M3_Power

After re-reading my post, I've realised that I might have given the impression that these cars (E46 M3s and CSLs) are unreliable and break down often. Actually they don't. The E46 M3 and CSLs are actually quite reliable given the right attitude to ownership. They do get expensive if things break and maintenance costs are slightly higher than your average BMWs (but not excessively) - but hey, all those thoughts go away when you are behind the wheel of one

Mods, if I've put this in the wrong section, please move it - apologies. Hi all I've been talking to Mike Eady from BMW Driver training (and owner of www.tracktime.co.nz ) about an exclusive driver training day at Pukekohe or Taupo exclusively for BMW M and JCW Mini owners (that's owners with any M cars and also JCW Minis (numbers dependent)) Anyway, Mike has now come back to me with a possible date in February (16th of Feb) and possibly March (TBA) for those interested. (Taupo day TBA) The day would be run at Pukekohe raceway under controlled conditions using your own M cars ... yes you get to explore what these cars are really about on a track with tuition and expert instructions from a well known professional race driver. The cost would be $275 per person and this includes track hire, lunch, drinks, and specially tailored day for BMW M cars. We need 20 cars to make this day happen. If you are interested in this day please email me on [email protected] or PM me here Alternatively you can also contact Mike directly below: Tel: +64 9 585-1134 Mob: 021 982-700 Thank you. UPDATE BELOW!!!!

One of those owners would be me (and that would be me also that did the 1.09s around Pukekohe) In all honesty that CSL is very well priced (actually too cheap if you are a CSL owner ) - and the one owner history and NZ New spec makes it a very attractive buy. I was tempted to snap it up myself to be honest (enough so to actually show the wife the ad - if it had been black I'd have been seriously tempted). Now few things to consider before you 'invest' in a CSL - THESE ARE NOT CHEAP CARS TO MAINTAIN - PERIOD!!! Not if you want to keep it in tip top spec. There's a few things against this car in my opinion: 1. No original Michelin Pilot Sport Cup semi slicks ($1000 for the fronts each, and $1200 for the rears each) - a CSL without these tyres really detracts it from the CSL experience - I know, I've ran road tyres on mine before and have 2 sets of CSL rims and the driving experience is night and day. 2. worn steering wheel (this is over $2000 to replace new - cheaper if you source from overseas) - Alcantara don't last long if you don't maintain it. 3. Probably one of the highest km example CSL I've seen (the other is a black one with 5X,XXXkm) 4. At those kms most of the bushes would be shot (trust me on this one) ... so budget to have the RTAB, Rear shock, FCAB and possibly the sway bar, rear diff carrier bushes replaced soon - if you don't keep on top of the rear bushes expect a torn or tear rear chassis subframe floor (yes that's how they break!!!) 5. No BMW Warranty!! (Handy when you have something expensive break or the rear floor torn off!!!!) Whilst the CSL share a lot of common parts with the E46 M3, there are A LOT of CSL UNIQUE parts. And trust me these parts are NOT CHEAP. For eg. a genuine front bumper without the carbon flippers ($830 each) will set you back $8300+GST, the seats are over $10,000 each (a freaking adjustment nob on the seat is $530+GST!!!!) A passenger airbag seat sensor cushion (yes you have to buy the whole cushion not just the sensor matt) is $690+GST If you are serious about buying this car I'd get the following checked: 1. Has the airfilter ($300+ this is a BMC specific filter, only one other aftermarket company make a replacement filter for this car) recall been done (check www.m3csl.de and look for the airfilter write up I did for Leo on that website) - if it hasn't been done and the car's now done over 65k km, then I'd stay away from it - bound to get engine issues later on (engine is unique to the CSL - the head is at least) 2. Has it had inspection II carried out (this involve valve adjustment - if not then expect to pay a bit for inspection II) 3. How does the SMG drive? clutch slur issues? faulty release bearing? (A clutch job is expensive (over $3000) and the SMG pump is VERY EXPENSIVE (over $4000) - these do break every now and then) 4. Has it had the latest software update? 5. When was the last time the clutch take up point reinitiallised (this should be done on a yearly basis to prevent premature clutch wear) 6. How often was it serviced (engine oil, rear diff and gearbox (don't buy into the life time fluid crap ... it's bollocks). 7. Was the previous owner an enthusiast? Was the car maintained as a "no expense spared" car - it makes a difference whether you just follow the scheduled maintenance or whether the owner actually understands the car and makes preventative maintenance. I maintain mine under the motto of "no expense spared" ... and it drives like new. Feel free to ask me any questions about the E46 M3s and CSL .. I've been living and breathing these cars since 2000 and have owned 3 of them already including the current CSL. The CSL is a brilliant car though - BMW at its best in my opinion ... I've yet to drive anything better (and I've driven plenty) As an example on maintenance ... the two track days I attended before new years last year have cost me the following to maintain the car: New inspection 1 ($700), new rear shock mounts ($70), new diff fluid ($120), new gearbox fluid ($120), shortly a set of 4 new tyres and new brake pads, petrol for both days $140, track attendance fees $200 - and this does not include the paint chips I picked up at the track day (front end repaint at least $3000 at Euro Collision). ps. the CSL would be good for about 1.07 around Pukekohe if you push it - and in the hands of a professional driver a high 1.06s. ...

