The BMW UUC Digest Volume 2 : Issue 629 : "text" Format Messages in this Issue: LEDs Morning hesitation at 3K rpm Re: Morning hesitation at 3K rpm Re: H&R spring identification... Help! Re: H&R spring identification... Help! Re: H&R spring identification... Help! Re: H&R spring identification... Help! Re: H&R spring identification... Help! Re: E28 good project or not <OT> Brake Fluid Re: <OT> Brake Fluid
---------------------------------------------------------------------- Date: Thu, 21 Apr 2005 00:01:18 -0700 From: JKerouac <[EMAIL PROTECTED]> To: "[uucdigest]" <[email protected]> Subject: LEDs Message-ID: <[EMAIL PROTECTED]> For those who followed the thread on LED replacement for incandescent rear lights, here's a link to a new style of LED that is supposed to be a middle ground between conventional superbrights and luxeons. http://www.targetgroups.net/cmp/eet/up/006/index.php?q=006360404318&i=188280 Barry ------------------------------ Date: Thu, 21 Apr 2005 07:43:45 -0400 From: [EMAIL PROTECTED] To: [email protected], [EMAIL PROTECTED] Subject: Morning hesitation at 3K rpm Message-ID: <[EMAIL PROTECTED]> On a regular basis my 325 Ti has a slight hesitation first thing in the morning, usually felt most in 2 or third gear while driving through my neighborhood. The hesitation starts around 3K rpms. It feels like the engine is missing just for a moment. After the car is warmed up the problem disappears. Once warm I have tested the same road at the same speed, gearing - no problem. Car runs strong otherwise. No check engine light has come on yet, though my car is OBD 1. Any suggestions? Phil 1995 325 Ti Club Sport 1998 318 Ti This e-mail message is confidential, may be privileged and is intended for the exclusive use of the addressee. 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 disclosure, distribution or reproduction of this e-mail message is strictly prohibited. If the addressee cannot be reached or is unknown to you, please inform the sender by return e-mail immediately and delete this e-mail message and destroy all copies. Ce message, transmis par courriel, est confidentiel, peut etre protege par le secret professionnel et est a l'usage exclusif du ou des destinataires ci-dessus. Toute autre personne qui n'est pas le destinataire designe, un employe ou un representant responsable de la livraison de cette correspondance au destinataire(s) designe(s) est avisee qu'il lui est strictement interdit de diffuser, distribuer ou reproduire ce message. Si le destinataire ne peut etre joint ou vous est inconnu, veuillez en informer immediatement l'expediteur par courrier electronique et detruire ce message ainsi que toute copie de celui-ci. ------------------------------ Date: Thu, 21 Apr 2005 07:02:17 -0700 From: "Marco Romani" <[EMAIL PROTECTED]> To: <[email protected]> Subject: Re: Morning hesitation at 3K rpm Message-ID: <[EMAIL PROTECTED]> Don't drive through your neighborhood. Sorry couldn't resist. Marco of no use today -----Original Message----- From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED] Behalf Of [EMAIL PROTECTED] Sent: Thursday, April 21, 2005 4:44 AM To: [email protected]; [EMAIL PROTECTED] Subject: [UUC] Morning hesitation at 3K rpm On a regular basis my 325 Ti has a slight hesitation first thing in the morning, usually felt most in 2 or third gear while driving through my neighborhood. The hesitation starts around 3K rpms. It feels like the engine is missing just for a moment. After the car is warmed up the problem disappears. Once warm I have tested the same road at the same speed, gearing - no problem. Car runs strong otherwise. No check engine light has come on yet, though my car is OBD 1. Any suggestions? Phil 1995 325 Ti Club Sport 1998 318 Ti This e-mail message is confidential, may be privileged and is intended for the exclusive use of the addressee. 