Allanw

I had that not long ago here in Whangarei, crossing SH1 on Maunu Road. We all drove off with a green light, and a car shot through the line of cars I was in... just!.... I looked across and there was a green for BOTH directions! *555 got a cop there REALLY fast!

That was a messerschmitt UBER-cool

Not pdf, but in Firefox, choose "File", "Save As" then as the file type choose "Web Page, Complete" = you have to do it for each page though. It's saves it with all photos etc for referencing later. It'll be saved as a HTML page, and a Folder witht he same name, with all the files in it. PDF's are PAINFULL.

If an E39 temp gauge ever moves above 12 o'clock, the engine is VERY hot. The gauge will sit at normal until at LEAST 115C, probably higher though. Your V8 can run up to about 110C in "normal" conditions. I've never tried to test the high end, but I suspect "normal" will be displayed until about 120C. On the weekend I just set aja540i's OBC warning to go off at 120C, because it was factory defaulted to 130C!!! Very! Tidy.

Yeah... Make sure it's full of coolant when it's cold (like overnight cold) - leave the bonnet up for a while to coool it down faster. It could have a sticky thermostat, but the usually don't fail that way. 112C is pretty hot for an M54, though the OBC over heat warning doesn't come on until 120C or 125C on the petrols! I'm not 100% if the original thermostats had a 97C mechanical rating, or if it was initially higher and BMW changed them later. The V8's have a 105 or 110C mechanical rating. If you can, I'd do the radiator, thermostat, waterpump; in that order. The water pump is less likely an issue, but they can fail (though my original was absolutly fine when replaced at 125K, impellor 100% intact). The thrmostats are a different story - they don't usually cause overheating, but are pretty unreliable. Both the mechanical part and the electric heater for the Map Control Cooling. It's possible to convert them to a mechanical thermostat, but you probably don't want that expense as well. Had you monitored temps before the leak? Was it ever that high before? I'd be limiting driving as much as possible! M54's don't like overheats, and the headbolts can strip the threads in the block - requires a timesert fitted to each hole to replace the threads.

We'll be in the Kombi anyway... I meant have YOURS up and running... We're going to the Zoo on Friday, so I could probably give you until then. aja540i on here wants to supercharge his 540i Touring. He's coming to the zoo too

I wouldn't bother with a used ignition switch - they're pretty crappy, and new is about $180 I think.

I'll see you tomorrow about 2PM. Have it ready please.

Bummer... I just recalled there were some. I'm of no help then

Didn't someone have a set is the classified, and were splitting them???

NICE! With that thread title, I was expecting to see a 520i auto "M5" with a bonnet scoop and flyscreens hot glued into the kidneys etc..... Actually... speaking of Kidneys - selling one would almost pay for that!

It's only a 318, so doesn't really matter - you could order M bits on anything, and anything that's not an M3, M5 etc, is just a car with some M options ordered (or maybe added later. If it's a nice car and you like it, just go for it

I wouldn't have thought a single coil would cause a stall. Are the codes on your reader Hex, or decimal? If you've read them off the Hex list, they'd be different to the decimal list: Decimal 16 and 63 are supposedly "Crankshaft Sensor" and "Secondary Air Switching Valve", both of which would be far more liekly to be related to the stall. Are there any members near you with INPA, the BMW software? It will give the BMW specific code/description, but also how often the code occurs, and what the engine was doing at the time (RPM, Temp etc)

Buy the software: either: http://www.ebay.com/itm/BMW-USB-OBD-Diagnostic-Cable-set-UK-GT1-Ediabas-Inpa-DIS-SSS-Code-Reader-/281128248013?pt=UK_Diagnostic_Tools_Equipment&hash=item41748ca2cd http://www.ebay.com/itm/BMW-USB-OBD-Cable-lead-Ediabas-Inpa-GT1-DIS-SSS-Progman-/281101114471?pt=UK_Diagnostic_Tools_Equipment&hash=item4172ee9c67 Depending on whether you need the adapter. The guy, Jimmy, is well known in UK BMW circles (E39 in particular): His direct website: http://www.cable-shack.co.uk/order.php

Yeah... 400 kgs and 2.8M long Welly to Whangas for $150 cash By the time you get it yourself, you often don't save money if it's far away. You forgot to factor in pies.

1995 Daihatsu Mira 850cc 3 cylinder. Mine sounded AWESOME! My Cappuccino was better, as it revved SO much higher (though I only ever got a bit over 8), but not "relatively common" - last I knew there were 32 registered in NZ, and the guy who brought mine has 4! Shame my Wagon R turbo was 4 cylinder - sounded boring. The Subaru EZ30's do sound great... That's why one's going in the VW bus next

It is pretty impressive... but auto. It might disappear, or it might be around for ages at that price... who knows - Probably hard to find a better one with low miles, and low miles only happen once.

