The BMW UUC Digest Volume 2 : Issue 773 : "text" Format Messages in this Issue: BMW Repair On Peninsula Re: hotter ignition coils <E30> Engine extraction <E30> Engine extraction Engine theory Re: Engine theory Tranny science Re: Tranny science Re: Tranny science Re: Tranny science Costco Towels/Car Drying Re: Costco Towels/Car Drying <E30> adjustable camber plates Re: <E30> adjustable camber plates Fwd: F/S 1998 BMW 740il
---------------------------------------------------------------------- Date: Fri, 12 Aug 2005 15:00:57 -0700 (PDT) From: kjk <[EMAIL PROTECTED]> To: [email protected] Subject: BMW Repair On Peninsula Message-ID: <[EMAIL PROTECTED]> I take both my cars to Ramon but wouldn't say he is on the Peninsula. Unless you work down here it is quite a haul. I know a few guys that have used: Carrera Motors 26 South Claremont Street, San Mateo, CA 94401 (650) 342-9955 and Phaedrus in San Francisco. Kevin Kelly '91 M5 '00 323iT __________________________________________________ Do You Yahoo!? Tired of spam? Yahoo! Mail has the best spam protection around http://mail.yahoo.com ------------------------------ Date: Fri, 12 Aug 2005 15:35:51 -0700 From: "Scott & Charlotte Miller" <[EMAIL PROTECTED]> To: "UUC Digest" <[email protected]> Subject: Re: hotter ignition coils Message-ID: <[EMAIL PROTECTED]> They said right in their own ad that most people who replace coils are replacing old, used up coils. Testing needs to be between new OEM coils vs new Bav Auto coils. Scott Miller GGC BMW CCA >Date: Fri, 12 Aug 2005 13:39:45 -0700 >From: JKerouac <[EMAIL PROTECTED]> >To: "[uucdigest]" <[email protected]>, > bmw digest <[EMAIL PROTECTED]> >Subject: hotter ignition coils >Message-ID: <[EMAIL PROTECTED]> > > Any impressions on the hotter ignition coils as shown on the cover >page of the recent Bavarian mailer? <snip> ------------------------------ Date: Fri, 12 Aug 2005 15:46:32 -0700 From: [EMAIL PROTECTED] To: [email protected] Subject: <E30> Engine extraction Message-ID: <[EMAIL PROTECTED]> Two questions on the E30 engine removal: 1. I removed the three bolts from the driveshaft which were shielded by a large ring. (Bentley did not seem to address this) What a pain. It appears that the tranny output flange (tri-point) is now free. Would it have been possible to remove the three nuts connected to what I assume are studs in the blocking metal ring? Is this the infamous "guibo"? 2. I have removed the three copper nuts from the front exhaust downpipe and will remove the others this weekend. Once the supports for this section of the exhaust are removed will the flanges just separate or do I need some persuasion? Thanks, Kevin ---------------------------------------------------------------- This e-mail communication is confidential and is intended only for the individual(s) or entity named above and others who have been specifically authorized to receive it. If you are not the intended recipient, please do not read, copy, use or disclose the contents of this communication to others. Please notify the sender that you have received this e-mail in error by replying to the e-mail. Please then delete the e-mail and any copies of it. Thank you. ---------------------------------------------------------------- ------------------------------ Date: Fri, 12 Aug 2005 19:52:19 -0400 From: Whit Lowell <[EMAIL PROTECTED]> To: "[EMAIL PROTECTED]" <[EMAIL PROTECTED]> Cc: [email protected] Subject: <E30> Engine extraction Message-ID: <[EMAIL PROTECTED]> Hi Kevin. Given that it's an M20.... 1) The rubber "doughnut" with six reinforced holes in it is the guibo. From everything I've learned, the metal cup (actually a balancer of sorts) can be removed with the driveshaft, and it doesn't have to be reinstalled when you put it back together. All in all, only three bolts have to be removed to separate the shaft from the output flange. 