's a shame that GM continues to skimp on some of this stuff. The CTS-V badly needs an effective oil cooler, as did the C5 Z-06 with the same engine. How much would an oil cooler cost at the factory level - $100 maybe? Bottom line is that the CTS-V is no M5 (OBMWC). Of course it doesn't cost like one either... Neil 96 M3 ------------------------------ Date: Fri, 02 Jul 2004 10:39:37 -0700 From: Roger Baker <[EMAIL PROTECTED]> To: [EMAIL PROTECTED] Subject: Re: E46 Traction Control Limits Message-ID: <[EMAIL PROTECTED]> Agreed... under speed, the DSC seems to do a pretty good job on surfaces I consider to be normal to high coefficient of friction, but I wish they added an LSD to the mix (at least offered one as an option). I usually put it in mode 2 to allow some wheelspin around town, but leave it on normal in the wet on fwy's & such. It's "weak spot" seems to be at low speeds &/or starting out on surfaces with extremely low or uneven friction coefficients (dirt or ice on one wheel & no LSD), the thing really hurts forward motion under those conditions! I've had it kill all power & have to reach for the button & try & modulate the throttle... and that right button is always a split second further away than you want it when that happens! I've played with it in the different modes on the track & canyons & sometimes it is beneficial. Especially w/o the LSD & insufficient power to easily induce throttle oversteer. Other times it's just annoying, like when it tries to kill me by totally cutting power when I'm trying to jump into an opening in traffic... So the Cadillac CTS-V has a track mode eh? I may have to check it out as an M alternative. It's just so damn ugly though... and the last time I checked out a CTS at the show the interior materials were so cheap looking & feeling... -- Roger Baker John Miller <[EMAIL PROTECTED]> wrote: >Specifically regarding traction/stability-control (ASR, DSC) vs. >limited-slip - a mechanical limited-slip diff intervenes sooner and with >much less interference with the driver's intent (that is, assuming the >driver's intending to apply stick) - indeed, if you're talking about a >Quaife/Torsen/etc. type helical torque-biasing diff, the intervention >happens before there's evident wheelslip. > >A limited-slip diff is an aid to energetic driving, traction control is >a handicap. > >DSC in total is a different story, and *can* be helpful. Indeed, when >we did Euro Delivery on our '98 540iA and 1500 miles later ended up >motoring around a morning-fog-damp Nordschleife, I'll freely admit I >didn't have the balls to turn it off. It was a wonderful opportunity to >learn what DSC can and can't do - and as applied in that car I have >enormous respect for its ability to keep the car straight and on the >road under braking and an equal distaste for the "thou shalt not develop >any slip angle" restraint that it imparts in cornering. > >It is, of course, possible to combine ASR or DSC and a limited-slip >diff. My M5 has both, and it's far tidier in getting grip over bumpy, >uneven surfaces than the 540i. It's still far too restrictive in that >application, and when confronted with a track or other opportunity to >unwind the car the first thing one does is reach for the button. > >Indeed, the clearest indication of just how serious GMPD got in building >the Cadillac CTS-V isn't the LS6 engine under the hood, or the 14in >Brembos under the wheels; it's the mode-selectable stability control and >its 'track mode' that desensitizes the thing enough to let you build >real rear-wheel slip angle. > >John > ------------------------------ Date: Fri, 2 Jul 2004 14:30:46 -0400 (EDT) From: Mark Andy <[EMAIL PROTECTED]> To: [EMAIL PROTECTED] Subject: Koni valving differences for front struts? Message-ID: <[EMAIL PROTECTED]> Howdy, I've currently got koni sport inserts in M3 housings on the front of my '93 325is. Driving the car, transistional response isn't very good. The car is slow to change directions, etc. etc. etc. Other modifications are: RD swaybars front/rear, front using M3 strut mounts, 450 in-lb front springs, 500 in-lb rears. 17x7.5 m3 wheels all around with Falken Azenis tires. The front struts have around 20k to 30k miles on them. I can't feel much of any difference in handling when they're near full soft or near full hard. Sam Strano, a national champion autocrosser, confirms my feelings and is pretty sure the shocks are worn out or otherwise not damping very well. So my question is this... Does anyone know how good the damping is on the Koni inserts for an M3 when new? When you adjust them, do you easily feel a difference? How does the damping used on the inserts compare to the damping for other Koni choices for the car? Bilstein? The car is currently _very_ difficult to drive well since its so slow to respond. At this point, I'm pretty sure worn out front struts are the main cause, but I was curious to get feedback from other folks before I spend a decent amount of money on struts. Thanks for any pointers! Mark ------------------------------ Date: Fri, 2 Jul 2004 11:46:43 -0700 (PDT) From: Richard Dorffer <[EMAIL PROTECTED]> To: [EMAIL PROTECTED] Cc: [EMAIL PROTECTED] Subject: Re: Koni valving differences for front struts? Message-ID: <[EMAIL PROTECTED]> --- Mark Andy <[EMAIL PROTECTED]> wrote: > Howdy, > > I've currently got koni sport inserts in M3 housings on the front of my > '93 325is. > > Driving the car, transistional response isn't very good. The car is slow > to change directions, etc. etc. etc. > > Other modifications are: RD swaybars front/rear, front using M3 strut > mounts, 450 in-lb front springs, 500 in-lb rears. 