johna's automotive blog

What the BMW E31 8-series might have looked like without popup lights

2022-01-26T12:00:00+10:00

I found this photo in Sports Car World (Australia) magazine in 1988.

It shows a picture of what BMW was calling at the time the replacement for the 6-series but the press was calling the 8-series.

Personally, I think this looks pretty amazing and better than the E31 turned out.

BMW 1-Series (E82/E87/E88) 2004-2013 Review

2021-03-27T12:00:00+10:00

Four-cylinder petrol engines suffer from many problems, mostly due to too long service intervals. Problems include oil consumption due to worn valve stem seals, oil leaks, ignition coil, variable valve timing system and timing chain issues.

Six-cylinder petrol engines are more reliable but the N52 suffers from piston ring and valve stem seal issues. The N54 engines can require replacement of fuel pumps and injectors at low mileages.

Some diesel engines have issues with timing chains.

All models use run-flat tyres which are more expensive to replace and usually cannot be repaired after a puncture. Many owners replace with regular tyres and carry an aerosol temporary tyre repair product in case of a puncture.

Image credit: Rudolf Stricker, Attribution, via Wikimedia Commons

BMW 3-Series (E90) 2004-2004 Review

2021-03-27T12:00:00+10:00

Available as a 4-door sedan, 2-door coupe, 2-door convertible, and 5-door wagon.

4-cylinder engines feature variable valve timing/lift system and can be problematic. They also suffer worn valve stem seals and can burn oil.

Six-cylinder petrol engines are more reliable but the N52 suffers from piston ring and valve stem seal issues. The N54 engines can require replacement of fuel pumps and injectors at low mileages.

Run-flat tyres were used throughout the range so no spare tyre and speed and range is limited when running on a puncture.

All models equipped with timing chains and most models require premium unleaded.

Image credit: OSX, Public domain, via Wikimedia Commons

1998 BMW 318is with DASC For Sale

2020-07-10T12:00:00+10:00

Selling my 1998 BMW 318is, Avus Blue, 5-speed manual, M44 1.9-litre twin-cam engine. Has done 310,000 km. Registration to 29 October 2020.

Limited-edition Sport model which came with a factory M3-style body kit, 16" style 32 wheels, clear indicators, Alcantara/cloth sport seats, black headlining.

Rare "slicktop" non-sunroof model.

Very late-model E36 series so came with four airbags and switchable traction/stability control.

Completely original exterior except that it has been de-badged and has been fitted with M3 lower grille and front spoiler extension. Paint and body are reasonably good, but there is about 20 small dents (presumably from hail), some scratches and one fender has some minor issues. Plenty of small stone chips. No clear coat peel and paintwork is still nice and bright and I get occasional compliments about the car despite the above-mentioned issues.

Mechanical modifications include Downing Atlanta supercharger, Bavarian Motorsport 51mm throttle body, aftermarket closed air filter (will include original DASC K&N open filter too), Remus rear exhaust section, flywheel and clutch from 6-cylinder (M50). Also have a Unichip piggyback computer (came with the car but I have not fitted).

Interior is very clean and tidy and is mostly original except I have added the factory-option armrest, cupholder console from the USA models, subtle boost gauge and factory steering wheel has been modified to be smaller diameter and thicker rimmed and trimmed in leather/perforated leather (hand-made by a company in Germany). Has original C33 radio. I have replaced the analogue clock with a 7-button MID. Headlining was redone by previous owner and is in good condition. Door trim fabric is sagging. Comes with factory mats and a BMW glovebox torch.

Suspension is Bilstein Sport dampers, Eibach front springs and factory M rear springs (will come with Eibach rear springs but they were too low for my driveway). Most of the suspension has been overhauled during my ownership (front: control arms, bushes, rack ends, tie-rod ends, sway bar links; rear: trailing arm bushes, wheel bearings, shock mounts). Brake rotors and pads replaced not long ago.

Tyres are matching Kumhos all round. Fronts have plenty of life, one rear was replaced due to a puncture and has plenty of life, the other rear tyre will need replacing soon.

The only significant faults are the air conditioning doesn't work and the passenger window doesn't work.

Under my ownership the car has been used to commute to work from Blue Mountains outside of peak hours so the last 100,000 km is "country" driving. I use mostly 98 fuel and get 6.9 to 7.2 l/100km consistently.

Serviced every 6-10,000 km and plenty of other work done and new parts fitted. Detailed history available. Has original manuals/books and two keys. Can also include many spare parts for the right buyer.

I have owned for over eight years and love the car but am selling as I have now bought a car more suited to my current needs (4-doors and wagon).

Located in Sydney Blue Mountains, but can bring to Penrith on weekdays.

