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E34 (1989 - 1995)

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  #26  
Old 03-10-2011, 07:19 PM
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BMR_LVR BMR_LVR is offline
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Quote:
Originally Posted by 95 E34 View Post
gotta be honest Steve. Your write-up in awesome. I should definitely be stickied. Would you like me to message a moderator?
Sure. That would be very kind of you. I'm about to add the fuel system in a couple of minutes.

Thanks,
Steve
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Quote:
Originally Posted by noego View Post
It's Deja Poo - as in, I've heard this **** before.
Steve

Calypso Red 1992 525i with 200K miles

1991 735i - Sold
1992 525i - Sold
1995 325is - Sold
2000 528i - Sold

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  #27  
Old 03-11-2011, 12:22 AM
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bluebee bluebee is offline
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These two E34 cooling system discussion videos show what upgrades you should make and what myths exist for the decisions when you overhaul your E34 cooling system:

BMW Cooling System Failure Points, Part 1 (e36, e46, e34, e39):


BMW Cooling System Failure Points, Part 2 (e36, e46, e34, e39):
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  #28  
Old 03-11-2011, 09:33 AM
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Monsignor Monsignor is offline
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Quote:
Originally Posted by robertobaggio20 View Post
Hi Padre. How are you going to write up the section on common myths in Part 2? Will you be starting a new thread? May I suggest that you append your op with a section called Common Myths, right at the end after everything involving the E34 specifically? Then as the hive mind posts contributions in, it will make the weighty task of collating, filtering and updating the information easier.

At the end of your OP, i propose that you consider rounding off with a section on important threads. There, you can link Steve's thread. It will thus become indirectly sticky. Steve sir in your post as well it would be a good idea to link back to the Padre's thread with the appropriate heading. Thus, a person who comes upon one good thread, who, with sufficient time and food resources, will be able to sit for hours and essentially read through 80-90% of all the quality posts about the E34.

I feel that thread linkage is important because frequently, the back and forth nature of discussions is as valuable as the final conclusions. This thread linkage can also be a simple way to invoke full details for complicated procedures such as preloading, which would take too long to cover in brief writeups that are mean to be printed out and kept as a modern reference alongside the owner's manual.

)
I'm working on the engine additives. Chemistry isn't my strong suit but motors are I'll add to the brake lines.


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  #29  
Old 03-16-2011, 05:09 PM
triggerj10 triggerj10 is offline
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Where can I get a legit chip for my 95 525I
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  #30  
Old 03-18-2011, 10:48 AM
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eBay EPROM chips can be written if they have the software. Turner motorsports makes one, bavauto, I'm sure there's threads about this, do a simple forum search


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  #31  
Old 05-06-2011, 01:10 AM
Lowclock Lowclock is offline
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Someone who knows what they're talking about should re-write the suspension section of the OP. It doesn't make any sense, and parts are incorrect.
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  #32  
Old 05-06-2011, 04:59 AM
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BMR_LVR BMR_LVR is offline
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Quote:
Originally Posted by Lowclock View Post
Someone who knows what they're talking about should re-write the suspension section of the OP. It doesn't make any sense, and parts are incorrect.
Oh really? Well then. Why don't you enlighten us.
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Most problems are usually something simple !

Quote:
Originally Posted by noego View Post
It's Deja Poo - as in, I've heard this **** before.
Steve

Calypso Red 1992 525i with 200K miles

1991 735i - Sold
1992 525i - Sold
1995 325is - Sold
2000 528i - Sold

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  #33  
Old 05-06-2011, 07:25 AM
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Quote:
Originally Posted by Lowclock View Post
Someone who knows what they're talking about should re-write the suspension section of the OP. It doesn't make any sense, and parts are incorrect.
Wow, thats a low blow d!ck. I've rebuilt my suspension...twice.
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  #34  
Old 05-06-2011, 09:09 AM
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BMR_LVR BMR_LVR is offline
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Quote:
Originally Posted by 95 E34 View Post
Wow, thats a low blow d!ck. I've rebuilt my suspension...twice.
He was on-line when I responded to him. There was no response for 45 min to 1 hour before I had to leave my office and he remained on-line the entire time.

I smell a troll

Steve
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Most problems are usually something simple !