2) Remove 3 nuts per pipe. Once all other exhaust support brackets are loosened or removed, the exhaust should, quite literally, fall out with a few pulls on the downpipes. There are metal heat gaskets between the headers and the downpipes. Watch out or it'll end up on your head! Yes, I've done it before. Ouchy. best, whit On 8/12/05, [EMAIL PROTECTED] <[EMAIL PROTECTED]> wrote: > Two questions on the E30 engine removal: > > 1. I removed the three bolts from the driveshaft which were shielded by a > large ring. (Bentley did not seem to address this) What a pain. It appears > that the tranny output flange (tri-point) is now free. Would it have been > possible to remove the three nuts connected to what I assume are studs in > the blocking metal ring? Is this the infamous "guibo"? > > 2. I have removed the three copper nuts from the front exhaust downpipe and > will remove the others this weekend. Once the supports for this section of > the exhaust are removed will the flanges just separate or do I need some > persuasion? > > Thanks, Kevin > ---------------------------------------------------------------- > This e-mail communication is confidential and is intended only > for the individual(s) or entity named above and others who have > been specifically authorized to receive it. If you are not the > intended recipient, please do not read, copy, use or disclose > the contents of this communication to others. Please notify the > sender that you have received this e-mail in error by replying > to the e-mail. Please then delete the e-mail and any copies of > it. Thank you. > ---------------------------------------------------------------- > > > 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, 12 Aug 2005 15:51:00 -0700 From: [EMAIL PROTECTED] To: [email protected] Subject: Engine theory Message-ID: <[EMAIL PROTECTED]> All IC motors have a peak hp characteristic. Is this peak and resultant drop off, a result (to first order) of the inability of the valves to open far enough or fast enough to allow more a/f into cylinder beyond that rpm point or a result of intake volume limitation? -Kevin ---------------------------------------------------------------- This e-mail communication is confidential and is intended only for the individual(s) or entity named above and others who have been specifically authorized to receive it. If you are not the intended recipient, please do not read, copy, use or disclose the contents of this communication to others. Please notify the sender that you have received this e-mail in error by replying to the e-mail. Please then delete the e-mail and any copies of it. Thank you. ---------------------------------------------------------------- ------------------------------ Date: Fri, 12 Aug 2005 19:32:24 -0400 From: "Gary Derian" <[EMAIL PROTECTED]> To: <[EMAIL PROTECTED]>, <[email protected]> Subject: Re: Engine theory Message-ID: <[EMAIL PROTECTED]> Engine volumetric efficiency peaks at the peak torque rpm and drops higher than that. As long as rpm rises more than the torque drops, power increases. At high rpm, restriction to flow from the intake system through the valves through the exhaust increases and limits the cylinder fill. Engine friction also increases. Air flow per revolution is proportional to torque, ignoring friction. Air flow per time is proportional to power, also ignoring friction. Gary Derian > All IC motors have a peak hp characteristic. Is this peak and resultant > drop off, a result (to first order) of the inability of the valves to open > far enough or fast enough to allow more a/f into cylinder beyond that rpm > point or a result of intake volume limitation? > > -Kevin ------------------------------ Date: Fri, 12 Aug 2005 16:15:39 -0700 From: [EMAIL PROTECTED] To: [email protected] Subject: Tranny science Message-ID: <[EMAIL PROTECTED]> Another basic question, but this time on manual transmissions. It would seem from the layout of the synchronous transmission that the torque limit is set by the ability of the "dog gears" and the output shaft splines on which they slide to withstand the motor torque and tire friction. The initial shock would seem to be mitigated by the drag of the cone and synchros accelerating the output shaft to speed. The dog gears don't seem to be as beefy as the driven gears but I don't know. Also, what is it that holds the shifter/selector rod in place once a gear is selected? Hadda ask, -Kevin ---------------------------------------------------------------- This e-mail communication is confidential and is intended only for the individual(s) or entity named above and others who have been specifically authorized to receive it. If you are not the intended recipient, please do not read, copy, use or disclose the contents of this communication to others. Please notify the sender that you have received this e-mail in error by replying to the e-mail. Please then delete the