Rear Disc Brake Dust Covers/Carries BMW P/N# 34211117059

after travelling back and forth this week...my travel weary eye saw the delivery box on the porch when i pulled into the drive...these were in the box...they are the new dust covers i ordered, they took forever coming from germany, now i need to pick up the bearings and seals and assembly can begin...

M10 Engine Rebuild/Upgrade

The "perfect" engine build is different for each person and application-it still requires compromises. Having said that I will post my personal "recipe". Though I have done it in the past it continues to evolve.

Short block:
84mm stroke (s14 crank) counter weights coated with oil shedding coating
92mm bore forged flat top pistons set at .000" deck height, skirts coated with dry film lubricant (DFL) and tops with ceramic heat reflective coating.
Bearings coated with DFL
Reworked stock connecting rods coated with oil shedding coating (I would love a set of 5.7" custom H beam rods but the cost outweighs the benefits)
A light weight dampener/pulley with 36-1 tooth wheel attached
Lightened stock flywheel
All reciprocating parts static balanced to within .5 gram and rotating parts dynamically balanced.

Cylinder head:
Milled for combustion chamber volume of 50cc (a compressed head gasket thickness of .035 and zero deck height will give 11-1 compression)
Mildly ported head with DFL on intake valve stems, ceramic on valve heads and combustion chamber
Elgin 284 X 10.47mm valve lift cam coated with DFL (this cam should perform in a 2.2L engine much like my current Elgin 278 does in my 2.0L)
rocker locks
rockers with shaft and bushings coated with DFL
Titanium valve retainers
Valve springs with "just enough" pressure to control the valves with that cam.
Single row timing gears/chain
Distributor hole plugged

Exhaust:
4-2-1 header, 1 5/8" primaries 18" long into 1 3/4" secondaries 20" long, merged collectors used throughout and a venturi on the last one to a 2.5" exhaust using mandrel bends, one Edelbrock RPM oval muffler and exiting through the body behind the passenger seat.

Oil system:
External crank driven single stage oil pump-no stuck relief valves to worry about.
Remote filter
oil thermostat
oil cooler

Intake system:
Fabricated intake with 15" intake runners (plenum to valve head length) not sure on the plenum volume yet
65mm throttle body

Fuel system:
MS efi with EDIS ignition
29lb injectors at 48psi rail pressure
aftermarket external fuel pump
1/2" steel supply lines
3/8" return lines

As you can see there is much more than most people think, an engine is a system and EVERY part must be considered when modifying it.

Compromises with this configuration:
single stage oil pump with wet sump vs. 3 stage oil pump with dry sump
5.315" rods instead of 5.7" rods
Crank is heavier than I would like
Lightened steel flywheel vs aluminum flywheel
These compromises save about $2000 in parts and labor cost but don't reduce power much.

This engine should easily push 200hp and nearly equal torque in the mid range. In a 2200lb e21 it would have 11lb per hp. The e46 M3 6 cyl (333hp) has about 10.5lb per hp and the 3.2L e36 m3 has about 10lb per hp so it would be pretty easy to startle those drivers. A properly set up e21 would be more fun anyway...

These are just my opinions and educated guesses.

ken


Source: http://forums.bimmerforums.com/forum/showthread.php?t=1033859&highlight=S14+headers

epicfail

the wheels are BBS 16x8 all around he's not sure on offsets..but "with spacers its somewhere around
-4 in the rear and + 20 in the front. 205s front and rear"...

this is epicfail's car from the bimmerforums...nice ride! LOVE the stance of this car...but...EVERYONE with technical knowledge on the forums say this car is too low for decent levels of handling...

love the COLOR of this car

i LOVE the look, color, and stance of this car!!!

Source: http://forums.vwvortex.com/member.php?353725-mavric_ac

Single Lens Front Grill

ok so after a long search for a set of single lens front light grills for the car...my month long shipping delay was over this morning...i opened the box only to find that one of the NOS grills had been compressed in some way during shipping and one side is cracked!!

below is what the single lens european lens look like installed

Rear Brace Support

E21 Rear Strut Brace Diagram

This car is painted in REAL FERRARI RED (Spies Hecker) beautiful paint Rosso Chiaro Corsa 300-12. The paint job is absolutely amazing, highest quality materials were used!

notice the plastic film that is used to protect against stone chips

notice the headlight wipers, and the front spoiler

BMW S14 Water Pump Pulley

these images are from an auction....here.