Quote:
Originally Posted by noego View Post
It's Deja Poo - as in, I've heard this **** before.
Steve

Calypso Red 1992 525i with 200K miles

1991 735i - Sold
1992 525i - Sold
1995 325is - Sold
2000 528i - Sold

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  #35  
Old 05-06-2011, 09:20 AM
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agreed.
He take himself and his 3 posts to bimmerforums if he wants to pull that lmao. I reread it 5 times, and its fine. some minor typos though
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  #36  
Old 05-06-2011, 09:59 AM
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BMR_LVR BMR_LVR is offline
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Yeah, I re-read it as well and didn't see anything inaccurate. Lowclock will certainly not gain any respect of the members by joining the Fest and then immediately flaming one of the more knowledgeable members

Steve
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Most problems are usually something simple !

Quote:
Originally Posted by noego View Post
It's Deja Poo - as in, I've heard this **** before.
Steve

Calypso Red 1992 525i with 200K miles

1991 735i - Sold
1992 525i - Sold
1995 325is - Sold
2000 528i - Sold

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  #37  
Old 05-06-2011, 04:22 PM
Lowclock Lowclock is offline
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Where should I start? For one, how low your car is has nothing to do with how stiff the ride is. That's down to spring rates and shock valving. Aftermarket shocks and struts don't have tighter shock valving to compensate for a lowered ride high, they have tighter valving to control the suspension better. Having more "pressure" inside the shock (I assume you're talking about the gas charge?) doesn't decrease damping, it basically increases it as the gas gets closer to incompressible. Increasing the volume of gas might decrease damping in the end, but not pressure. Low damping rates don't necessarily lead to high rebound because they are independent of each other. You don't want less damping and more rebound unless you only plan on drag racing because then you get what they call jacking, where the asymmetrical oscillation makes one corner keep getting taller and taller. Also, sway bars don't stiffen the chassis, they just try to prevent roll.

Sorry I didn't realize that number of posts is directly proportional to how much you know. Oh wait, I get it now. The stuff in the OP is supposed to be myths.
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  #38  
Old 05-09-2011, 07:24 AM
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Quote:
Originally Posted by Lowclock View Post
Where should I start? For one, how low your car is has nothing to do with how stiff the ride is. That's down to spring rates and shock valving. Aftermarket shocks and struts don't have tighter shock valving to compensate for a lowered ride high, they have tighter valving to control the suspension better. Having more "pressure" inside the shock (I assume you're talking about the gas charge?) doesn't decrease damping, it basically increases it as the gas gets closer to incompressible. Increasing the volume of gas might decrease damping in the end, but not pressure. Low damping rates don't necessarily lead to high rebound because they are independent of each other. You don't want less damping and more rebound unless you only plan on drag racing because then you get what they call jacking, where the asymmetrical oscillation makes one corner keep getting taller and taller. Also, sway bars don't stiffen the chassis, they just try to prevent roll.

Sorry I didn't realize that number of posts is directly proportional to how much you know. Oh wait, I get it now. The stuff in the OP is supposed to be myths.
Well allow me to retort. Maybe you should reread the OP with a little less skepticism, and try to understand that im making an easy-to-digest, comprehensive report of modifications.
  • lowering a car, uses lowering springs. Lowering springs are usually stiffer due to less wheel travel. This is a very simple physic. A lowered car will have a lower center of gravity, producing better handling via less body roll. Less body roll equates to a firmer road-holding ride.
  • "as the gas gets closer to incompressable" meaning yes the gas charge. There is a whole lot of technology in a gas shock, far more than i'm willing to explain to a whole bunch of people who just want a bottom line, or to a handful of people who already get it.
  • i understand that dampening and rebound are separate from each other, but to a non-rocket scientist looking to upgrade a suspension, a sport shock, for instance, would have changes in both of these realms, which is all im explaining. I did not say they were related, i tried to convey haw they work with each other
  • less roll = stiffer. again most people here would agree that if they were in a car going around a track with 11mm bars, and then again in a car with 30mm bars, theyd describe it as stiffer. im using generalized expression for what a person could expect, and how they themselves would possibly describe it. A whole lot of people here get all of the ins and outs of this, but for others (who would read this thread hoping to get some useful information, its suffices)