17x7.5 m3 wheels all > around with Falken Azenis tires. > > The front struts have around 20k to 30k miles on them. I can't feel much > of any difference in handling when they're near full soft or near full > hard. Sam Strano, a national champion autocrosser, confirms my feelings > and is pretty sure the shocks are worn out or otherwise not damping very > well. Have you considered your alignment in this as well? > So my question is this... > > Does anyone know how good the damping is on the Koni inserts for an M3 > when new? When you adjust them, do you easily feel a difference? How > does the damping used on the inserts compare to the damping for other Koni > choices for the car? Bilstein? You do know that the adjustment on SA Konis is for the rebound only and not the compression right? > The car is currently _very_ difficult to drive well since its so slow to > respond. At this point, I'm pretty sure worn out front struts are the > main cause, but I was curious to get feedback from other folks before I > spend a decent amount of money on struts. Don't the SA Konis include some form of warranty? From their website "KONI street shocks carry a lifetime warranty to the original purchaser for as long as you own the vehicle." I have DA Konis and there is a huge difference between full firm and full soft on the compression. It is more difficult for me to feel the difference between full firm and full soft for the rebound. My experience is limited. Regards, Rich ------------------------------ Date: Fri, 2 Jul 2004 15:06:27 -0400 From: "Gary Derian" <[EMAIL PROTECTED]> To: <[EMAIL PROTECTED]> Subject: Re: Koni valving differences for front struts? Message-ID: <[EMAIL PROTECTED]> I have no E36 experience but on my E34, and other cars as well, there is a huge and easily felt difference when adjusting the shocks, especially the last turn towards full hard. Gary Derian > Howdy, > > I've currently got koni sport inserts in M3 housings on the front of my > '93 325is. > > Driving the car, transistional response isn't very good. The car is slow > to change directions, etc. etc. etc. > > Other modifications are: RD swaybars front/rear, front using M3 strut > mounts, 450 in-lb front springs, 500 in-lb rears. 17x7.5 m3 wheels all > around with Falken Azenis tires. > > The front struts have around 20k to 30k miles on them. I can't feel much > of any difference in handling when they're near full soft or near full > hard. Sam Strano, a national champion autocrosser, confirms my feelings > and is pretty sure the shocks are worn out or otherwise not damping very > well. > > So my question is this... > > Does anyone know how good the damping is on the Koni inserts for an M3 > when new? When you adjust them, do you easily feel a difference? How > does the damping used on the inserts compare to the damping for other Koni > choices for the car? Bilstein? > > The car is currently _very_ difficult to drive well since its so slow to > respond. At this point, I'm pretty sure worn out front struts are the > main cause, but I was curious to get feedback from other folks before I > spend a decent amount of money on struts. > > Thanks for any pointers! > > Mark > > Search the ARCHIVES:http://www.mail-archive.com/[EMAIL PROTECTED] > > > __________________________________________________________________________ > In memory of Michel Potheau - friend, enthusiast, founder of the BMW CCA. > > UUC Motorwerks - BMW Performance Fine-tuning and home of the Ultimate > Short Shifter - accept no substitutes! > 908-874-9092 . http://www.uucmotorwerks.com > ------------------------------ Date: Fri, 2 Jul 2004 11:33:17 -0700 (PDT) From: Richard Dorffer <[EMAIL PROTECTED]> To: [EMAIL PROTECTED], [EMAIL PROTECTED] Subject: CarFax Request Message-ID: <[EMAIL PROTECTED]> Can anyone run this VIN through Carfax for me ASAP? WBAAF9314MEE67796 I am about to purchase this car in a couple of hours and I hadn't even thought about CarFax since I have done all my other due diligence but figured it would be sort of silly not to run it if it reveals something not otherwise obvious. Thanks in advance. Regards, Rich ------------------------------ End of [bmwuucdigest] digest(12 messages) **********