Cheers Glenn - appreciate the confirmation. Here the photos: $200 take it away.

This clutch kit came out of my CSL a while ago due to a faulty release bearing (warranty repair work). Being an anal person that I am, I purchased a new clutch kit to go into the car seeing that the box was being dropped under warranty... although in reality it didn't actually need one (as per everyone at the workshop that took a look at my car) It is in 'like new condition' - there's practically zero wear on the clutch plate (testament to the SMG system) - Seriously like new!!. No heat spots and practically zero wear mark on the pressure plate - actually make that no wear marks on the pressure plate. Now these being a self adjusting LuK made pressure plate, when it's removed the self adjusting spring releases - i.e. requires reset before reinstall into a car (I am told that this can be done with a special tool from BMW, but I can't be 100% certain) - HENCE THE PRICE !!!!!!!! - NOW CONFIRMED BY GLENN (He has the reset tool) WORK ON BOTH SMG and NON SMG E46 M3s and CSLs (Same part numbers) NO RELEASE BEARING FOR OBVIOUS REASONS!!. That should have reade $200 ... not $2 .... Pictures up

That CLK DTM wasn't as fast as I thought it would be - only slightly faster than the CSL in a straight line ... but much slower through the corners (especially after the hairpin and over the hill) We were there from about 2pm on 22/12/08 Monday.

Ran by motorsports services. Lots of race cars. Pukekohe obviously ... Was doing consistent 1.09s in my car (hardly pushing hard) Great day overall ... the CSL performed flawlessly. Pics of my car in action: Action from a friend's CSL: Couple of still shots: Sample of others at the track: the fastest car on the day: rest of the images .. visit: http://dfimages.net/gallery/6891263_wYqae

Mike Eady the BMW driver training instructor and owner of www.tracktime.co.nz has a fully build up 130i 5 door race car with bmw performance brakes and couple of other things. I heard last time that he was doing a sub 1.08 around Pukekohe in it ... impressive times for a stock standard motor. Oh and he uses that car for private track training .. I think it's something like $20 a lap ... with him in the passenger seat. I believe he also rally that car or competes in some MANZ sanctioned event .. can't remember.

Reminds me of this:

Whilst I fully understand the complexity of the swap completely ... the reality is if there's a will, there's a way (and a big wallot of course). How else do you explain swaps like these? http://forum.e46fanatics.com/showthread.ph...057#post1729057 http://www.dtmpower.co.za/forums/showthread.php?t=2099 or the G-Power V10 CSL, the Germany tuning company (can't remember the name or find their website) that have put numerous different engines into different cars (i.e. CSL powered Compact, S65 powered CSL, S62 powered CSL ect ect) Edit .. found that German shop ... http://www.bremgo-shop.de/

Michael Lum's E30 M3?? Looks a bit like his.

VIR is useful if you want full history on the car - i.e. when it was brought in, who owned it before ect ect ... If you are just checking security interest, then the BEST website to use is the official government website - www.ppsr.govt.nz It's the official security register for personal properties - and it only costs $1 to do a search.