BMW M50TU Technical Information

2020-05-11T12:00:00+10:00

Reproduced from the BMW TIS.

With the introduction of the 1993 E34 and E36 models, a revised version of the M50 engine is also introduced. The revised four valve, six cylinder engine is designated M50 TU (Technical Update).

The results of the technical revisions are:
· Improved torque curve, particularly in the mid engine speed range
· Lower fuel consumption
· Improved and lower idle speed
· Lower exhaust emissions
· Improved engine response
· Lower engine noise levels

The following design modifications contribute to the improvements made on the new M50 TU engine as compared with the previous M50 engine:
· Introduction of DME M3.3.1 Digital Motor Electronics with knock control.
· Increased compression ratio of 10.5:1.
· Introduction of variable camshaft control (VANOS).
· Reduced valve stem diameters with single valve springs.
· Reduced weight bucket-type tappets and spring plates.
· New pistons and connecting rods.
· Modified crankshaft vibration damper.
· New hot-film mass air flow sensor.
· New idle speed control valve (ZWD-5).

The M50 TU develops 188hp (140kw) at 5900 rpm with maximum torque outputs of 184 lb. ft. (250 Nm) at 4200 rpm (E34) and 181 lb. ft. (245 Nm) at 4200 rpm (E36). Overall internal engine friction and drag torque have been reduced by approximately 15% with the average fuel consumption being reduced by approximately 5%.

Torque/Power Comparison M50 vs. M50 TU

The Bosch Motronic system DME M3.3.1 used on the M50 TU is a further development of the DME M3.3 system used on the M60 engine. See TRI 11 02 92 (2124) for details on the M3.3 system. At this time the CAN (Controller Area Network) bus used on the M60 engine is not used on the DME M3.3.1 system.

The following chart details the most significant improvements over the previous DME M3.1 system used on the M50.

FUNCTION	METHOD OF CONTROL DME M3.1	METHOD OF CONTROL DME M3.3.1
FUEL INJECTION	Up to 6 cylinders sequentially (SEFI- individually sequential fuel injection) Hot-wire mass airflow sensor (HLM)	Up to 6 cylinders (CIFI-cylinder individual fuel injection) Hot-film mass air flow sensor (HFM)
IGNITION	Fault monitoring of primary circuit	Fault monitoring of primary and secondary circuits
KNOCK CONTROL	Not installed	2 knock sensors capable of monitoring all 6 cylinders individually
CAMSHAFT	Inductive sensor	Hall effect sensor
POSITION SENSOR VARIABLE CAMSHAFT CONTROL (VANOS)	Not available	Ability to alter inlet cam timing by 25 degrees

While not presently used in this manner, the software of the Cylinder Individual Fuel Injection (CIFI) system can be programmed for each cylinder on an individual basis, i.e. the duration of injection can differ for the individual cylinders. Presently, the duration of injection is the same for all cylinders.

The knock control system adjusts the ignition timing sufficiently to avoid engine knock and will allow the engine to run satisfactorily (but with reduced power) on fuel of a lower octane rating than the recommended fuel grade. Thus, if the owner accidently gets a tank of lower octane gasoline, the engine will not be damaged.

Variable Camshaft Control (VANOS)

One of the most important design changes introduced on the M50 TU engine is the use of the variable camshaft control system (VANOS). This system improves the engine's mid-range torque output, reduces exhaust emissions, increases throttle response, and improves idle quality by varying the intake valve timing (camshaft position) during operation. VANOS is controlled by the latest Digital Motor Electronics Management System designated DME 3.3.1, depending on engine load, speed and temperature inputs.

Extensive tests were carried out using various intake camshafts and timing intervals to determine the ideal valve spread angles. The spread angles used on the M50 TU are 110° in the retard position and 85° in the advanced position. The intake and exhaust valve lift is 9.0 millimeters.

THEORETICAL VALVE LIFT DIAGRAM - M50 TU/ VANOS

New components incorporated for VANOS include:
· Intake camshaft with helical-cut teeth on the front.
· Timing chain sprocket with internally cut helical teeth.
· Hydro-mechanical camshaft adjusting unit with hydraulic piston and a gear which has helical-cut teeth inside and out. The Hydro-mechanical camshaft adjusting unit is located in a pressure-cast aluminum housing on the cylinder head in front of the intake camshaft.
· Electromagnetic (solenoid) valve.
· Oil pressure connecting line from the rear of the oil filter housing to the electromagnetic (solenoid) valve.
· Actuating and diagnosis electronics in the DME M3.3.1 engine control module.