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 disclosure, distribution or reproduction of this e-mail message is strictly prohibited. If the addressee cannot be reached or is unknown to you, please inform the sender by return e-mail immediately and delete this e-mail message and destroy all copies. Ce message, transmis par courriel, est confidentiel, peut etre protege par le secret professionnel et est a l'usage exclusif du ou des destinataires ci-dessus. Toute autre personne qui n'est pas le destinataire designe, un employe ou un representant responsable de la livraison de cette correspondance au destinataire(s) designe(s) est avisee qu'il lui est strictement interdit de diffuser, distribuer ou reproduire ce message. Si le destinataire ne peut etre joint ou vous est inconnu, veuillez en informer immediatement l'expediteur par courrier electronique et detruire ce message ainsi que toute copie de celui-ci. 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: Thu, 21 Apr 2005 09:05:31 -0400 From: "chet.dawes" <[EMAIL PROTECTED]> To: <[email protected]>, <[EMAIL PROTECTED]> Subject: Re: H&R spring identification... Help! Message-ID: <[EMAIL PROTECTED]> Mark, Good luck, the only way I've found to determine the spring rate is by measurement. A very crude method is with a bathroom scale and a press, but you'll quickly exceed the range of the bathroom scale before you gather enough points to really get a good operating rate. At my work we have a spring force machine calibrated to the n-th degree. I've used that to measure a few OE and H&R sport spring rates and came up with some interesting answers: For the same application (a 95 sport package 318ti) the H&R sport springs were in fact the 'same' (or lighter) rate as OE for that application. I don't think this qualifies as 'generally 25-30% stiffer'! ;-) Rear springs Front Springs OE sport OE sport Rate Free Length Rate Free Length 325 lbs/in 8.75" 110 lbs/in 11.5" H&R Sport (29 970 HA) H&R Sport (29 970 VA) Rate Free Length Rate Free Length 300 lbs/in 8.125" 115 lbs/in 10.5" Interestingly the OE M3 springs I have for the same year (95) measure on the same machine: Rear Front Rate Free Length Rate Free Length 299.4 lbs/in 9.25" 99 lbs/in 13.5" So the heavier M3 has lighter springs than the 318ti? I've also measured the suspension motion ratios and determined that for all practical purposes they are the same between the two applications (front to front and rear to rear). The differences are very slight despite the different rear suspension designs. I don't know about H&R sport springs for the e36 M3, I've never measured them. But based on the data above, I'd say the H&R sport springs are more of a lowering spring than anything and don't add an appreciable amount to the wheel rate. I did notice a slightly harsher ride with the H&R sport springs, but at the same time I swapped a set of Bilstein sport dampers in too. Also, with the H&R sport springs, there was only about .25" or less of front suspension travel before the bump stops were involved. I tried to measure the rate of the bump stop separately on the same machine, but the rate is extremely non-linear and the range of travel is quite small. I measured 240 lbs at 1" travel of the bump stop, but the rate was increasing exponentially at that point. So tell your buddy to get some OE 318ti Sport springs used for cheap and it should lower his M3 and slightly increase the spring rate. ;-) After this learning experience, I skipped the H&R sport spring 'upgrade' for my '95 M3 and went straight to 2.5" linear race-type springs where I could pick the rate and length at will. Cheers, Chet Dawes H&R spring identification... Help! Re: H&R spring identification... Help! Date: Wed, 20 Apr 2005 12:32:30 -0400 (EDT) From: Mark Andy <[EMAIL PROTECTED]> To: [email protected] Subject: H&R spring identification... Help! Message-ID: <[EMAIL PROTECTED]> Howdy, I have some springs are H&R, light blue. I suspect they were part of a bilstein/H&R package, but don't know for sure. Here's the markings... Front springs: H&R 9/97 KBA-Nr. 90-397 29 824 va ab.bj.22.06.92 Rear springs: H&R 9/97 KBA-Nr. 90-397 29 824 ha Anyone know what these things have for rates? A buddy with a '95 m3 is wondering if the springs would be an improvement over the stock springs. Turner's website has a listing for an E36 318i/323i/325i/328i H&R Sport Spring Set that has a part number of 29824-2... Perhaps those are the same springs? Anyone know how the dimensions & rates compare for those springs to the stock '95 m3 springs? Thanks! Mark ----------------------------- Date: Wed, 20 Apr 2005 12:54:33 -0400 (EDT) From: Mark Andy <[EMAIL PROTECTED]> To: [email protected] Subject: Re: H&R spring