I find that hard to believe - you shouldn't get clutch shake in first gear or even 2nd gear take off - if the speed's too low SMG will downshift to stop the car from stalling or disengage the clutch - something is wrong. Tell me have you got the Sport button engaged? If yes, then turn it off when you are going slow. I'd get the clutch engagement take up reprogrammed - sounds like that could be the issue. SMG should be really smooth when the clutch releases - no shakes or shudder - if it does, then it's usually the clutch take up point need reinitialising, or the pressure plate's worn ... or possibly the clutch fluids need a good bleeding.

http://www.m3forum.net/m3forum/showthread....oval&page=3

Saw this on another forum, thought you guys might be interested. link: http://www.6speedonline.com/forums/gt3-gt2...ch-germany.html

I actually know someone that traded an E60 M5 for an E92 M3, then an E63 M6 and then an E60 525 haha ... all within 7 months !!!!!!!! Some people just enjoy losing loads of money I think. Anyway that was a bit off topic - congrates on the purchase !!! Now we just need photos.

Huh .. I thought Fei Long sold this car two years ago ... interesting. Anyway, bit of a info on the 850csi: Production VersionsEG93: United States-spec (LHD), 10/93 thru 06/95 EG92: European-spec (RHD), 06/93 thru 06/96 EG91: European-spec (LHD), 08/92 thru 10/96 History What makes the 850CSi unique? The 850CSi is the the BMW Motorsport-developed version of the E31 8 Series coupe. It is powered by the S70 V12 engine, a BMW Motorsport-enhanced version the standard production M70 powerplant. In addition, the 850CSi features a BMW Motorsport-tuned chassis and several unique cosmetic items. Where was the 850CSi introduced? The 850CSi was introduced at the 1991 Frankfurt International Motor Show. Where was the 850CSi produced? The 850CSi was built on the regular 8 Series assembly line at BMW's Dingolfing factory. Is the 850CSi considered an M car? Although not badged as such, the 850CSi was developed by BMW Motorsport (later renamed BMW M) and is therefore a true M car. If the 850CSi was developed by M, why is it not badged as an "M8"? BMW Motorsport did develop a prototype 8 Series with a lightweight body and a 550-hp 48-valve V12 engine that was known as the M8. However, BMW pulled the plug on the M8 and stated, "We're just not interested in putting our name on cars like this anymore." Instead, a more mild 8 Series with a 24-valve version of the V12 and normal steel body panels was chosen for production. This model was named 850CSi, perhaps because it was more closely related to the regular 850Ci coupe than the M8 prototype or perhaps because BMW did not wish to attach the M badge to a rather large and heavy grand touring coupe. What does the "CSi" suffix denote? The "CSi" suffix was first used in 1971 on the E9 3.0 CSi coupe to denote "Coupe Sport injection". It was carried over by the 3.0 CSi's successor, the E24 633CSi (and its successors, the 628CSi, 635CSi and M635CSi). However, in the case of the 8 Series, the CSi suffix is unique to the M-powered version (all other 8 Series models have either an "i" or "Ci" suffix). Production Data How many versions of the 850CSi were developed? Three versions of the 850CSi were developed: Two European-spec models (left-hand drive and right-hand drive) and a United States-spec version. How many of each version were produced? ECE (LHD): 1,125 built from 08/92 thru 10/96 ECE (RHD): 160 built from 06/93 thru 06/96 US (LHD): 225 built from 10/93 thru 06/95 What changed during the production of the 850CSi? There were no major mechanical changes to the 850CSi during the three and a half years that it was produced. However, the 850CSi did receive a myriad of smaller running changes that affected all 8 Series models. These included the addition of Coded Driveaway Protection (1/95 producton) and revisions to the ABS braking system, door locking system, audio system, on-board computer and other minor equipment changes. How does the the U.S.-spec version of the 850CSi differ from the European-spec model? Though lagely similar in specification and appearance, the U.S.-spec 850CSi was denied the following items, largely for cost reasons: -Engine oil cooler -Transmission oil cooler -Active Rear-Axle Kinematics (AHK) -Upgraded 13.6-inch front brakes rotors, all rotors with "floating" design -Smoked front turn signal lenses -M aerodynamic rear-view mirrors However, U.S. models do include exterior door handles embossed with "BMW Motorsport" and Extended Yew wood interior trim, both items not normally found on the European-spec version. Drivetrain How is the S70 engine different from the M70 V12 upon which it is based? When creating the 850CSi's S70 V12 motor, BMW Motorsport began with the standard 24-valve SOHC M70 engine and instituted the following changes: -Increased bore (from 85mm to 86mm) and stroke (from 79mm to 80mm) for a new total displacement of 5,576cc (from 4,988cc) -Lighter pistons -Increased compression (from 8.8:1 to 9.8:1) -More aggressive valve timing for increased high-rpm power -Larger diameter exhaust pipes -Variable rpm limit (6,400 in 1st+2nd, 6,200 in 3rd, 6,100 in 4th. 6,000 in 5th+6th) -Adjustable throttle sensitivity via dual mode (Sport or Komfort) console-mounted switch -Engine oil cooler (European-spec models only) These modifications resulted in an increase in maximum power from 300 hp (DIN) or 296 hp (SAE) at 5,200 rpm to 380 hp (DIN) or 372 hp (SAE) at 5,300 rpm. In addition, maximum torque was increased from 332 lb/ft at 4,100 rpm to 402 lb/ft at 4,000 rpm. This engine can be identified by the "Powered by M" inscription on the central cam cover between the two banks of cylinders. What kind of gearbox does the 850CSi have? The sole gearbox offered for the 850CSi was the Getrag Type E six-speed manual with the following ratios: 4.25 (1), 2.53 (2), 1.68 (3), 1.24 (4), 1.00 (5), 0.83 (6). This is mated to a 2.93:1 rear end with limited slip differential. In addition, Automatic Stability Control plus Traction (ASC+T), which can apply the brakes and/or reduce engine power in the event of traction loss, is fitted as standard to the 