1 Hydro-Mechanical camshaft adjusting-unit
2 Oil pump
3 Engine control module
4 Oil filter
5 Engine oil pan
6 Electromagnetic (Solenoid) Valve

32,18*28,92

1 Solenoid Valve
2 Control Piston
3 Intake Camshaft
4 Gearwheel with Shaft

Functions of VANOS

The engine control module energizes the solenoid valve which allows engine oil to flow to one of two sides of the piston in the Hydro-mechanical camshaft adjusting unit. The engine oil pressure moves and holds the piston at one of its two mechanical stops. A gear wheel with a shaft rotates inside the hydraulic piston. It converts the piston stroke by way of helical-cut teeth into rotary movement of the camshaft which is relative to the driven sprocket.

The solenoid valve control piston is designed such that when pressure reaches one chamber, the other is at zero pressure (return flow). As soon as the solenoid valve is energized, its armature overcomes the spring force and moves the control piston to the advanced timing position. The coil spring in the solenoid valve ensures that the control piston is returned to the retard position when the valve is de-energized. This also ensures that if the solenoid valve is defective or the actuating system malfunctions, the camshaft is automatically held in or reset to the retarded position since the engine will not start with the camshaft in the advanced setting. The total camshaft travel is 12.5 camshaft degrees (25 crankshaft degrees).

New special tools used to check the VANOS system camshaft adjustment angle are outlined in Service Information Bulletin 04 27 92 (3648).

New lightweight, compact pistons combined with 10.0 mm longer connecting rods reduce oscillating mass and promote smooth running.

The compression ratio is 10.5:1.

For improved noise levels and weight reduction, the M50 TU incorporates a sheet metal (axially decoupled) vibration damper compared to the cast (radially decoupled) M50 damper.

The weight of the hydraulic tappets, upper valve spring retaining plates and valve retainers has been reduced resulting in lower internal friction.

Valve stem diameters have been reduced from 7 mm (M50) to 6 mm (M50 TU) and single valve springs are used to further reduce moving masses.

Technical Data

Design Inline: six-cylinder
Displacement: 2494cc (1 52.2 cu. in.)
Stroke: 75mm (2.953 in.)
Bore: 84mm (3.307 in.)
Max. Power: 188/140 hp/kw
at engine speed: 5900 rpm
Max. torque: E36=245 Nm (181 lb. ft.) E34=250 Nm (184 lb. ft.)
at engine speed: 4200 rpm
Max. permissible engine speed: 6500 rpm ± 40
Compression ratio: 10.5:1
Compression pressure: 10 bar ... 11 bar (minimum) (147 ... 162 psi)
Intake valve diameter: 33mm (1.299 in.)
Exhaust valve diameter: 30.5mm (1.201 in.)
Valve clearance: Self-adjusting, hydraulic
Oil pressure: 4 bar (58.8 psi)
Oil capacity with oil filter: E36-7.0 qts. (6.50 ltr.) E34-6.0 qts. (5.75 ltr.)
Ignition: Direct solid state ignition
Firing order: 1-5-3-6-2-4
Distributor: One ignition coil per cylinder
Spark plugs: Bosch F8LDCR NGK BKR6EK (with dual electrode)
Electrode gap: 0.9mm ± 0.1 mm 0.035 in. (non-adjustable)
CO level: 0.7 ± 0.5% (non-adjustable)
Idle speed: 700 ± 50/min. (non-adjustable)
Fuel injection: DME 3.3.1 with hot-film mass air flow sensor
Recommended fuel: Unleaded gasoline of at least 89 AKI

How to look up BMW specifications from an Australian number plate

2020-01-07T12:00:00+10:00

Sometimes when you are looking at BMWs for sale you might want to look up the original specifications -- things like what equipment and options came with the car when new.

This is easy to do if you have the VIN using websites like www.mdecoder.com/

But most for sale advertisements don't include the VIN and you might not want to ask the seller for it.

Thanks to BMW's various recalls you can now easily find the VIN, which you can then use to look up the specifications of the car.

Here's how to do it:

1. Go to www.recall.bmw.com.au/
2. Enter the license plate number and select the state fo registration, then press 'next'
3. The VIN will be shown on the next page (as well as the last 7-digits of the VIN next to "chassis")
4. If the right vehicle details are shown, press 'Yes' to check the recall status of the car (you may as well do this at the same time)
5. Go to www.mdecoder.com/
6. Enter the number you just found and press 'submit' to see the specifications and original equipment

Why are people still trying to sell their recalled BMWs?

2019-12-19T12:00:00+10:00

Given that BMW has recalled a significant amount of the late 1990s/early 2000s 3-Series (E46), it surprises us that there are still many for sale.

We decided to do a random check on cars currently for sale to see if any were affected by the Takata airbag recalls.

It didn't take long to find one affected – in fact, it was the first one we checked. We went on to find a significant proportion affected by an early recall relating to passenger airbags that were replaced with temporary parts that BMW need to recheck after January 2019.

We also found some cars that hadn't had the passenger airbag recall done at all and some affected by the more recent driver-side airbag recall.

Because replacement airbags are not available, and it may be 18-months before they are, BMW are offering to buy back affected cars at market value.

It has been hard to find out what BMW is offering but we did hear of one owner who accepted a price of $3,000 for an early 318i, although that involved a little negotiation.

It surprises us that people trying to sell their cars – particularly the cheaper ones like a 2000 323i coupe that is offered for sale at $2,800 and is subject to the recall and a "stop driving immediately" warning – aren't taking advantage of BMW's offer.

Maybe they don't know about the recall, but surely BMW have been in touch with all registered car owners.

Is there money to be made buying affected cars and selling them to BMW we wonder?

Replacement parts for BMW DASC kit

2016-01-08T12:00:00+10:00

If you have a BMW 3 series or Z3 with a Downing Atlanta supercharger kit fitted (DASC), at some point you are going to need to replace some parts. I have been researching what the replacement parts are.

(A) Air filter

The filter that comes with kits for some models is a K&N filter that can be cleaned and re-oiled. Should you wish to replace it the model number is RU-0950.

(E) Auxiliary Fuel Pressure Regulator (Rising Rate Fuel Pressure Regulator / RRFPR)

I am not sure of the brand of AFPR. I read it was BEGi unit, but I asked them and they said it was a Jackson Racing part. I asked Jackson Racing and they said they didn't supply FPR's to Downing Atlanta.

Replacements are not available. Someone asked Downing Atlanta and was told, "Go with an aftermarket FMU and set it to 60psi at 6lbs."

I found some instructions for adjusting the regulator on a forum.

1) Install a fuel pressure gauge which goes to 100psi between the fuel rail and RRFPR.
2) Start car. Use some blunt pliers and crimp the line between the fuel pressure gauge and RRFPR. Check pressure reaches 100psi and then release. Don't hold it at that pressure long. This checks the fuel pump can reach the needed pressure.
3) The pressures we are looking for are about:
40 psi at idle, 18 inHg vacuum
50 psi at 0 psi boost
75-90 psi at 8 psi boost
Screw the top screw in to get the fuel pressure to increase. You can check the pressure at 0 psi by removing the small hose that goes to the top of the RRFPR. Leave the RRFPR open to atmosphere, and plug the end that goes to the manifold up.

Another person commented, "75-90 psi seems a bit high for 8 psi boost. I think it should be closer to 68 psi."

(F) Serpentine belt

This will vary depending on engine, but for the M44 engine the replacement serpentine belt is Gates K060863 (6PK2191, originally supplied with the kit).

I have used a 6PK2225 belt on my M44.

For the M42, the kit was supplied with a Gates K040595 (4PK1509). [Note: This needs verifying]

(G) Bypass valve

I found a post on a forum that says a Jaguar part may be suitable as a replacement.

There is a Jaguar "Bypass Actuator" that looks very similar. Part number is AJ83833. This suits Jaguar XK, XK8 and XKR models. Some modification may be required for this to fit.

It is worth investigating this part if you need to replace your bypass valve.

(I) Supercharger

I hope no one ever needs to replace the supercharger itself, but it may help to know that it is an Eaton M62 (generation III).

There are rebuild kits available for these superchargers.

(J) Pulleys

On my car the pulleys had been replaced with metal ones with replaceable bearings. The pulleys are 60mm diameter and 30mm wide.

I don't know if my pulleys are the original Downing Atlanta or BMW ones or not, but I had to replace one of mine and couldn't easily find a replacement. It is a 60mm diameter, 29mm wide, 17mm inner diameter pulley. I eventually found that a Ford pulley was suitable. These part numbers may help if you need the same pulley: XS7G-6M250.BA, 1095025, XS7G6M250AA, XS7G6M250BA, YF0912730.

Greg from Atlanta Z3 Club says that he has had a pulley remanufactured with permission from Downing Atlanta. They are the same manufacturer with upgraded bearings. Contact Greg through the altlantaz3.com website.

(Q) Top radiator hose

The original top hose supplied with the kit is a Gates 21673.

Some people have found different hoses that suit them better, such as Gates 21623 or Goodyear 61417.

Extras

Some people have suggested fitting a "check valve" between the air shrouded injectors inlet pipe and the intake bellows. This is to prevent loss of boost through this pipe. Some of the valves mentioned for this job are NAPA 2-29000, CRB-2979, MPF-3879, AV-23 and Sorensen 779-2929.

