E28 528e Oil Change Valvoline VR1 Racing 20w50

Date:12/10/11
Mileage: 301,079

Well back to the daily for an oil change. Looks like a lot of guys like this Valvoline VR1 conventional racing 20w50. I bought it straight from Autozone for about $5 a quart. From what I've read it has a high ZDDP content which is good for 80s style BMW motors with solid rockers. Makes sense to me, let's give it a go!

Click here for  some information on the topic.

After the new oil it's still a loud ass sewing machine with God knows how many miles. I think I might try some Mobil 1 turbo diesel oil I saw the other day.

Streets of Willow Track Day Speed Ventures 12/04/11

So back to Streets. This time with NON-broken motor mounts and a completely refreshed front end. Speed Ventures was hosting this time. I had a good time with Speed Ventures. I liked their approach a little more than Speed Trials, but they are definitely more laid back than NASA. If you want more strict and controlled track day situation I would say NASA has that down. There were some times with Speed Ventures where I thought it could be a little more strict, but luckily nothing happend out on the track.

In a nutshell NASA has a system to verify to run level skill more accountably than Speed Ventures or Speed Trials where they sort of just "trust" you. And since everyone classes themselves up one level of where they actually are, you have to figure out which group makes the most sense for you once you get out there. I like NASA but sometimes I prefer the latter, it just depends on what track I want to go to and who's hosting when my car is running. :)

I arrived at the track around 7:00 in the morning to a nice and crisp 19º. Already quite a difference from the 100º+ track temps I experienced this summer. 

The temp got up around the mid 50s for the rest of the day. The track orientation was CCW which was opposite of last time but everyone I asked said they're times CCW were slightly higher taking into account you're going up hill.

I had originally signed up for intermediate class but I ended up running with the JMP Auto private group after meeting and being introduced by Ryan Castro, the fellow e36 enthusiast shown below with the Avus M3.

And under the hood of this Avus M3 was this.

Hello. LS1 swap originally preformed by Tim Philips of European Concepts in PA. Ryan also runs Motorsport Hardware, a good place to get your race studs at a good price. 

JMP Auto had a lot of BMWs, most of them being swapped e30s, but there was a pretty raced out e46 m3 and a couple e36 m3s. The swapped e30s had some of the fastest times in the group.

So after a brief drivers meeting I hit the track. Everything felt right and tight and then BAM. The rear hanger on my exhaust decides enough is enough.

I was on the track hearing a lot of scraping noises and getting a lot of meatball flags before I pulled in. I looked down and saw the muffler pretty much on the ground. Nothing better to do but remove it and get back out there! With about 50 lbs of weight saving and maybe 2 or 3 more hp the car felt great! Sounded good too.

First couple times around the track got me used to opposite orientation. The Z3 rack felt great and the most noticeable difference on handling came from the delrin control arm bushings. It makes the car very pointy and turn in is extra sensitive. It takes a bit to get used to, but the feel is more direct with the road. 

The solid mounts were also most appreciated on down shifts and heel toe. Upshifting was more responsive as well, but not as awesome of a difference as downshifting. 

The extra front camber was also making things a little more bearable with my, "not exactly the best," Nitto INVOs. The skid pad turn was where I was experiencing the most push and tire chunking. This time around the car felt flat with a tad of oversteer which felt good to me. Front tires were not screaming for traction like before.

So what's all this mean in terms of numbers? My times 6 months ago in the CW direction were around 1:35 - 1:37 with my best time a 1:34. My times in the CCW direction with the changes were constantly around 1:34-1:35 with my fastest time at 1:32. While this is good enough for me, I have to believe CCW has higher times as well so maybe equating to 1:31 in a CW direction. :D

In my run group there were about 18-20 cars. In the 3rd and 4th sessions of the day I was 5th fastest after an e46 M3, a s2k, a swapped S50 e30, and one M30 e30 which was super quick. I don't care what anyone says, nothing wrong with an M30 swap. The times at the top in my group were around 1:22 - 1:30. For Streets of Willow the lighter the car the betters. I'm running full interior with 0 weight reduction.