identification... Help! Message-ID: <[EMAIL PROTECTED]> Howdy, So, called H&R. They identified the springs as their sport package springs for a '93 e36. However, they won't tell me free length or rate specifications for the springs. Presumably there must be terrorists out there that use this information for nefarious purposes, but the terrorists are fairly dumb and don't know about spring rate checkers. She was "nice" enough to tell me that their sport springs are generally 25% to 30% stiffer than stock. So, anyone know what the free length & rates are for an e36 m3 as well as a non-m3 e36? Thanks for any info! Mark (who won't be buying anything from H&R anytime soon based on this experience) **************************************************************************************** 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: Thu, 21 Apr 2005 09:17:55 -0400 From: "Gary Derian" <[EMAIL PROTECTED]> To: "chet.dawes" <[EMAIL PROTECTED]>, <[email protected]>, <[EMAIL PROTECTED]> Subject: Re: H&R spring identification... Help! Message-ID: <[EMAIL PROTECTED]> I went through 5 different suspension setups on my M5 before finally settling on coil overs. That is the only way to get the ride height and spring rate you want. The downside is coil overs do not have the daily use protection and isolation that stock setups have. Things like dirt shields and durable spring pads. Gary Derian > After this learning experience, I skipped the H&R sport spring 'upgrade' > for my '95 M3 and went straight to 2.5" linear race-type springs where I > could pick the rate and length at will. > > Cheers, > Chet Dawes ------------------------------ Date: Thu, 21 Apr 2005 10:21:40 -0400 (EDT) From: Mark Andy <[EMAIL PROTECTED]> To: [email protected] Subject: Re: H&R spring identification... Help! Message-ID: <[EMAIL PROTECTED]> Howdy, Interesting! Thank you! The reason I've got these springs laying around is because I went with 2.5" coilovers after I got the car (which came with the H&R's installed). As I recall, the car was both very low and felt fairly soft with the springs installed, but I later found a problem with the front swaybar sticking in its chassis bushings which could have been contributing to the handling issues I was feeling on the autox course and 'crashing' I was feeling w/bumps. Anyway, we were wondering if throwing these on my buddy's '95 m3 might be a free upgrade... Sounds like it might be possible, but I'll need a spring rate checker to know one way or the other. Thanks for the info! Mark On Thu, 21 Apr 2005, chet.dawes wrote: > For the same application (a 95 sport package 318ti) the H&R sport > springs were in fact the 'same' (or lighter) rate as OE for that > application. I don't think this qualifies as 'generally 25-30% > stiffer'! ;-) > > Rear springs Front Springs > OE sport OE sport > Rate Free Length Rate Free > Length > 325 lbs/in 8.75" 110 lbs/in > 11.5" > > H&R Sport (29 970 HA) H&R Sport (29 970 VA) > Rate Free Length Rate Free > Length > 300 lbs/in 8.125" 115 lbs/in 10.5" > > Interestingly the OE M3 springs I have for the same year (95) measure on > the same machine: > > Rear Front > Rate Free Length Rate Free > Length > 299.4 lbs/in 9.25" 99 lbs/in 13.5" > > So the heavier M3 has lighter springs than the 318ti? I've also > measured the suspension motion ratios and determined that for all > practical purposes they are the same between the two applications (front > to front and rear to rear). The differences are very slight despite the > different rear suspension designs. > I don't know about H&R sport springs for the e36 M3, I've never measured > them. But based on the data above, I'd say the H&R sport springs are > more of a lowering spring than anything and don't add an appreciable > amount to the wheel rate. I did notice a slightly harsher ride with the > H&R sport springs, but at the same time I swapped a set of Bilstein > sport dampers in too. > Also, with the H&R sport springs, there was only about .25" or less of > front suspension travel before the bump stops were involved. I tried to > measure the rate of the bump stop separately on the same machine, but > the rate is extremely non-linear and the range of travel is quite small. > I measured 240 lbs at 1" travel of the bump stop, but the rate was > increasing