As an option to the original crankcase ventilation valve, some people suggest fitting a PCV from a Chevrolet 348 PCV instead.

BMW M44 Engine Technical Information (1996)

2014-01-14T12:00:00+10:00

The M44 engine was introduced at the beginning of 1996. Based on the M42 engine, the M44's larger displacement is the result of boring and stroking the cylinder dimensions of the M42. Although peak power remains unchanged from the M42, the M44 boasts an improvement of 5 Newton-metres of peak torque at an engine speed 200 rpm lower than its predecessor.

Changes from M42 to M44 are as follows:

1. The crankshaft is now a spheroidal-cast type with four counterweights instead of a forged steel type with eight counterweights
2. Connecting rods and pistons were redesigned for improved NVH
3. Conical valve springs were used in place of cylindrical valve springs
4. The upper valve plate has been reduced in size
5. Balance weights in the camshafts were now cast with the camshafts themselves
6. The timing chain tensioner was redesigned to reduce wear
7. The DME engine management system changed from M1.7 to M5.2
8. Induction roar has been reduced by adoption of a sound-insulating cross-flow hose in the intake system as well as an intake silencer

The new engine is said to be quieter and more fuel efficient as well as offering significantly enhanced torque. Friction in the valve train has been reduced by 70% over the M42 engine.

The 3-Series Coupe Sports Option BMW Australia Brochure

2013-05-13T12:00:00+10:00

The 3-Series Coupe Sports Option -
Even more distinctive.
Even more individual.

The 3-Series Coupes continue BMW's impressive heritage of sporting character and dynamic exclusivity. The supreme refinement of the 4 and 6 cylinder multi-valve engines, and their exhilarating responsiveness fulfil the expectations of the most demanding of drivers.

Sheer driving pleasure, refined elegance and superb performance are the very hallmarks of the exceptional BMW 3-Series Coupes. Now for those who desire to make the individual character of their Coupe even more distinctive, BMW introduce the Sports Option.

Exclusive to the BMW 3-Series Coupe, the Sports Option presents the ultimate in sporting form. It is unparalleled in sheer dynamic appeal and creates the perfect lifestyle statement. After all, first impressions are important. And a 3-Series Coupe fitted with the stunning Sports Option pack will certainly attract attention!

Accentuating the performance characteristics of the 3-Series Coupe is where the Sports Option excels. Inside you'll find BMW Sports seats, BMW Motorsport fabric design and special trim. Outside the sleek and powerful dimensions of the car are enhanced even further. The look has become even more purposeful.

The M-Technic body kit improves the aerodynamics as well as providing greater down-force. In creating individuality, detail is so very important. This is a style uniquely for you - the sportier individual.

And when coming to grips with the road, the stylish and unique 5-spoke 16" alloy wheels provide the optimum in handling, safety and driving performance. On the 325i Coupe a limited slip differential maximises the power through the drive wheels, so further improve traction and cornering.

In keeping with its unique attributes, the 3-Series Coupes, with Sports Option, are available in three special colours - Tannen Green, Petrol Mica and Aqua, as well as Alpine White and Light Red. However with the overt styling it is more than their colour that sets them apart.

The Sports Option. Exclusive to the BMW 3-Series Coupe. A reflection of a sporting personality.

Seats/Interior

Sporting style blends in perfect harmony with the renowned ergonomics of the BMW cockpit. From the meticulously crafted BMW Sports seats you'll appreciate great driving performance. On the Sports Option Coupe 325i leather is standard, while on the 318is Coupe distinctive cloth/A***retta seat trim is standard and available in light grey or anthracite. The interiors are complemented by am anthracite roof lining and M Design door sills. Quite simply, it's a style that sets the 3-Series Coupes apart.

Front Spoiler

Maximum streamlining is achieved with the M-Technic front spoiler while the low front section **** added down-force. Front foglights ensure better visibility in *** weather conditions.

Rear Spoiler

The dynamic rear spoiler achieves maximum aerodynamic efficiency and gives you the ultimate in *** performance. Perfectly integrated *** *** the front and rear ****.