The service lights are fine.... IF you use the correct oil! Most don't seem to. It's also supposed to be in there 2 years max, regardless of milage. Lots seem to get any old crap oil with the right viscosity (or what they think is close enough), and bung it in and STILL use the service lights! Mineral or semi-synth should really only be in for shorter changes intervals, and not all synthetic is designed for long intervals either. Our M54 would normally come up every 22K kms, but I programmed it to be about 15K 15K isn't really extended intervals anyway, because our 2.5 holds 6.5L, a lot of jap 2.5's of similar vintage only hold 4 or 4.5L with 10K intervals There's nothing to worry about inside your motor

That's not dirty. This is dirty:

I miss read that like this^^^

And don't park too close to the end of your garage - real awkward to get out Some later ones had reverse though - not so much the early ones

This is E39 specific, but it MAY work for the E38 and E53 too - not sure, probably best to find out, before you try it. I made this from info collected off the net, and use it quite a bit, so thought I'd tidy it up and sort it out to hopefully make it of use to others. Because of the high number of problems with cooling systems, and the HUGELY buffered gauge on the E39, I thought I'd make a "How to" to read the KTMP (Coolant Temp) your E39. NEVER trust the gauge - there are a lot of E39's out there with faulty thermostats and are consuming copious amounts of fuel because of running too cold. Also, on those with "map-control" electronic controlled thermostats, they can run too hot if the thermostat heater is burnt out (It logs a fault code in the DME fault memory, but does NOT bring up any warning to the driver). The E39 temp gauge seems to read "normal" (12 o'clock) from about 75C up to at least 115C. High OBC is a text display under your instruments Low OBC is a picture of a car under your instruments Test 7 displays the KTMP figure, in degrees Celcius. This is the coolant temperature that the ECU is measuring in the engine. I've not confirmed it, but some people report change in the KTMP display depending on key position - Position 2 (with the engine running or not) appears to be the side of the coolant sensor used for the ECU temperture readings, and position 1 appears to be the temperature the gauge uses - The sensor is called a "Dual Temperature sender" because it has the two readings. If one side is faulty, this should show it up. To access the "High OBC Secret Menu" and KTMP (Coolant temp) add up last 5 numbers of your vin (mine are 59439, so 5+9+4+3+9 =30) turn ignition on 1 or higher (or start engine) Hold right side button until test appears( 5 seconds?), repeatedly press right button until test 19 is shown, then repeatedly press left button until it says Lock: 30 (or whatever your VIN added up to) press right button press right button until test 07 shows press left button and it will show KTMP - coolant temp. press left will cycle through KTMP, RPM and something else. It will stay there until you turn the car right off (key position 0). To access the "Low OBC Secret Menu" and KTMP (Coolant temp) The 'low' OBC, with your one button is a bit harder: There are three actions you can use with the button: short press, long press (1 second+ish) Wait turn ignition on 1 or higher (or start engine) Press and hold the button until "test 1" appears (5 seconds?) and immediately release the button. quickly start "short presses" on the button, with a short pause between keep up the short presses until you get to "test 19" (if you go past, you can keep going up to 21 and back to 0...) While "test 19" is displayed, "wait" - it will enter test 19 after a short wait (If you accidently drop into another test, Easiest way is to start again - key off and back on) Display should show "Lock ON/OFF", where on and off will alternate between one and the other. short press while it says "Lock OFF" and as soon as it display changes to "test 0", start the short presses again, until you get to "test 7" When "test 7" is displayed, "wait" to enter the test, and it will then display your KTMP. It will stay there until you turn the car right off (key position 0). Thermostat ratings: M52 = 92C, Mechanical thermostat M52TU and M54 = Map Control, Mechanical rating 97C (generally run at 92C - 98C at cruise, may drop down to high 80's briefly under load) M62 and M62TU = Map Control, Mechanical rating 108C (generally run at 92C? - 110C at cruise, may drop down to high 80's briefly under load) S62 = 79C, Mechanical thermostat Diesels = I think 88C, Mechanical Thermostat The Mechanical Thermostats should generally stay above the Thermostat rated temperature, unless going down long gradients using no throttle (lot's of airflow, but no fuel burned) - though that will usually only drop slightly and come backup quickly once fuel is burned in the engine. They may go higher, if the cooling capacity is exceeded - the viscous fan, or auxilliary fan should pull the temps down before "the China Syndrome" The Map Control ones will function like the mechanical thermostats above, except the ECU controls a small heater built into the thermostat. It can heat the thermostat up, forcing it to open more and pull engine temps down during heavy loads. The engine temp can vary a lot, but should never cool down much, for very long. Most of the time you should be in the ranges I stated above. Do be aware, with the Map Control ones: The small heater can burn out, and the ECU loses it's temperature control mechanism - it will them run at the High temperature that is the Thermostats mechanical rating, and should be replaced, ASAP. It will NOT bring up a warning of any kind, except when scanning the DME (ECU) for codes. Diesels may have an EGR thermostat too, which can cause warmup issues. If you have any cooling system issues - use the KTMP reading to see what's really happening - because of the bufferd gauge, it doesn't tell you what's going on, and if it does move to the red, it may already be too late! High OBC cars (only) will give a loss of coolant warning. Low do not. If the coolant suddenly escapes, you can cook the engine without the gauge even moving - the sensors only work properly when they're IN coolant.

Genuine 8" E39 rims were all ET20 I think - I haven't seen one yet that wasn't. Most E39 wheels can move out about 15-20mm easily Staggered style 65's on an M5 had 18x9.5 ET22's - 17mm further out than the normal ET20 8" wheels. M5's had different rear wheel liners though. Yours will already be 7mm further out than a factory wheel 10mm spacers would get the same look from the outside The front always look really sunken on an E39 - It's one of the things I have trouble with - it looks weird, like the buldge on the bottom corners of the motorsport bumper.

It's manual time either way... $ are probably involved... unless by some freaky chance it's just low on fluid... check it just in case, but it's probably more terminal

Nice! My favourite type of gearbox too! GLWS