exponentially at that point. > > So tell your buddy to get some OE 318ti Sport springs used for cheap and > it should lower his M3 and slightly increase the spring rate. ;-) > After this learning experience, I skipped the H&R sport spring 'upgrade' > for my '95 M3 and went straight to 2.5" linear race-type springs where I > could pick the rate and length at will. > > Cheers, > Chet Dawes > > H&R spring identification... Help! > Re: H&R spring identification... Help! > > Date: Wed, 20 Apr 2005 12:32:30 -0400 (EDT) > From: Mark Andy <[EMAIL PROTECTED]> > To: [email protected] > Subject: H&R spring identification... Help! > Message-ID: <[EMAIL PROTECTED]> > > Howdy, > > I have some springs are H&R, light blue. I suspect they were part of a > bilstein/H&R package, but don't know for sure. Here's the markings... > > Front springs: > H&R 9/97 > KBA-Nr. 90-397 > 29 824 va > ab.bj.22.06.92 > > Rear springs: > H&R 9/97 > KBA-Nr. 90-397 > 29 824 ha > > Anyone know what these things have for rates? A buddy with a '95 m3 is > wondering if the springs would be an improvement over the stock springs. > > Turner's website has a listing for an E36 318i/323i/325i/328i H&R Sport > Spring Set that has a part number of 29824-2... Perhaps those are the > same > springs? Anyone know how the dimensions & rates compare for those > springs > to the stock '95 m3 springs? > > Thanks! > > Mark > > ------------------------------ > > Date: Wed, 20 Apr 2005 12:54:33 -0400 (EDT) > From: Mark Andy <[EMAIL PROTECTED]> > To: [email protected] > Subject: Re: H&R spring identification... Help! > Message-ID: <[EMAIL PROTECTED]> > > Howdy, > > So, called H&R. They identified the springs as their sport package > springs for a '93 e36. > > However, they won't tell me free length or rate specifications for the > springs. Presumably there must be terrorists out there that use this > information for nefarious purposes, but the terrorists are fairly dumb > and > don't know about spring rate checkers. She was "nice" enough to tell me > > that their sport springs are generally 25% to 30% stiffer than stock. > > So, anyone know what the free length & rates are for an e36 m3 as well > as > a non-m3 e36? > > Thanks for any info! > > Mark > > (who won't be buying anything from H&R anytime soon based on this > experience) > > **************************************************************************************** > > 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: Thu, 21 Apr 2005 10:30:31 -0700 (PDT) From: Andre Yew <[EMAIL PROTECTED]> To: [email protected] Subject: Re: H&R spring identification... Help! Message-ID: <[EMAIL PROTECTED]> On Thu, 21 Apr 2005, chet.dawes wrote: > For the same application (a 95 sport package 318ti) the H&R sport > springs were in fact the 'same' (or lighter) rate as OE for that > application. I don't think this qualifies as 'generally 25-30% > stiffer'! ;-) Perhaps the springs are different for the E46, but could the "tender coil" feature and progressive rate of certain H&R springs account for the measured lower spring rate? The H&R sport springs I got for my E46 328Ci have two or three coils that would bind with the full weight of the car. H&R says that these tender coils are supposed to expand when the suspension is in full extension preventing the shorter springs from coming out of their perches. I also use Bilstein sport shocks (the ones that are shorter than the HDs), and the effect of the new suspension components is kind of opposite to what you saw: I barely saw any lowering, but the car is much stiffer, and in fact has so much roll resistance that new UUC sway bars made little difference in that area. Gary, Which coilover setup are you using? --Andre ------------------------------ Date: Thu, 21 Apr 2005 13:35:59 -0400 From: "Gary Derian" <[EMAIL PROTECTED]> To: "Andre Yew" <[EMAIL PROTECTED]>, <[email protected]> Subject: Re: H&R spring identification... Help! Message-ID: <[EMAIL PROTECTED]> I bought a coil-over setup from Groound Control, but I had to specially machine the parts and cut up the stock strut mounts to get a reasonable bump travel with reasonably soft springs. GC does not have a bolt-in E34 setup. Gary Derian > On Thu, 21 Apr 2005, chet.dawes wrote: >> For the same application (a 95 sport package 318ti) the