So here I am at the end of the day with my muffler in the trunk. I was pleased at how everything turned out. Everything replaced worked out and there was no crazy surprises with anything. I might just keep the car as is for a minute to get some more track time in next year before hitting the complete rear end suspension. Once I do that I probably won't have a car for a couple months. ;)

Track Day Prepartion, Bleeding Brakes, Tranny Fluid Change

12/03/11

After the alignement and everything suspension wise was buttoned up, it was time to get ready for the track to see if all these changes would amount to better times. The last track I was at was Streets so I decided to go back, this time with Speed Ventures, for an apples to apples comparison.

My brakes had felt spongey after the last event so I picked up a Motive Power Bleeder from Bimmerzone. I  had not shopped there before, it was just the best price on the internet because of free shipping. I went with the black label, because I had used the original before and the swivel fitting on the head seemed more desirable. Sometimes the hose gets all twisted up with the regular version, either way, they both do the same thing.

Part of the reason for the spongy brake feel was the fluid I used before, which happens to be the same fluid I used again, pictured above. I'll take more about that later. ATE Super Blue or Type 200 (same thing in gold) is good for street and light track. Last time at the track I boiled it. I'm going to be trying something new, most likely Motul RBF600, after the most recent visit to the track where I boiled it again.

Not much to say about bleeding brakes. Pelican has it covered right here if you're unfamiliar. 

Make sure to only use organic and Kosher when bleeding your brakes.

After the bleeding was done the pedal felt rock solid or at least as rock solid as an e36 brake pedal can feel. I also decided to change the tranny fluid while I had the car up in the air flat on four jack stands. 

I used Royal Purple Synchromax because I took the forums suggestion 2 years ago when I first bought my car and read "teh bestz tranny fluid for e36 m3," and have had it on the shelf ever since. Now that I finally got around to it I figured new fluid is better than whatever was in there for the last 17 years.

Yep, it's purple. Capacity is 1.2L. I can't say I felt much of a difference. So with fresh tranny fliud, and more importantly bled brakes, I headed to the track the next morning.

E36 M3 Setting More Front Static Camber With Shims

After getting my alignment done and noticing a difference of about 0.4º - 0.5º camber from side to side I decided I would try and fix that with a shim. From the computer alignment, my left front camber was -2.6º and the right front was -2.2º. This is using the reversed 96-99 strut mounts.

I had read about different ways to dial in front camber without camber kits from this definitive alignment guide on BFc. Generally taking everything I read on the forum with a grain of salt, I was reassured that shimming out the front struts was something that's been done before successfully by the fact that bimmerworld sells a little kit for this very purpose. That kit is about $24 more expensive that just getting washers, so I headed to the hardware store.

I took my caliper and found 2 washers that were 1.19mm. According to that guide that should give me 0.5º more camber. I don't know where those numbers came from, but that's all I had to go off of. I will most likely get one more alignment with this setup and I will post to see what the change in camber is.

Before No Shim

Shimmed

Since I only wanted to correct the one side that was off by about a half degree I only shimmed the right side. It's so tiny that visually it doesn't look like it's going to change 0.5º just from that, but I will have to see what the actual camber is with this shim before trying anything thicker. And since my car mainly sees the track I don't know how this would really work for the street having permanent front camber. Then again I wouldn't really be worried about the most front camber I can get on the street. :P It's purely for the minimizing tire rollover and maximizing front grip at the track.

Mishimoto Radiator E36 M3 Impressions

So my OE Behr radiator was leaking from the plastic caps on the side after a 100º+ track day at Willow Springs this summer. I decided to go with a Mishimoto all aluminum radiator because I'm cheap and didn't want to pay $500+ for a PWR or Fluidyne etc. They have deals for "open box" items on ebay for less than $160. It still comes with the lifetime warranty, I figured why not.

EDIT 01/12/12: I took the original radiator to a shop to see if indeed it was leaking and it turns out after a flush that it wasn't leaking at all. It was most likely just the upper radiator hose not being tight enough.

A few things to note. The area on the top of the radiator which is supposed to house the rubber mounting piece to accommodate the OE BMW plastic clips is too large. I made a little bracket out of aluminum and wedged it in there. The rubber mounting piece then fit snugly.

Also I would probably use teflon tape on the threads of the drain plug and fan switch. The threads are large and I did it for extra leak free precaution.

I took it on the track and everything has worked out so far. The fit is pretty close to stock. For me the right side was kind of higher than the original radiator but you can file down the bottom mounts to make it lower. Don't forget the rubber bushings for the bottom mounts. I forgot those at first and thought it fit like absolute shit, but then saw the rubber bushings on my old radiator.

E36 M3 Alignment Perfect Auto

After all the front suspension work the alignment was all out of whack. I took it to my guys Perfect Auto for an alignment. It's about $70 which is cheaper than anywhere else I could find and they know BMWs and will let you put it at whatever numbers you want.

Obviously camber is set, so the first thing I noticed is that with the 96-99 strut mounts I'm at -2.6º on the left. The right side is at -2.2º. The caster also increased to 7.9º and 7.1º. This cross camber/caster was noticed before when my car was stock. There must have been some accident at some point. I'm going to try and shim the right strut to adjust the camber and see if the caster evens out. Best scenario is camber plates, but they're also expensive. So for now this is how it is.  

I told them to set the front toe at 0.0º or a little toe out. I ended up with - 0.05º toe out which is cool. On there rear I should've left it at the factory settings of 0.21º toe in, but for whatever reason I said to put it at 0. They left is at 0.03º on one side and 0.07º on the other. So with less toe in the rear will be a little twitchy or maybe not at all. We shall see how this setup does on the track.

A lot of this is just trial and error for me. It would be nice to have the ability to change everything on the fly at the track and dial it all together, but I guess that will come with time and money, lots of money.

E36 M3 Oil Change LubroMoly 5w40

Date: 11.06.2011
Mileage: 148,163

I'm trying Lubromoly synthetic 5w40. This is more just reference for myself. 5w30 was way too thin for the track.

E36 SSI Under Panel

I picked up an SSI under panel from bimmerworld for like $100 last year around Christmas, but never got the chance to install it. There are a couple underpanels on the market. One being SSI and the other being an aluminum one from Motion Motorsports. I went with the SSI because of the sale and I thought the black plastic would be lighter and match better. The aluminum from MM can't weigh that much less or more and they do the same thing.

Not much to DIY here, just follow the directions. If you don't have the directions call bimmerworld and see if they have them. If that still doesn't work and you're here because you want to know how to install this thing, comment below and I can go over the instructions.

Here is what the texture looks like.

It's pretty basic. It's held in by 5 screws in the front and 3-4 more screws on the sides that hold the inner fender liner in. Mine were pretty busted up and the OE underpanel was long gone. I had lost my brake ducts twice on the track and now everything is buttoned up pretty tight. I replaced that duct and also swapped out the fog lights for blanks.

Another advantage is that the duct for the radiator relies on some flat panel underneath to force air up from the lower center grille. Only gripe I have, obviously, is removing it to drain the radiator or do anything up front. Takes about 10 minutes.

 

e36 M3 Front Suspension Overhaul Part IV: 96+ M3 Strut Mounts, Sway Bar Links, X-Brace Install

So the final chapter to the suspension overhaul includes swapping out the strut mounts for reversed 96+ M3 mounts. Throwing the sway bar back on with new sway bar links and installing a new x-brace.

A little background information. The 95 M3 strut mounts and 96-99 M3 strut mounts are different. The 95 M3 is offset for more caster but is centered for no camber change. The 96 M3 is offset for the same reasons, but is also offset side to side so when you switch the left side to the right you get -2.5º camber!

Having about 0º camber and tearing up the outside of my front tires, I decided to give this cheap mod a try. Here is a comparison of the two mounts. The 96-99 on the left and the 95 on the right. The 96-99 mount also seems to be reinforced a little better. The red stuff is grease.

96-99 M3 Left vs 95 M3 right

And here is the difference once installed. I got an alignment afterwards and my camber was at -2.6º. Maybe not great for street but getting better for track. I've read -3.5º for track in the front is optimal.

95 M3 Mount

96-99 M3 Mount

96-99 M3 Mount

While I was down there I decided now would be a good time to buy and install and x-brace. If you have an M3 you should already have the threaded nut-serts installed in the subframe. You basically only need 4 screws for that and 2 screws for the rear mounting points. There is a write-up on understeer.com which I followed, but isn't really necessary if you have an M3.

Last thing to do was re-install the sway bar and replace the sway bar links. I went with Meyle HD. I typically wouldn't really rock Meyle, but the HD parts seem to hold up well.

They use an internal hex thread like the struts to immobilize them as they start to spin when you torque them down. I don't know if this is better or worse than the Lemforeder brand since it's easy to strip out an internal hex thread.

Impressions so far are pretty intense. The solid mounts in the engine and tranny make the car "roar" throughout the powerband. It's actually somewhat quiet at idle not much NVH. But upon acceleration it sounds like a race car would inside the cabin. Heel toe and downshifting are really nice and off/on acceleration is super responsive.

The delrin control arm bushings with the z3 rack make the car pretty darty. I'm not totally used to the setup and we'll see how it fairs on the track. I can't really feel the camber yet, will be more for track. Also I'm not sure where the x-brace improved handling yet since so much was changed at one time. Feels solid that's for sure. The knock is definitely gone, I would've benefitted from any set of new mounts let alone solid ones. We will see, it's for sure no luxury BMW anymore. ;)

E36 M3 Front Suspension Overhaul Part III: Rebuilt Z3 Steering Rack, New Tie Rods and Universal Joint

So with the subframe all reinforced and installed I turned my attention to my freshly rebuilt Z3 Steering Rack. I picked mine up from the rackdoctor. Make sure you call him about the Z3 rack. He knows what they looks like and they take a couple weeks to procure. They come with a lifetime warranty for $375. He will not accept any other rack as a core.

Removing the rack includes the removal of two bolts through the subframe, tie rods on the end, universal joint on the shaft and the power steering lines. The bentley should have all this information on torques and what not. It's pretty straight forward. Here is my 95 M3 rack next to a 96 1.9L Z3 (TRW) rack. Most BMW racks are made by ZF but the Z3 is a TRW rack.

There is a TON of speculation on the forums about how fast racks actually turn. The only person that knows really what they're talking about is Itsablur on BFc. I can quickly summarize. There are 3 things to measure.

A) The distance in mm the tie rods extend per revolution of the steering gear from the direct center of the rack. This is important for track as you never really go much past 180º revolution from center. The 95 M3 rack for example is progressive and gets more aggressive after 180º degree revolution off center. (This is measured in mm/rev)
B) The overall 360º revolutions of the steering gear between locks. (Turns lock to lock or LTL)
C) The overall distance the tie rods actually travel between locks. (Rack distance LTL)

The information is scattered on BFc but I've measured 3 racks. A lot of info is in this thread. The 1995 M3 rack, a standard e46 rack and the TRW Z3 rack.

95 M3 Rack is progressive and different from 96-99 E36 Rack.

A= 40mm/rev on center. After one 360º revolution on center the rack moves about 50mm/rev on the outside. Which helps for parking.
B= 3.0 Turns LTL
C= 140mm total steering angle

e46 rack is linear (Part # 32 13 6 753 438) Almost the same as 96-99 e36 rack.

A= 46mm/rev anywhere measure on rack.
B= 3.26 Turns LTL
C= 150mm total steering angle

Z3 TRM rack is linear

A= 51-53mm/rev anywhere measured on rack. I couldn't really get a solid 53mm/rev. It was closer to 51-52mm.
B= 2.7 Turns LTL
C= 136mm total steering angle. I believe this is what I got. I remember is was slightly less than the 95 M3 rack.

Alright so that's the school lesson. The numbers are close enough. Within 98% accuracy. The idea is that the Z3 rack has the fastest response on center. The e46 rack looks like a nice rack too with decent on center ratio and a lot of angle for parking if you're on the street a lot. I would say the 95 rack is probably the strangest rack out there, but it is still a huge upgrade over the 4.0 turns LTL e30 rack.

When I installed my new rack I decided to change out the rubber guibo/universal joint on the steering shaft. The old one wasn't torn but it looked kind of beat.

My goal was to refresh any rubber on the front suspension or replace it with a solid mount if available. I tried to keep the steering wheel straight upon removing the old rack and putting in the new one. I calculated about where the z3 rack's center was and measured the distance the tie rods were at from the old rack just to get me in the ball park before I went to get an alignment.

Tie rods were new Lemfoerder e36 m3. I ordered the lock nuts from TheBMWPartStore. Great service, great prices and free shipping over a certain amount.

The Z3 rack is a rolled/stamped steel rack and not cast. The 95 M3 rack as well as others are cast with a threaded boss to secure the power steering cooling line. The Z3 does not have this threaded hole. To secure the "trombone" power steering cooling line that is used on the 95 M3 to the Z3 rack I borrowed another forum member's idea and created a small bracket out of stock aluminum bought from the hardware store.

I used an OE BMW hose clamp which is absolutely necessary. ;)

Torque down the subframe mounts, tie rods and power steering hoses. Remember to use new crush washers for the power steering hoses. I forgot and had to run to the dealer for $2.05 a piece!!

Here's an image of the rack installed. Yay.

After installing the Z3 rack in my car I can say it is much more responsive, but it is not like an F1 car where I can't go past 180 degrees or I'm at full lock. The 95 rack I had in there needed new tie rods so I went for a rebuilt rack. If my rack was fine I'm not sure I would go for the swap. I think the most steering effort is felt from the delrin control arm bushings.

We'll wrap this up with a strut mount swap and x-brace installation.

E36 M3 Front Suspension Overhaul Part II: Subframe Reinforcement and Solid Mounts

The second part of overhauling the front suspension included dropping the subframe to weld in reinforcements and replacement of the motor mounts. To remove the subframe I had to of course remove the steering rack first. After breaking free the tie rod ends from the spindle and loosening the universal joint on the steering shaft there are two more bolts holding the rack to the subframe.

Once the steering rack is out of the way, build an engine hoist out of wood or just put a block of wood on your jack and support the motor from underneath. The subframe is connected with 4 bolts. So like I had previously said in one of my posts I was getting some bothersome knocking noise in the front suspension of my car under hard breaking. After removing the subframe I discovered what this was.

So obviously that is not how it's supposed to look. As the subframe was being lowered both motor mounts fell to the ground. That's odd, I thought. What you see there is the bottom mounting stud of the stock motor mounts completely sheered off. So my motor was being held in by the top mounts and well, gravity. Here's the carnage.

Dear God...So THAT'S what that noise was. I was pretty happy to know that I found out what the issue was and also happy that I was lucky enough to avoid any major catastorphe.

Alright so subframe out ready to be welding. You can buy the reinforcements from VAC, AKG or Turner. They're all the same. The ones I got from AKG don't really fit so we had to grind them down anyway. It's just metal.

First things first prep the area to be welded. I used my buddies MIG welder, and generally MIG can go over more than TIG but just clean off the paint to make your life easier. Here's just some pictures of the non-prepped surface.

So as you can see the plates don't fit perfect right away. Grind them to fit flat. Here is the finished prepped surface ready for welding.

Prepped

Prepped Surface

Reinforcement Tab Installed

I guess now all you have to do is weld those guys in there!

Weld it up as best you can. There are areas that the torch just won't fit in. Once you feel good about the bottom piece put the top pice in place and, per the directions, tack down the edge closer to the center, weld it, then hammer it down to meet up with the outer lip.

And there you have it. Do the same for both sides. If you're going to run solid aluminum mounts I would say this is a necessary reinforcement to do. But even after seeing my stock motor mounts, I would feel more comfortable doing this with any mounts.

Here's the finished piece back on my workbench. I cleaned the shit out of the dirty ass subframe before painting it. I used self-etching primer on the raw metal to prevent rusting and bought a gloss black laquer from the same brand. It was from an automotive paint supply store so each can cost about $10. They spray really nice for a can though! Can't remember the brand but go to an automotive paint store and buy the professional paint in a spray can and it will be nice.

Here are the mounts I used from Turner. 

I masked off the "M3" on the subframe because I'm a dork.

Subframe ready to be installed

While I was under the car I also threw on solid aluminum tranny bushings from Turner. The process is bascially, remove the old ones, put in the new ones. Torque them down once they're loaded up. Not before. But with aluminum, I'm not sure if pre-load would change anything. They're already solid.

The front motor mounts torque to about 16-18ftlbs I believe. Like I said above, with poly or stock you let the engine load up the mounts before you torque them down. So that's about it for the reinforcements and mounts. Next up is some steering rack information.