Specifications

318is	325i
Engine
Cylinders	4 - 4v	6 - 4v
Capacity (cc)	1796	2494
Maximum power (kW/bhp)	103/140	141/192
Maximum torque (Nm)	175	245
Performance
Top speed (km/h)	211 (207)	230 (227)
Acceleration
0-100 km/h	10.6 (12.2)	8.9 (9.1)
0-1000 m	31.5 (33.3)	28.7 (29.8)
Fuel Consumption
City (litres/100 km)	9.5 (10.2)	10.9 (10.6)
Highway (litres/100 km)	6.2 (6.8)	7.0 (6.8)
Wheels
Type	Light alloy in round spoke design	Light alloy in round spoke design
Wheel dimensions	7J x 16"	7J x 16"
Tyre dimensions	225/50 ZR16	225/50 ZR16

Features of Sports Option

Other Standard Equipment
5 speed manual gearbox	Y	Y
Automatic transmission	4 speed	5 speed
Special exterior colours	Y	Y
M-Technic body kit	Y	Y
Motorsport door trims	Y	Y
Chrome exhaust trim	Y	Y
BMW Sports seats	Y	Y
BMW Motorsport cloth/Amaretta trim	Y	NCO
Front fog lights	Y	Y
Outside temperature display	Y	Y
Limited slip differential	Option	Y
Anti-lock braaking system (ABS)	Y	Y
Driver's airbag	Y	Y
Leather bound steering wheel	Y	Y
M-Technic sports suspension	Y (man)	Y (man)
Body coloured bumpers / exterior mirrors	Y	Y
Leather trim	Option	Y
Rear headrests	Option	Y
On board computer	Option	Y
Steering column height adjustment	Y	Y
Electric front windows	Y	Y
Front seat belt pretensioners	Y	Y
Through loading system	Y	Y
Air conditioning with Microfilter	Y	Y
6 speaker sound system	Y	Y
2 years, unlimited kilometre warranty	Y	Y
	Cloth/Amaretta
	Anthracite	Grey
Tannen Green	Recommended	Available
Petrol Mica	Available	Recommended
Aqua	Recommended	Available
Light Red	Recommended	Available
Alpine White	Recommended	Availabl

1994/1995 BMW E36 318is Sport Option Pack

2013-03-26T12:00:00+10:00

In October 1994 BMW Australia introduced a sport option pack for the 318is coupe. This option pack included 16-inch alloys and certain M-Technic parts. I've seen three such 318is's around. Apparently the sports option pack was also offered on the 325i but I haven't seen any of those.

The M-Technic parts consisted of an M3 style body kit including front and rear bars, side skirts and side rubbing strips. The cars I have seen also have a rear spoiler. Inside they have half cloth/half Alcantara (like suede leather) sports seats with the same pattern as the M3 seats.

The 16" wheels are a 5 spoke design (Style 18).

Engine is the M42 twin cam 1.8 litre four, and is unchanged in the Sport. All of the ones that I have seen have been manual.

One of the cars I saw was a unusual dark green (I looked at this car to buy and wish I had but I was too slow), another was red (I also looked at this one but it wasn't in very good condition), and I don't remember the colour of the third (saw it on eBay).

They both had an "Individual" sticker (special order program) on the strut tower under the bonnet.

Unfortunately I don't know much more about this model or how many were sold, but I would welcome any further information.

This model is not the same as the later 1997 to 1999 318is Sport which had similar options but used the M44 engine and had many updates over the earlier model.

Update (19 April 2013): I just found another one of these for sale and fortunately it listed the VIN number so I could look up the original specifications (alternate website). It shows as an "Individual" model.

This one was made in March 1994 and is a shade of dark blue called Petrol Mica Metallic. It didn't have the original 16" wheels that it left the factory with.

In addition to the body kit and seats and door trims in M3 fabric, these models should also have black suede roof lining and sun visors, grab handles, etc. They should also have a 7 button OBC with outside temperature display. Wheels are officially "LM style" 16x7 with 225/50ZR16 tyres. Chrome exhaust tips are fitted and the model badge is not fitted.

Another way of identifying this model is the absense of the third brake light on the rear parcel shelf. As these cars are factory fitted with a rear spoiler the third brake light is on the spoiler instead.

Update (9 May 2013): Found another two of these for sale. One was Aqua Metallic in colour with a light grey interior and I was able to grab the photos of the original wheels and the "Individual" sticker. The other was another of the unusual dark green colour models.

Update (13 May 2013): A reader, Ben, kindly sent a copy of the brochure for these models which explains all. See my follow up post, Brochure: The 3-Series Coupe Sports Option (www.motortraders.net/articles/1396-the-3-series-coupe-sports-option-bmw-australia-brochure).

Update (3 March 2020): Lenny in NSW owns the immaculate Alpine White 1994 318is in the following photos.

UPDATE 30 Jul 2022

Found a red 325i version listed for sale recently in QLD. VIN WBABF32060JB02774.

UPDATE 9 Nov 2023

Saw another 318is advertised, manual, Tannen Green, with 300,000km and in QLD. VIN WBABE52040EK82762.