H&R sport >> springs were in fact the 'same' (or lighter) rate as OE for that >> application. I don't think this qualifies as 'generally 25-30% >> stiffer'! ;-) > > Perhaps the springs are different for the E46, but could the "tender coil" > feature and progressive rate of certain H&R springs account for the > measured lower spring rate? The H&R sport springs I got for my E46 328Ci > have two or three coils that would bind with the full weight of the car. > H&R says that these tender coils are supposed to expand when the > suspension is in full extension preventing the shorter springs from coming > out of their perches. > > I also use Bilstein sport shocks (the ones that are shorter than the HDs), > and the effect of the new suspension components is kind of opposite to > what you saw: I barely saw any lowering, but the car is much stiffer, and > in fact has so much roll resistance that new UUC sway bars made little > difference in that area. > > Gary, > > Which coilover setup are you using? > > --Andre > > > > > 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: Thu, 21 Apr 2005 08:48:16 -0700 (PDT) From: John Stewart <[EMAIL PROTECTED]> To: [email protected] Subject: Re: E28 good project or not Message-ID: <[EMAIL PROTECTED]> One other option for the E28 is the "super eta" 1988 block with a stroker crank from a diesel and a head from a 325i. (I think I got that right.) It was mentioned in Roundel a couple of years back in an article also about the One Lap of America. The car was an 528e with engine as mentioned above and suspension bits from a similar year 7 series. It performed quite well. This would be similar in power to a 535i but lighter in the front. I enjoyed driving my 528e and having more power with the same weight distribution sounds very nice. Of course the turbo suggestion sounds good too. John in Oregon end [EMAIL PROTECTED] __________________________________ Do you Yahoo!? Yahoo! Small Business - Try our new resources site! http://smallbusiness.yahoo.com/resources/ ------------------------------ Date: Thu, 21 Apr 2005 13:55:14 -0700 From: [EMAIL PROTECTED] To: [email protected] Subject: <OT> Brake Fluid Message-ID: <[EMAIL PROTECTED]> This is slightly off topic as it concerns a buddies Porsche. He has the '96 ,996 with 77k miles on it. He took the car into a local dealer for just the oil change and they indicated that he needed a new brake master cylinder and fluid reservior because there was some kind of "crystallization" taking place in the fluid. We went over to look at this "crystallization" and it turns out to be a white , waxy deposit in the inlet cup and at the bottom of the fluid reservior. Has anyone ever seen this before? Granted the owner is not good about changing his fluid but even so I've never seen this type of percipitation in a brake fluid before. It is also not discolored or dirty as I would suspect a percipitant from old, dirty brake fluid would(might?) be. -Kevin ------------------------------ Date: Thu, 21 Apr 2005 17:12:36 -0400 From: "Gary Derian" <[EMAIL PROTECTED]> To: <[email protected]>, <[EMAIL PROTECTED]> Subject: Re: <OT> Brake Fluid Message-ID: <[EMAIL PROTECTED]> I've only seen brake fluid get dark and slimy. New parts? Just pop off the reservoir and clean it with brake cleaner, re-install, fill with fresh fluid and flush through. Gary Derian > This is slightly off topic as it concerns a buddies Porsche. > He has the '96 ,996 with 77k miles on it. > He took the car into a local dealer for just the oil change and they > indicated that he needed a new brake master cylinder and fluid reservior > because there was some kind of "crystallization" taking place in the > fluid. > > We went over to look at this "crystallization" and it turns out to be a > white , waxy deposit in the inlet cup and at the bottom of the fluid > reservior. Has anyone ever seen this before? > > Granted the owner is not good about changing his fluid but even so I've > never seen this type of percipitation in a brake fluid before. It is also > not discolored or dirty as I would suspect a percipitant from old, dirty > brake fluid would(might?) be. > > -Kevin > > > 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 ------------------------------ End of [bmwuucdigest] digest(11 messages) **********