850CSi. Finally, European-spec models are equipped with a transmission oil cooler. Chassis How is the chassis different from that of a standard 8 Series coupe? The 850CSi's chassis is based on that of a normal 8 Series and thus is made up of MacPherson struts in front and a multi-link system that comprises five components (upper transverse link, two lower transverse links, longitudinal link and integral link) in the rear. However, BMW Motorsport specified stronger front hubs, stiffer shocks and shorter springs (by 10mm) for the 850CSi. In addition, all Euro-spec cars are fitted with Active Rear-Axle Kinematics (known by its German abbreviation AHK for Aktive Hinterachs-Kinematik). The system works by turning the rear wheels in the same direction as the fronts in order to facilitate change of direction and weight shift in a corner. The hydraulically-controlled AHK system activates at speeds above approximately 60 kph (37 mph) and can turn the rear wheels up to 2.5 degrees depending on the angle of the front wheels. How is the steering different from that of a standard 8 Series coupe? The 850CSi's steering system is based on the same recirculating ball design as the standard 8 Series but incorporates ZF Servotronic vehicle-speed-sensitive power assist (in place of the usual engine-speed-sensitive system) and a quicker rack (2.8 turns lock-to-lock instead of 3.3 turns). What size brakes does the 850CSi have? There are two different braking systems for the 850CSi. European-spec cars are equipped with the same braking system that was fitted to the E34 M5 starting with May, 1994 production. This consists of 13.6-inch vented discs incorporating "floating" rotors and four-piston calipers in the front and 12.8-inch vented discs in the rear. U.S.-spec cars are fitted with the same brakes as the standard five-liter 850i/850Ci: 12.8-inch vented discs in the front and 12.8-inch solid discs in the rear. What size wheels and tires does the 850CSi have? There were two different wheel and tire packages for the 850CSi. Until early 1995 production, the 850CSi was equipped exclusively with three-piece M System II wheels consisting of a five-spoke forged alloy center and an outer cover in a "throwing star" design. These are sized 8x17-inch in the front and 9x17-inch in the rear with 235/45ZR17 and 265/40ZR17 tires, respectively. As of early 1995 production, 18-inch M Parallel Spoke forged alloy wheels became available, either as an option or as standard equipment depending on the market. The 8x18-inch front wheels are fitted with 245/40ZR18 tires, while the 9.5x18-inch rear wheels carry 285/35ZR18 tires. Cosmetics How dos the exterior of the 850CSi differ cosmetically from that of other 8 Series? Aside from its M-designed 17- or 18-inch wheels, the exterior of the 850CSi is distinguished by a unique front fascia that includes a deeper front airdam and air intake, more pronounced side sills and four round exhaust tips, two pairs on either side of a "diffuser" panel under the bumper. European-spec models also feature aerodynamic M rear-view mirrors, while U.S.-spec cars have unique door handles that are embossed with "BMW Motorsport" script. An "850CSi" badge appears on the trunk lid, but there are no M badges on the exterior of the car. How is the interior of the 850CSI different from that of a normal 8 Series? The interior of the 850CSi shares its basic architecture and design with all 8 Series coupes. The power and heated front seats are identical in shape and function to those fitted to other 8 Series models and include a three-position memory on the driver-side seat. Unlike other 8 Series models, however, the interior of the 850CSi could also be ordered in several two-tone or "Bicolor" Nappa leather combinations (Black/Dark Silvergray, Light Silvergray/Dark Silvergray, Black/Lotus White) in addition to all Black. Three different airbag-equipped steering wheels were offered depending on the market and production date: a three-spoke design, a four-spoke design (through 8/93 production) and a four-spoke M design with tri-color stitching on the rim (from 9/93 production). A leather shift knob was fitted to every 850CSi while all U.S.-spec models and some later European-spec cars received the leather shift knob with M tri-color stripe. Every 850CSi also features a special instrument cluster with red needles, a 300 kph/180 mph speedometer and a unique tachometer with a graduated redline (to reflect the variable rev limiter). There are also special plates with the "M" logo on both door sills. The U.S.-spec 850CSi is further distinguished by its standard Yew wood trim on the dashboard, front and rear center consoles, door panels and rear side panels. Several other types of wood trim could be ordered as an option in other markets. What features were optional on the 850CSi? The 850CSi was the flagship of the BMW range and was therefore fitted with most features as standard equipment. Options varied from market to market on Euro-spec cars but generally included various audio and phone systems, a power rear window sunshade, retractable headlight washers, wood trim and (from early 1995) 18-inch M Parallel Spoke wheels. There were no factory options for the U.S.-spec model. Special Versions Were there any special versions of the 850CSi? There were no official factory special editions of the 850CSi. However, the 850CSi could be ordered in certain markets outside of North America with the rare "Color-Line" option consisting of coordinated paint and interior trim in one of three monochromatic color schemes (Calypso Red with Calypso Red + Black leather, Tobago Blue with Tobago Blue + Black leather or Barbados Green with Barbados Green + Black leather). In addition, customers often requested paint, interior trim and/or special equipment from BMW Individual, the branch of BMW M responsible for tailoring vehicles to specific customer requests. Thus, it is fairly common to find examples with items not usually found on the normal equipment list. One extreme example is a special 850CSi built for the painter David Hockney (probably as a gift for having painted the 850CSi Art Car) with an integrated water bowl for his dog between the rear seats.