The BMW M52 engine and the Nikasil problem

2013-02-03T12:00:00+10:00

There is already a lot of information online about the problems with M52 and M60 engines due to the aluminium block and Nikasil cylinder bore lining used in most countries where these engines were sold.

I have often heard that this problem doesn't apply in Australia but I have serious doubts whether that is true.

One person I spoke to had worked as a mechanic at a BMW dealer in Sydney for a long time and had first hand experience with problems with M52 engines when these first appeared in local 3 and 5 series models. He told me that they replaced many M52 engine blocks under warranty, and some cars needed multiple replacement blocks. This came up as a result of me saying that I was looking to buy an E36 or E46 323i at the time, and his advice was to stay well clear as even models with the replacement block could not be trusted.

What I don't know is whether the replacement blocks provided by BMW Australia were just the same Nikasil lined blocks or something different like Alusil lined or cast iron blocks.

Quite a few years later when I had an E36 323i, which had been in an accident and which I had bought for parts, I spoke to a mechanic who worked for an independant BMW and European car specialist workshop and was well aware of problems with the M52 engine. He believed that the problem with these engines could be due to bore glazing, and that a lot of BMW owner's don't drive their cars the way they were intended. I know most of the BMW owner's manuals I have read have said that you should run the engine over 4,000rpm regularly to keep the engine in good shape.

The M52-powered 323i I owned briefly did blow a lot of blue smoke, which means that it was burning oil, but unfortunately I never found out the cause. In addition to the problems I mentioned, there are other common causes for oil consumption on these engines that are a lot less serious and less expensive to fix.

Would I buy an M52 powered BMW? I would probably avoid it unless it was a car I really wanted, and then a pre-purchase compression test would probably be money well spent.

Update: I understand that models after 1999 had blocks fitted with iron liners (possibly as part of the M52TU update). I believe these are better but still have some issues. Further research is required.

Update 2: BMW technical instruction document no. 11 06 97 (255) refers to the problem with these engines and instructs dealers to replace affected engines with an exchange engine with cast iron block. Due to the increased weight the front springs and rear brake calipers, pads and rotors are replaced at the same time.

Cylinder lining wear

E36, E38, E39 / M52 ECE

Situation: Depending on the fuel composition, premature wear of the cylinder linings and piston rings may occur on the vehicles listed below.
Effect: Cylinder lining wear can also result in reduced compression, uneven idling, loss of power and excessive oil consumption.
Affected vehicles: E36, E38, E39 with M52 Nikasil engine (= ECE without option 961)
Manufacturing period: Sept. 1, 1995 to June 30, 1996
Action: In the event of a customer complaint the following actions should be taken:
M52 B28 and B25:[/B] Installation of a cast iron exchange engine.

Besides the exchange of the engine, the following vehicle-specific modifications must be made:

E36 saloon, coupe: DME data, if necessary front suspension springs, rear brakes

E36 touring, convertible: DME data, if necessary front suspension springs

E38, E39: DME data, if necessary front suspension springs

M52 B20: Installation of a Nikasil exchange engine.

Bought a BMW code reader and reset cable - cheap way to reset lights and read codes

2012-06-21T12:00:00+10:00

The airbag warning light has been on my 1997 318is and I was looking for the cheapest way to reset it myself.

I bought an "Ediabas INPA OBD2 Diagnostic Interface for BMW" off eBay, the cheapest I could find at about $25 delivered from overseas.

It came with software but the CD was faulty, but the supplier provided a link to download.

I couldn't get the software to work at first and read numerous online instructions. I downloaded numerous versions of the software. It seemed like it was going to be very difficult to get it to work.

In the end I got it working and it was quite simple. I used the software that came with the cable, and:

* Added "C:\EDIABAS\BIN" to the "path" environmental variable.
* Copied the EDIABAS AND INPA folders to the C:\ drive.
* Ran the install for the OBD interface in the C:\EDIABAS\HARDWARE\OBD folder.
* Modified the file EDIABAS.INI in the C:\EDIABAS\BIN folder and changed the line that sets the interface to STD:OBD.

Then to run the application and read/clear codes I ran the INPA_LOAD.EXE program from the INPA\BIN folder. The software was the English version so was easy to navigate. There is some interesting menu options where you can look at all the sensor data from the car. Looks like you could do a bit of damage with some of the menu options though.

The one I bought was from eBay seller "elphabet". I used it on an old Pentium 4 computer running Windows 2000 Server, but it should work easily on anything up to XP, but I believe it is possible to use on Windows 7 too.

On my 1997 318is it reported quite a few errors: engine misfires, 5 transmission errors (hopefully these are from before the transmission was replaced just recently), various ABS errors and various airbag errors. All errors have been cleared and I no longer have the airbag light on which is great.