BMW S14

BMW S14 Water Pump Pulley

BMW P/N # 11 51 1311448

aluminum front hubs

Stock Front Hubs Rebuild $120.00 without seals & bearings

Ireland Engineering Offers these '77 styled front hubs for $80.00 without seals & bearings

Source: http://store.nexternal.com/ireland/front-hub---e21-320i-late-small-bearing-p888.aspx

Brake Master Cylinder

Part #4 "Pre pressure valve" Needs to go if you've got rear disks. Definitely get a second opinion as I learned this from someone else's thread.

"I have never seen that #4 thing either...my MasterCylinder did not have one".

PN/ #4 in the diagram above

I attached a diagram of the e12 system. The valve that you need to remove is the same as on the e21, it's #10. Put your wilwood valve in place of that.
Install your wilwood valve there. You don't need an e12 MBC.

Head Light Converstion

This is a cut-n-paste of a thread on bimmerforms regarding the converstion to hella h4's to which jester323 says: A much easier option could have been to simply adapt E30 ellipsoid buckets to my e21, but these turned out to be challenging to source. If you can find a pair of these, apparently it's pretty easy to slot the mounting holes and they can simply be screwed to the core support.

So I decided that it would not be an impossible task to adapt e30 euro ellipsoids to my e21 buckets, despite what I have been told by others. And no, you can not simply shave a bit off of the ellipsoid housing with a Dremmel to make them fit like I have also read.

To start, I removed the low beam buckets from the bracket that holds both buckets. this is done by simply unscrewing the the lamp adjusting knobs until the screw is completely removed, then wiggle the adjuster free from the bracket. I needed to figure out which housing belonged on which side as the beam cutoff doesn't just cut the top half of the beam off, but it also allows a slight angle up from the center of the beam pattern on one side. This helps to illuminate signs and other roadside objects better. To do this I installed an H1 bulb in one of the housings and used some alligator clips to a spare battery I had laying around and projecting a beam onto the wall of the garage to see which side aimed up a bit higher. there are three mounting tabs on the back of the housings, two on the top and one on the bottom. The mounting tab on the bottom will be on the outside. For example, this is the driver's side housing:

e21 Head Grills

To draw clear visual distinction within the new model series, the 320 models came with dual headlights, while the 316 and 318 had single round headlights.








The small light is NLA from Hella as far as I know. You can make the small light off a VW Golf/Cabrio (MK II) work but it is going to require some modifications as the tabs do not line up with the BMW E21 grill.

e21 Review

BMW 320 E21
1975 - 1981
Country:
Engine:	Inline 4 SOHC
Capacity:	1991 cc
Power:	109 bhp at 5800 rpm
Transmission:	4 spd. man / 3 spd. auto
Top Speed:	106 mph
Number Built:	n/a
Collectability:

Although the BMW company's reputation was built on its large saloon and sports coupe models, since the 1970's its major source of revenue has been supplied by the company's bread-and-butter family saloons.

Typical of these models was the 320 range, introduced during mid 1975. The 3-series model replaced the 1602/2002 series which for many years had proved the mainstay of BMW's production.

In appearance the 320 model was vaguely reminiscent of the larger and more expensive 5-series, a clever marketing plan which gave the car an instant glamorous image not normally associated with medium-sized saloons.

The 320 was powered by a four-cylinder single-overhead-cam-shaft 1990 cc engine which developed 109 bhp (DIN) at 5800 rpm. A more powerful version of the 320, designated the 320i, was also available.

The power produced by the 320i engine was 125 bhp (DIN) at 5700 rpm. The main reason for this power increase was that the 320i had a compression ratio of 9.3 to 1 compared with the 320's 8.0 to 1.

In addition, the 320i was fitted with a Bosch fuel-injection unit whereas the 320 made use of a single Solex twin-choke carburettor. The four-speed Getrag gearbox had the same ratios as on the previous 2002 range and also used Borg Warner synchromesh.

Automatic transmission, by means of a three-speed ZF unit, was also available. Steering was  by rack-and-pinion while the front suspension was independent and used coil springs, MacPherson struts and an anti-roll bar.