Wow so much mis-information !! First congratulations on the purchase. rod bearing issue only affected all those vehicles produced before June 2003 (not including June production). Some really early models (pre 2001 production) weren't affected either. The worst affected were those made in 2002, with a whole bunch of the very worst (blown engine cars) being made in August, september and October 2002. Personally I'd just avoid all cars made in 2002 (a disporportionate representation of spun rod bearings compared to all other years) the rod bearing was a third party tooling issue and tolerance issue which was corrected three times by BMW AG before a solution was found. All NZ new models were recalled and replaced with the third issue of rod bearings. All 2002 production vehicles also needed an updated oil pump. THERE WAS NO REPLACEMENT OIL - the Engine oil stayed the same (there were two types that was recommended for the S54, hence the confusion) Contrary to popular internet beliefs the E46 M3 is actually a very reliable car with very little issues. SMGII is also VERY reliable (even under race conditions - bar some heating issues which can be corrected). Things to watch out for on the E46 M3: 1. Trailing arm bushings, these would be shot by now if not replaced at 70,000km 2. Rear shock mount - same as above 3. Rear diff oil - there was an additive release to cure the groaning noise when turning (BMW TIS available) 4. get the SMG computer updated by the dealer (there's been about 3 software updates to date) Get the clutch take up point reinitialised, you'll feel sh*t loads of difference and it'll stop the clutch from being worn prematurely (regular resets is recommended given that the BMW clutch pack made by LuK is a self adjusting unit) You'll be surprised how GOOD the SMG is at modulating the clutch causing little to no wear at all (even at those ks). 5. Hod switch - you get a blinking SMG gear indicator if you don't slam the hood shut - the switch is a common component to fail. 6. front lower control arm bushing - at those ks, it'd probably need changing. 7. Power steering pump - these fail if the power steering pump cap comes loose - which have been known to happen to quite a few cars. Can lead to the pump blowing. 8. coil packs have been known to fail also. 9. Clean your MAF sensor 10. Rear springs have been known to break, although I've yet to see a case in NZ (generally overseas and snow country) 11. SMG pump have been known to stop working (usually just the solenoid, not the pump that's failed) That's about all the major stuff really. oh and there's no extended warranty offered by BMW NZ for the replacement rod bearings - that only happened in the US, no where else. If you want to learn more about these cars I am more than happy to impart knowledge - email me - [email protected]