I also tried this interface on my 1994 318is but it didn't work. It seems that an ADA interface is needed for these earlier models.

UPDATE 12 Apr 2017

After this computer stopped working I bought a new computer which had Windows 7 (32-bit) on it. I am pleased to report that this software ran fine on the new computer using the above instructions. I was also able to successfully use a USB to RS232 adaptor.

To edit the path variable in Windows 7, you need to do the following:

* From the desktop or start menu, right click on "Computer".
* Choose "Properties" from the context menu.
* Click "Advanced system settings".
* Click "Environment Variables".
* Find "Path" in "System Variables" list (or click "New" if it doesn't exist already) and click it then click "Edit" below (or just double-click it).
* Add ;C:\EDIABAS\BIN to the end of whatever is already entered there (including the semi-colon at the beginning).
* Click okay to save your changes on the windows that you opened.

UPDATE 2 Jun 2018

I reinstalled a different version on another computer using this same method but it was in German. To change to English language, I had to do this:

Open the file INPA.ini in the folder C:INPACFGDAT using Notepad.

In the [INFO] section change VARIANTE to ENGLISH.

In the [ENVIRON] section change LANGUAGE to ENGLISCH.

BMW Supercharger Conversion

1999-08-19T12:00:00+10:00

Most four-cylinder BMW owners will agree that these models are lacking in a little performance, largely due the weight that goes with the usual luxury appointments and BMW body strength.

US-based Downing/Atlanta, previously known for their Mazda MX5 supercharger conversions (as Sebring Superchargers), have developed a Supercharger kit for the Z3 and 1992 on 318.

Just as Mercedes-Benz have done with the SLK "Kompressor" roadster, by supercharging the lighter weight four-cylinder engine Downing/Atlanta have exceeded six cylinder performance levels and created a better balance vehicle.

A supercharger works similarly to a turbocharger in that it forces more air, and thus more fuel, into the engine. The difference between the two methods is that a turbocharger is driven by exhaust gasses whereas a supercharger runs off the engines crankshaft by belt. Thus a supercharger produces boost relative to engine speed as opposed to a turbo which often takes a second or two to 'spool up' before it creates sufficient boost.

The Downing/Atlanta supercharger kit looks right at home in the engine bay, and is engineered to factory standards. The installation of the kit involves replacement of the stock intake manifold. As no drilling or welding is required, the installation is completely reversible.

The supercharger is supported by the new manifold and by brackets that connect to the engine and chassis. Stock items like the oil filter and dipstick remain accessible. The fuel injection system is used unchanged except for the addition of a boost sensitive fuel pressure regulator.

A lot of thinking and development has gone into the conversion to suit the specific requirements of the BMW engine and owners.

The Downing/Atlanta kit uses a unique bypass feature that loops the supercharger output back into itself under part-throttle operation, effectively cutting off the supercharger. This maintains idle quality and highway fuel economy, while reducing engine loading. The bypass system greatly reduces the load on the engine and drivetrain as the supercharger produces power only when asked for with the accelerator pedal.

The kit also uniquely relocates the throttle upstream of the supercharger, ensuring consistent boost levels and ensuring driveability.

The manufacturers claim an increase in power of around fifty per cent. From the seat of the pants this seems to be spot on. Owners will be well advised to be very careful during the acclimatisation period. There are few other performance modifications that produce such an increase in power, and the first time you take the wheel of your freshly modified BMW you will think that it is a new car.

Acceleration is better than the six cylinder models and, with the linear boost of the supercharger, overtaking is a breeze.

Driven normally, fuel economy remains virtually identical to stock, an only if the supercharger is taken advantage of very regularly is there a significant penalty at the fuel bowser.

Speaking of fuel, premium unleaded is essential to prevent exposure to detonation.

Engine wear and longevity depend on how the car is driven and how it has been maintained. Simply having the ability to produce more power doesn't necessarily affect engine life. A more important consideration is maintenance.

The kit is generally compatible with other performance modifications like exhaust systems, but the makers do not recommend computer chips as they generally rely on advanced ignition timing which can cause detonation with the supercharger. Most strut braces will not interfere with the supercharger and its ancillaries.

Automatic models work very well with the supercharger kit, particularly in light of the increased low-end torque.

Downing/Atlanta have undertaken emission testing in America and the kit is "50 state legal". Therefore they expect no problems in any state of Australia.

Such a major performance modification would also need approval from your insurer.

Mona Vale (Sydney) based Barry Taylor Motors are bringing in the kits and offering a complete installation service. The upgrade can be performed in a day and, depending on the BMW model, costs around $7,500.

For further information contact Barry Taylor Motors.