e-mail and any copies of it. Thank you. ---------------------------------------------------------------- ------------------------------ Date: Fri, 12 Aug 2005 19:35:36 -0400 From: "Gary Derian" <[EMAIL PROTECTED]> To: <[email protected]>, <[EMAIL PROTECTED]> Subject: Re: Tranny science Message-ID: <[EMAIL PROTECTED]> The slider thingy that engage the dogs at each gear have spring loaded detents that hold them in. Transmission torque limitation is usually the output shaft just past first gear, this part takes the most torque, and first gear multiplies engine torque the most. Transmission longevity has more factors such as the quality and strength of the gears and bearings. Some parts fail from fatigue, some from wear, and others from a hole shot with slicks. Impact loads from harsh shifts are higher than straight engine torque. Gary Derian > Another basic question, but this time on manual transmissions. It would > seem from the layout of the synchronous transmission that the torque limit > is set by the ability of the "dog gears" and the output shaft splines on > which they slide to withstand the motor torque and tire friction. The > initial shock would seem to be mitigated by the drag of the cone and > synchros accelerating the output shaft to speed. > The dog gears don't seem to be as beefy as the driven gears but I don't > know. > > Also, what is it that holds the shifter/selector rod in place once a gear > is selected? > > Hadda ask, > -Kevin > ---------------------------------------------------------------- > This e-mail communication is confidential and is intended only > for the individual(s) or entity named above and others who have > been specifically authorized to receive it. If you are not the > intended recipient, please do not read, copy, use or disclose > the contents of this communication to others. Please notify the > sender that you have received this e-mail in error by replying > to the e-mail. Please then delete the e-mail and any copies of > it. Thank you. > ---------------------------------------------------------------- > > > 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, 12 Aug 2005 20:16:20 -0700 From: "Marco Romani" <[EMAIL PROTECTED]> To: <[email protected]> Subject: Re: Tranny science Message-ID: <[EMAIL PROTECTED]> yep - that's why the CTS-V has been in the shop for a week waiting for a new tranny..... Marco -----Original Message----- From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED] Behalf Of Gary Derian Sent: Friday, August 12, 2005 4:36 PM To: [email protected]; [EMAIL PROTECTED] Subject: Re: [UUC] Tranny science The slider thingy that engage the dogs at each gear have spring loaded detents that hold them in. Transmission torque limitation is usually the output shaft just past first gear, this part takes the most torque, and first gear multiplies engine torque the most. Transmission longevity has more factors such as the quality and strength of the gears and bearings. Some parts fail from fatigue, some from wear, and others from a hole shot with slicks. Impact loads from harsh shifts are higher than straight engine torque. Gary Derian > Another basic question, but this time on manual transmissions. It would > seem from the layout of the synchronous transmission that the torque limit > is set by the ability of the "dog gears" and the output shaft splines on > which they slide to withstand the motor torque and tire friction. The > initial shock would seem to be mitigated by the drag of the cone and > synchros accelerating the output shaft to speed. > The dog gears don't seem to be as beefy as the driven gears but I don't > know. > > Also, what is it that holds the shifter/selector rod in place once a gear > is selected? > > Hadda ask, > -Kevin > ---------------------------------------------------------------- > This e-mail communication is confidential and is intended only > for the individual(s) or entity named above and others who have > been specifically authorized to receive it. If you are not the > intended recipient, please do not read, copy, use or disclose > the contents of this communication to others. Please notify the > sender that you have received this e-mail in error by replying > to the e-mail. Please then delete the e-mail and any copies of > it. Thank you. > ---------------------------------------------------------------- > > > 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 > 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: Sat, 13 Aug 2005 05:35:00 -0400 From: "Gary Derian" <[EMAIL PROTECTED]> To: "Marco Romani" <[EMAIL PROTECTED]>, <[email protected]> Subject: Re: Tranny science Message-ID: <[EMAIL PROTECTED]> There must be a good story there. Gary Derian > yep - that's why the CTS-V has been in the shop for a week waiting for a > new > tranny..... > > Marco > > The slider thingy that engage the dogs at each gear have spring loaded > detents that hold them in. > > Transmission torque limitation is usually the output shaft just past first > gear, this part takes the most torque, and first gear multiplies engine > torque the most. Transmission longevity has more factors such as the > quality and strength of the gears and bearings. Some parts fail from > fatigue, some from wear, and others from a hole shot with slicks. > > Impact loads from harsh shifts are higher than straight engine torque. > > Gary Derian ------------------------------ Date: Fri, 12 Aug 2005 10:26:01 -0700 From: "Kevin Kelly" <[EMAIL PROTECTED]> To: "BMW BMW BMW BMW" <[email protected]> Subject: Costco Towels/Car Drying Message-ID: <[EMAIL PROTECTED]> Richard Sperry Wrote: > I would only use them (Costco Towels) for cleaning windows. > There is a very big difference in microfiber towels. The ones from > Costco will leave a lot of scratchs on your paint. I detail, and KNOW. I've been using an electric leaf blower years to dry the cars. They get about 90% of the water off then a quick wipe with a soft 100% cotton towel gets the car completly dry. Kevin Kelly BMW CCA 50039 ------------------------------ Date: Fri, 12 Aug 2005 23:08:57 -0400 From: "Gary Derian" <[EMAIL PROTECTED]> To: "Kevin Kelly" <[EMAIL PROTECTED]>, <[email protected]> Subject: Re: Costco Towels/Car Drying Message-ID: <[EMAIL PROTECTED]> That is exactly what I do. I also use it to blow the water off the brakes and engine. Nothing worse than water spots on the intake plenum. Gary Derian > > I've been using an electric leaf blower years to dry the cars. They get > about 90% of the water off then a quick wipe with a soft 100% cotton towel > gets the car completly dry. > > Kevin Kelly > BMW CCA 50039 ------------------------------ Date: Fri, 12 Aug 2005 22:34:50 -0500 From: Clarence <[EMAIL PROTECTED]> To: UUC Digest <[email protected]> Subject: <E30> adjustable camber plates Message-ID: <[EMAIL PROTECTED]> I realize this is similar to asking what's a good tire, but I would appreciate some comments and recommendations for adjustable camber plates. I must stop destroying the outer edge of the tires so quickly at DE events. The car is an '87 325is w/Bilsteins, H&R race springs, and M3 control arm bushings. TIA Clarence West Bend, WI ------------------------------ Date: Sat, 13 Aug 2005 00:11:39 -0400 From: CsWs <[EMAIL PROTECTED]> To: Clarence <[EMAIL PROTECTED]> Cc: UUC List <[email protected]> Subject: Re: <E30> adjustable camber plates Message-ID: <[EMAIL PROTECTED]> Clarence, I'd look at the motor-force plates http://www.motor-force.com/products.html. I've heard good things about them. -- Karl #747KP http://www.elephantmotorsports.com On 8/12/05, Clarence <[EMAIL PROTECTED]> wrote: > I realize this is similar to asking what's a good tire, but I would > appreciate some comments and recommendations for adjustable camber > plates. I must stop destroying the outer edge of the tires so quickly > at DE events. > > The car is an '87 325is w/Bilsteins, H&R race springs, and M3 control > arm bushings. > > TIA > > Clarence > West Bend, WI > Search the ARCHIVES:http://www.mail-archive.com/[email protected] ------------------------------ Date: Fri, 12 Aug 2005 21:01:08 -0700 From: Mark Dadgar <[EMAIL PROTECTED]> To: UUC Digest <[email protected]>, [EMAIL PROTECTED] Subject: Fwd: F/S 1998 BMW 740il Message-ID: <[EMAIL PROTECTED]> FYI. Contact Justin directly. - Mark ----- [EMAIL PROTECTED] Check out my JustRacing Home Page at: http://www.justracing.com/homepage/mdadgar Begin forwarded message: Sent: Friday, August 12, 2005 7:36 AM Subject: [PDC] OT: F/S 1998 BMW 740il 1998 BMW 740il Sport Package Every Available option - 6 disk changer, 18" BMW wheels, sun shades, etc... New tires All service complete Black / Tan $14,250 [EMAIL PROTECTED] 916.798.8893 ------------------------------ End of [bmwuucdigest] digest(15 messages) **********