Most definitely Had a friend wanting to play with his new canon camera tonigt. Him testing his HDR shots ...

For the record it was a sarcastic response - not meant to be an advice : )

Thanks for the positive comments fellas !! Appreciate it ! As for some of the questions. The pattern on the disc is called "scalloping" - it's a new design that's now utilised more and more on race applications. Serves the same purpose as slotted rotors but lot less noise. As for weight - believe it or not, going from 345mm discs to 365mm discs and single sliding calipers to monoblock 6 pistons actually saved weight (albeit slightly) !!! The calipers themselves only weigh 3.5kg each !!!

Correct ... I've yet to see one done that didn't crack the paint big time ...

The rear calipers (like the fronts) have an anti rattle clip that clips onto the outter face of the sliding calipers - looks like this installed: - if that's missing the pads usually rattle not squeal though. Some people put anti squeal grease on the back of the pads, but I believe majority of BMW brake pads are a dry fit with no grease. I've fitted aggressive pads to cars with both methods and it's made bugger all difference. If the discs aren't machined you'd usually hear a rattle or rumbling sound (being on the rear wheel you won't feel the vibration). I'd put my guess on incorrectly fitted pads or just general cheap crappy pads for making those sort of noise. Another possibility is incorrectly adjusted hand brake shoe .. those can cause a squeal ... or a stone stuck in between the rotor and the dust shield ...

Actually I believe if you run a 245 series rear tyre and run a ridiculous rear camber (around -2.5) they will fit a normal 3 series without rubbing.

Updated photos (now with the whole car). Zero issues with wheel clearance. I ended up trimming the brake dust cover to accommodate the larger discs (had to trim off about 1/4 of the total surface area). I have to say I am absolutely blown away by how good these brakes are. Straight away the pedal feel, braking power and brake balance was more than apparant. The mechanic that fitted these brakes for me works for BMW NZ and is one of the head mechanics for Mini Challenge Race series here in NZ, Porsche GT3 Cup Racing and NZ V8 touring car championships. He was impressed with the build quality, fitment and overall performance of these brakes. The certification process was straight forward with little to no issues (I had to get longer wheel bolts given the slight increase in disc bell thickness - yes a strange one in my opinion, but the cert guy's God when it comes to getting certification in NZ and for the car to be road legal, so we tracked down some 5 series wheels bolts which were slightly longer and did the job required - I've actually also got some longer ones coming from Turnermotorsport also). As already stated in another post this kit is great in the sense that you don't need to run spacers on all OEM wheels, 18s, 19s, ZCP, CSL You also have great brake pad choices, all the following fits: Mintex MDB2607 Alcon 4497 Pagid U8028 SBS 3061 Ferodo FRP3081 The calipers themselves are 3.5kg each for those also wondering. Now on with the photos. If any of you want any specific shots of the kit, please let me know and I'll take them. And for those curious about clearance, here's two shots take from inside the wheel: