these are m3 batteries...stock, and the csl 'upgrade'
Thursday, April 7, 2011
a guy over on the bimmerforums posted these pics of his suspension work...for my tastes, my usage, and my interests this particular car is far from ideal...however, i do like looking at possibilities...
Wednesday, April 6, 2011
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
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
Monday, April 4, 2011
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...
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
below is what the single lens european lens look like installed
Monday, March 28, 2011
Sunday, March 27, 2011
Saturday, March 26, 2011
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
Friday, March 25, 2011
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".
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.
 |
| 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:
Wednesday, March 23, 2011
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.
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