hybrid

See the problem is I kind of agree with you, but when the water pump has been running for a period of time the charge its holding is 500millivolts. (0.5volts) When the car is stone cold and sitting for 12 hours its back to 30millvolts or 0.03 volts. Only two things different. fluid is hot and under pressure (80-90 degrees c), The water pump has been running. Why is it generating electricity when you run the motor? (engine head and block are both earthed and radiator is isolated) I do understand that I probably have either a slightly acidic or alkaline ph level as the catalyst. Again, i'm going to replace the radiator and fluid and data log it to show the differences.

Modern day Group-B with almost old day Group-B crowds. Rad http://youtu.be/Oynwg2TB8G0

yeah .. already on the way from the states ... Thinking about getting some more AN lines for the new oil setup im going to be installing.

skids ... nice steve

cheers fellas .. another year .. more BMW. Thanks Jooles for the introduction to your US friend .. we both have a lot in common. I will be working with him on a few things in the future thanks to you

Im going to be using my data logger to measure the before and after. I can measure 0-5volt calibrated to millivolts and same ground points so DC offset wont be an issue, so will be easy to get a reading and how bad it gets as the water heats up .. or more importantly the more the static electricity builds up in the water. I will log before with tap water and old radiator and after with demineralised water with new radiator both alloy.

Check the unloader relay. There is three of them stacked in the engine bay. Just temporarily swap them keep track of what went where and see if the car starts. it is K6326 in the ETM. They get crusty over time and need replacing. Typical symptoms are starts when its cold and has trouble when its hot .. or the other way around and get progressively worse.

Take it to a BMW specialist .. its the diff ... many have asked the same question .. the answer is always the same.

here you go ... not sure about the wheels though

+2 for Bob Mead and balance the lot together as said above.. very good at what he does. I used him on westy's recommendation and i'm glad I did.. top job done. yes anyone can do it with a lathe but Bob also properly balances it all through the RPM range so the engine will run smooth too.

bought this thing 5 years a go which was on sale for half price.. it was way bigger than we needed at the time, but im glad we got it ... only down side it is massive and around 150kg so its not easy to move. if ive learnt anything stainless for the outside is all good.

Yeah.. the key however is to stop the chemical process. I measured it stone cold this morning and it was 30 millivolts which is what it should be. Anything over 150mv is bad. The cause for me is definitely static build up in the ionized (tap) water. At least ive passed my 101 chemistry battery making project

Ill do a before and after video on it and show the voltage differences hot and cold. I actually used the proper water the first time around. This has only happened in 2 months and a total lapse of judgement on my part. That's how bad it is if you get it wrong. $1080 down the drain.

Silly me, For those of you that know my car I have done an engine swap and shelled out for a Fluidyne e36 alloy radiator. For the past 4 years its been working very well, no issues. A few months back I flushed the radiator in the e30. The e30 doesn't get a lot of miles on it, but I was taking it on a trip down south so thought it was a good time to do the oil and water. Drained the radiator and refilled with run of the mill super cheap 'quality' coolant and standard water. Followed the mixture on the side of the bottle to the letter. The past few days ive been driving the e30 in good weather decided this afternoon to lift the bonnet and too my horror the radiator core fins are seeping under pressure where they meet the end tanks. I measured the voltage between the radiator and earth point on the car and hello, 0.5 volts hot. Dammit! I immediately remembered when I installed the radiator having a long conversation with crazy arab and the trouble he had with his custom alloy radiator on his m62 v8/e30 .. he'd been back to get his radiator welded up with it doing a similar thing. Electrolysis was to blame. Now I haven't been to total bunny, I did indeed make sure that my radiator wasn't earthing against the chassis. Its been isolated with rubber mounts and there is no continuity running between it and the grounded chassis. Back when I installed it I tried to find some articles on the subject, only to find that not much was written about it. However after a bit of research today ... I have found a very interesting write up from Denso, one of the largest manufactures of radiators around. Basically my big mistake was using tap water. I have a iron block (s50bXX) and an alloy radiator with mildly acidic tap water acting is one big battery. Time for a new radiator for me.. poos.

for what ? ...

will be the housing market ... everyones on tick already

Me too. Just the one for me however. I think someone is setting up a group buy

I think the point was BMW wants to segment its 4 door and 2 door range as separate models. Pretty clever wee marketing trick. Create separation thus driving want from buyers = more sales.

hmmm Looks very same same to the 3 series. I would of thought it would of least had its own look. bugger.

Tuner Life TV - New NZ channel that's just started up. Really refreshing to have a show that's aimed a few notches higher than your standard magazine style channel. http://new.livestream.com/High-Performance-Academy/events/2488704 Enjoy.

pretty much a buy new thing. Ive tried for a while.

Also Jooles, your car is one of those funny change over cars ... half half of the modules Pre OBDII standard and the rest comply. This is why you have two diag ports. 16pin square and 20 pin round.

The second hand one sounds like a good option. Test it works first in your car obviously before sending it away. Will be the best because if you get sick of it or want to swap it back .. you have that option.

To clear up any confusion. Mapping ECUs = changing map tables, maybe toggling on or off VMAX or RPM limit tables. This is "just" playing around with maps to gain more power or other desired results on a dyno. Dyno tuners pay (big money) for map overlay files which show them where and what the map tables are on an ECU. They also have specialist BDM hardware to reprogram the chipsets on board (not through the OBDII connector) Because of this most dyno tuners (let alone BMW specific tuners) will actually go in and fiddle with the functions of the ECU, and only adjust map tables. ECU Function engineering = Changing the program side of the ECU (not only map tables). This is something i'm trying to get into as its quite advanced. With a need to learn Motorola base programming and machine code, companies like Dinan employee highly skilled automotive programmers to edit and recreate new functions inside of an ECU. Dinan wont do it remotely because of risk of having their software copied in the transfer process. Atleast if you send your EGS away to them they have control to write the software to your EGS themselves. They will most likely also lock it to your VIN number too (I would if I were them) ECU Configuration change = The most basic, is changing the factory configuration on your BMW computers to enable or disable factory functions of your vehicle. This is used when adding or removing retrofits to your vehicle. Reflashing ECUs = When you upload a new binary to your ECU that has no configuration or coding. This is used to change factory software to another factory specific version allowing things like a country specific de-catted firmware etc to be uploaded. You can get in a lot of trouble here if you dont know what your doing. ECUs do have a flash counter than even the biggest nerds are only just figuring out how to defeat. But not easily. Jooles, hate to say it .. but you may just have to be without your EGS for a few weeks while they do the work. The guy in the UK will be saying you cant because he hasn't worked out how to program shift hold into the EGS. I don't blame him its pretty advance stuff. Dinan will have the funding and access to the right people to get it done.

Have a wee chat with conrad. M3motorsport.co.nz