The rear suspension comprised coil springs and semi-trailing wishbones. Braking was much better than on previous iterations, one of the improvments to both front and rear systems being that they had separate circuits. The front brakes were 10 inch discs, drum brakes were fitted at the rear.

The interior design marked the introduction of a new design concept, with the center console angled towards the driver. This feature has become part of BMW’s interior design philosophy for many years. As a sign of passive safety, all edges and control elements within the interior were rounded off and padded.

In all, the 3-series model was much smoother and quieter than its 1602/2002 predecessor. In addition, the steering was lighter and more precise while performance was really exceptionally good for a small 2-litre saloon. A factory authorised cabrio version was also built by Baur. To draw clear visual distinction within the new model series, the 320 models came with dual headlights, while the 316 and 318 had single round headlights.

BMW 320 Quick Specifications

Engine: Front-mounted, water-cooled straight-four. 89.0 mm (3.5 in) bore x 80 mm (3.15 in) stroke - 1990cc (121 cu. in). Maximum power (DIN) 109 bhp at 5800 rpm; maximum torque 116 lb. ft. at3700rpm. Cast-iron cylinder block and aluminium head. Compression ratio 8.1:1. 5 main bearings. 2 valves per cylinder operated via rockers by single overhead camshaft. 1 Solex 40PDSi carburettor.
Transmission: Single-dry-plate clutch and 4-speed manual gearbox. 3-speed automatic optional. Ratios (for manual) over- all, 1 st 3.76, 2nd 2.02, 3rd 1.32, 4th 1: 1. Hypoid-bevel final drive. Ratio 3.640:1.
Suspension: Front-independent by coil springs, MacPherson struts, anti-roll bar; rear, independent by coil springs, semi- trailing arms.
Steering: Rack-and-pinion. Turns from lock to lock 4.1.
Brakes: Servo-assisted discs (10.0in) front and drums (9.8 x 1.57 in) rear. Handbrake operating on rear wheels.
Wheels & Tyres: 5 in x 13 in steel. Tyres 165SR x 13.
Body/chassis: 2 door, 5-seater saloon.
Dimensions and weight: Wheelbase 8 ft 4.9 in; track- front 4 ft 5.7 in, rear-4 ft 6.2 in; length 14 ft 3.4 in; width 5 ft 3.4 in; height 4ft 6.3in; ground clearance 5.7 in; fuel tank capacity 11.4 gals; turning circle between walls 33ft 6 in. Weight 2271 lb.
Performance: Maximum speed 106 mph; Acceleration: from 0-50 mph 7.3 secs. Fuel consumption overall for both town and country driving 28.0 miles per gallon.
Models at Release: At the E21's release, three models were available: with 316 (1.6 litre), 318 (1.8 litre) and 320 (2.0 litre) versions of the BMW M10 four cylinder engine. At the 1977 Frankfurt Motor Show, BMW unveiled its new variants of the E21, featuring the new six-cylinder M20 engines. The four cylinder 320 model was replaced with the 320/6, featuring a 2.0 litre version of the M20 engine. The 323i model was introduced, featuring 2.3 litres and 143 PS (105 kW; 141 hp). The braking system was also upgraded, with the 323i featuring disc brakes on all wheels. For the 1979/80 model year, the four-cylinder models were upgraded: the 1.8 litre power unit was revised and entered the market as a 90 PS (66 kW; 89 hp) carburetor engine in the 316, while addition of Bosch K Jetronic fuel injection to the 1.8 litre engine raised the 318i to 105 PS (77 kW; 104 hp). Since there was now also room for a new entry-level model, the 315 powered by a 75 PS (55 kW; 74 hp) 1.6 litre M10 engine made its appearance in 1981. 

e21 Review

BMW 320 E21
1975 - 1981
Country:
Engine:	Inline 4 SOHC
Capacity:	1991 cc
Power:	109 bhp at 5800 rpm
Transmission:	4 spd. man / 3 spd. auto
Top Speed:	106 mph
Number Built:	n/a
Collectability:

Although the BMW company's reputation was built on its large saloon and sports coupe models, since the 1970's its major source of revenue has been supplied by the company's bread-and-butter family saloons.

Typical of these models was the 320 range, introduced during mid 1975. The 3-series model replaced the 1602/2002 series which for many years had proved the mainstay of BMW's production.

In appearance the 320 model was vaguely reminiscent of the larger and more expensive 5-series, a clever marketing plan which gave the car an instant glamorous image not normally associated with medium-sized saloons.

The 320 was powered by a four-cylinder single-overhead-cam-shaft 1990 cc engine which developed 109 bhp (DIN) at 5800 rpm. A more powerful version of the 320, designated the 320i, was also available.

The power produced by the 320i engine was 125 bhp (DIN) at 5700 rpm. The main reason for this power increase was that the 320i had a compression ratio of 9.3 to 1 compared with the 320's 8.0 to 1.

In addition, the 320i was fitted with a Bosch fuel-injection unit whereas the 320 made use of a single Solex twin-choke carburettor. The four-speed Getrag gearbox had the same ratios as on the previous 2002 range and also used Borg Warner synchromesh.

Automatic transmission, by means of a three-speed ZF unit, was also available. Steering was  by rack-and-pinion while the front suspension was independent and used coil springs, MacPherson struts and an anti-roll bar.

The rear suspension comprised coil springs and semi-trailing wishbones. Braking was much better than on previous iterations, one of the improvments to both front and rear systems being that they had separate circuits. The front brakes were 10 inch discs, drum brakes were fitted at the rear.

The interior design marked the introduction of a new design concept, with the center console angled towards the driver. This feature has become part of BMW’s interior design philosophy for many years. As a sign of passive safety, all edges and control elements within the interior were rounded off and padded.

In all, the 3-series model was much smoother and quieter than its 1602/2002 predecessor. In addition, the steering was lighter and more precise while performance was really exceptionally good for a small 2-litre saloon. A factory authorised cabrio version was also built by Baur. To draw clear visual distinction within the new model series, the 320 models came with dual headlights, while the 316 and 318 had single round headlights.

BMW 320 Quick Specifications

Engine: Front-mounted, water-cooled straight-four. 89.0 mm (3.5 in) bore x 80 mm (3.15 in) stroke - 1990cc (121 cu. in). Maximum power (DIN) 109 bhp at 5800 rpm; maximum torque 116 lb. ft. at3700rpm. Cast-iron cylinder block and aluminium head. Compression ratio 8.1:1. 5 main bearings. 2 valves per cylinder operated via rockers by single overhead camshaft. 1 Solex 40PDSi carburettor.
Transmission: Single-dry-plate clutch and 4-speed manual gearbox. 3-speed automatic optional. Ratios (for manual) over- all, 1 st 3.76, 2nd 2.02, 3rd 1.32, 4th 1: 1. Hypoid-bevel final drive. Ratio 3.640:1.
Suspension: Front-independent by coil springs, MacPherson struts, anti-roll bar; rear, independent by coil springs, semi- trailing arms.
Steering: Rack-and-pinion. Turns from lock to lock 4.1.
Brakes: Servo-assisted discs (10.0in) front and drums (9.8 x 1.57 in) rear. Handbrake operating on rear wheels.
Wheels & Tyres: 5 in x 13 in steel. Tyres 165SR x 13.
Body/chassis: 2 door, 5-seater saloon.
Dimensions and weight: Wheelbase 8 ft 4.9 in; track- front 4 ft 5.7 in, rear-4 ft 6.2 in; length 14 ft 3.4 in; width 5 ft 3.4 in; height 4ft 6.3in; ground clearance 5.7 in; fuel tank capacity 11.4 gals; turning circle between walls 33ft 6 in. Weight 2271 lb.
Performance: Maximum speed 106 mph; Acceleration: from 0-50 mph 7.3 secs. Fuel consumption overall for both town and country driving 28.0 miles per gallon.
Models at Release: At the E21's release, three models were available: with 316 (1.6 litre), 318 (1.8 litre) and 320 (2.0 litre) versions of the BMW M10 four cylinder engine. At the 1977 Frankfurt Motor Show, BMW unveiled its new variants of the E21, featuring the new six-cylinder M20 engines. The four cylinder 320 model was replaced with the 320/6, featuring a 2.0 litre version of the M20 engine. The 323i model was introduced, featuring 2.3 litres and 143 PS (105 kW; 141 hp). The braking system was also upgraded, with the 323i featuring disc brakes on all wheels. For the 1979/80 model year, the four-cylinder models were upgraded: the 1.8 litre power unit was revised and entered the market as a 90 PS (66 kW; 89 hp) carburetor engine in the 316, while addition of Bosch K Jetronic fuel injection to the 1.8 litre engine raised the 318i to 105 PS (77 kW; 104 hp). Since there was now also room for a new entry-level model, the 315 powered by a 75 PS (55 kW; 74 hp) 1.6 litre M10 engine made its appearance in 1981. 

Alpina C1 and Alpina B6: BMW E21 323i and 328i

Alpina C1 and B6: BMW E21 323i and 328i
1978 - 1983
Country:
Engine:	Inline 6 SOHC
Capacity:	2/2.8 Litre
Power:	125/160 kW
Transmission:	4/5 spd. man
Top Speed:	208 km/h (129 mph)
Number Built:	n/a
Collectability:

The E21 was the 1975 successor to the BMW 2002 and as such had a tough sporting image to live up to. The problem for the E21 was that it was bigger, heavier and (up until the release of the Euro 323i) produced less power than the 2002ti's 130bhp.

The E21 was only available in two door form from the factory although Baur made a T-bar convertible later on. Some US companies also made full convertibles, these are very rare.

Alpina's range took off where many others would finish, with a modified version of the BMW 323i. The engine was the standard overhead camshaft in-line six with the compression ratio lifted from 9.5:1 to 10:1. With special pistons and a re-worked cylinder-head which housed a new camshaft, it produced 125 kW (170 hp at 6000 rpm instead of 105 kW (143 hp at 5800).

Maximum revs went up to 7000 from 6400. Torque was lifted from the original 190 Nm (140 Ib-ft) to 210 Nm (154.7 Ib-ft) at 4500 rpm. Alpina also offered a series of kits which could further improve the car's performance and/or reliability.

Chief among these was an oilcooler; a 96-litre fuel tank; 255 mm diameter ventilated disc brakes; special suspension equipment using variable rate springs and Bilstein gas-filled shocks; light alloy rims, 6 inches wide at the front carrying Pirelli P7 195/50 VR 15 tyres and 7 inches wide with 205/50 VR 1 5 P7 tyres at the rear; front and rear spoilers; a special Alpina fascia panel; bucket seats; and the distinctive Alpina colour scheme.

The Alpina BMW C1 retained the Bosch K-Jetronic fuel injection system and had a claimed top speed of 208 km/h (129 mph), with acceleration figures of 7.9 sec for 0 to 100 km/h (62 mph) and 28.9 sec for a standing start kilometre.

Jean Claude Giroix Alpina C1

Like all Alpina conversions, the car was officially homologated and fuel consumption was given as 6.1 litres/100 km (46.3 miles/Imperial gallon). A variation on the C1 was offered by the Alpina importer for France, Jean Claude Giroix, whose "JCG" model boasted cleaned-up pistons, valves, and valveseats, a modified camshaft, and a sports exhaust manifold. Figures for the JCG version were 127 kW (173 hp at 6600 rpm and 228 Nm (168 Ib-ft) at 4500 rpm, with a top speed of 213 km/h (132 mph).

Alpina B6: BMW 328i

The second car in the Alpina range, the B6, took the form of a 3-series body fitted with the 2.8-litre engine of the 528i model - modified of course. The 2788-cc six-cylinder engine was tuned along the traditional Alpina lines and retained the Bosch L-Jetronic fuel injection of the production model. It utilized an AFT digital map electronic ignition system. Power output was 160 kW (218 hp at 6000 rpm as against 135 kW (184 hp at 5800 rpm for the standard 2.8i engine.

Torque was 265 Nm (195.3 Ib-ft) at 5000 rpm compared with 235 Nm (173.2 Ib-ft) at 4200 rpm. Driving through a manual five-speed box and a 3.45 axle, this gives the B6 a 0 to 100 km/h (62 mph) figure of 7 sec and a time of 27.2 sec for the standing kilometre. Top speed is around the 230 km/h (143 mph) mark. Naturally, the B6 was not just modified in the engine department. Other modifications included improved suspension, Pirelli P7 tyres, front and rear spoilers, a 96-litre tank, and Alpina trim items inside and out.

Alpina C1 and Alpina B6: BMW E21 323i and 328i

Alpina C1 and B6: BMW E21 323i and 328i
1978 - 1983
Country:
Engine:	Inline 6 SOHC
Capacity:	2/2.8 Litre
Power:	125/160 kW
Transmission:	4/5 spd. man
Top Speed:	208 km/h (129 mph)
Number Built:	n/a
Collectability:

The E21 was the 1975 successor to the BMW 2002 and as such had a tough sporting image to live up to. The problem for the E21 was that it was bigger, heavier and (up until the release of the Euro 323i) produced less power than the 2002ti's 130bhp.

The E21 was only available in two door form from the factory although Baur made a T-bar convertible later on. Some US companies also made full convertibles, these are very rare.

Alpina's range took off where many others would finish, with a modified version of the BMW 323i. The engine was the standard overhead camshaft in-line six with the compression ratio lifted from 9.5:1 to 10:1. With special pistons and a re-worked cylinder-head which housed a new camshaft, it produced 125 kW (170 hp at 6000 rpm instead of 105 kW (143 hp at 5800).

Maximum revs went up to 7000 from 6400. Torque was lifted from the original 190 Nm (140 Ib-ft) to 210 Nm (154.7 Ib-ft) at 4500 rpm. Alpina also offered a series of kits which could further improve the car's performance and/or reliability.

Chief among these was an oilcooler; a 96-litre fuel tank; 255 mm diameter ventilated disc brakes; special suspension equipment using variable rate springs and Bilstein gas-filled shocks; light alloy rims, 6 inches wide at the front carrying Pirelli P7 195/50 VR 15 tyres and 7 inches wide with 205/50 VR 1 5 P7 tyres at the rear; front and rear spoilers; a special Alpina fascia panel; bucket seats; and the distinctive Alpina colour scheme.

The Alpina BMW C1 retained the Bosch K-Jetronic fuel injection system and had a claimed top speed of 208 km/h (129 mph), with acceleration figures of 7.9 sec for 0 to 100 km/h (62 mph) and 28.9 sec for a standing start kilometre.

Jean Claude Giroix Alpina C1

Like all Alpina conversions, the car was officially homologated and fuel consumption was given as 6.1 litres/100 km (46.3 miles/Imperial gallon). A variation on the C1 was offered by the Alpina importer for France, Jean Claude Giroix, whose "JCG" model boasted cleaned-up pistons, valves, and valveseats, a modified camshaft, and a sports exhaust manifold. Figures for the JCG version were 127 kW (173 hp at 6600 rpm and 228 Nm (168 Ib-ft) at 4500 rpm, with a top speed of 213 km/h (132 mph).

Alpina B6: BMW 328i

The second car in the Alpina range, the B6, took the form of a 3-series body fitted with the 2.8-litre engine of the 528i model - modified of course. The 2788-cc six-cylinder engine was tuned along the traditional Alpina lines and retained the Bosch L-Jetronic fuel injection of the production model. It utilized an AFT digital map electronic ignition system. Power output was 160 kW (218 hp at 6000 rpm as against 135 kW (184 hp at 5800 rpm for the standard 2.8i engine.

Torque was 265 Nm (195.3 Ib-ft) at 5000 rpm compared with 235 Nm (173.2 Ib-ft) at 4200 rpm. Driving through a manual five-speed box and a 3.45 axle, this gives the B6 a 0 to 100 km/h (62 mph) figure of 7 sec and a time of 27.2 sec for the standing kilometre. Top speed is around the 230 km/h (143 mph) mark. Naturally, the B6 was not just modified in the engine department. Other modifications included improved suspension, Pirelli P7 tyres, front and rear spoilers, a 96-litre tank, and Alpina trim items inside and out.

front valence and air dams

early 1977-1979 front valance

Pre-'80 Notice the shorter lip and the cut out air vents

Post '80 version of the lip

BBS Front Valance with European Front Bumper
(notice how the fog lights are cut into the valance)

Kamei Front Spoiler E21 320i 323i

Notice the lip above, this is an example of the earlier model air dam made by Kamei

Kamei Front Air Dam

Earlier model car with single headlights, early front valance, and a Kamei front dam installed