So enough with the semantics and the over analyzing. Clearly you know all you need to about modifying your car, so leave the simplified thread for non-mechanics looking for a simple explanation to the non-mechanics looking for a simple explanation.
Thanks big, guy
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  #39  
Old 05-09-2011, 03:06 PM
Lowclock Lowclock is offline
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If you think it's just a semantics issue, then maybe you should rewrite stuff so it makes sense to everyone. When you say stuff like "Low damping rates also lead to high rebound, which is how fast the the shock will expand, pushing the tire to the road. Lower pressure shocks will have a softer rider, because they compress faster and deeper, but are slower to release and expand." which makes incorrect assertions about things with no correlation, it's misinforming people regardless of what they came here looking for or their skill level. Even if that was correct, it's not even relevant to the non-mechanics you are trying to cater to because it's not like manufacturers give out shock dyno sheets to even empirically compare them. Also should probably say compression damping and rebound damping instead of just damping and rebound.
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  #40  
Old 05-09-2011, 06:02 PM
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thanks kindly for the input
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  #41  
Old 05-10-2011, 10:57 AM
robertobaggio20 robertobaggio20 is offline
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Quote:
Originally Posted by Lowclock View Post
If you think it's just a semantics issue, then maybe you should rewrite stuff so it makes sense to everyone. When you say stuff like "Low damping rates also lead to high rebound, which is how fast the the shock will expand, pushing the tire to the road. Lower pressure shocks will have a softer rider, because they compress faster and deeper, but are slower to release and expand." which makes incorrect assertions about things with no correlation, it's misinforming people regardless of what they came here looking for or their skill level. Even if that was correct, it's not even relevant to the non-mechanics you are trying to cater to because it's not like manufacturers give out shock dyno sheets to even empirically compare them. Also should probably say compression damping and rebound damping instead of just damping and rebound.
That's more constructively expressed, LC. Do stick around some and get to know the Padre better.
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  #42  
Old 05-10-2011, 04:49 PM
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gmnmsclM540i gmnmsclM540i is offline
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Originally Posted by robertobaggio20 View Post
That's more constructively expressed, LC. Do stick around some and get to know the Padre better.
Thanks, robertobaggio, for setting an example on how we should respond to D!CKHEADS!
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  #43  
Old 05-10-2011, 06:14 PM
robertobaggio20 robertobaggio20 is offline
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Originally Posted by gmnmsclM540i View Post
Thanks, robertobaggio, for setting an example on how we should respond to D!CKHEADS!
People often experience frustrations in 3d (i.e. real life) that they vent on others who are not the source of these frustrations. That's probably what happened here. LC's latest post was a little acerbic, but that's acceptable. His initial responses to the Padre were over the top, however. I'm sure he realises this, but is too proud to admit it. Sounds like me. )
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  #44  
Old 05-11-2011, 08:59 AM
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good to see you again roberto! its been a while!
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  #45  
Old 10-24-2011, 03:54 PM
wogboy wogboy is offline
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hey guys as iam new to this i dont know were i should be posting my questions.
i have e34 520i and i love her to bits but she just needs a lil more up and go, i dont want to blow heaps of cash as
its ment to be my everydayer while i build my project car but u know how it is. any thoughts on wat could be done for a bit more
oommmpph.
cheers.
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  #46  
Old 12-07-2011, 01:38 PM
denimcowboy denimcowboy is offline
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helpful thank you!
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  #47  
Old 01-17-2012, 04:36 PM
SamReyes91 SamReyes91 is offline
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hey bro thanks for the info i was wondering what of the e34's with the v8 engines any info on them
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  #48  
Old 01-24-2012, 12:26 PM
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hey bro thanks for the info i was wondering what of the e34's with the v8 engines any info on them
http://forums.bimmerforums.com/forum....php?t=1550952

This is a start. I have an M50 car. I have literally never touched a V8 E34 but what I can tell you is this.
As far as internals go, 540i components are already forged and can handle a moderate level of forced induction.
Intake is already free flowing. Don't waste money on aftermarket. Look into drop in filters on the forum, there's plenty of information. Ship me some info and I'll put it into the writeup.
Exhaust does nothing performance wise except for sound.
You could look into chips but I dot think there's many out there. After motor work, a dyno tune or custom tune would be preferable.
If you have a 530i, swap the M60B30 for a M60B40.

I'll pick up research again and try to get you V8 guys (compensators lol) some good stuff.
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  #49  
Old 02-08-2012, 05:40 PM
Chrisp23 Chrisp23 is offline
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M60B30 engines. Dose the complete cooling system replacement at 100k go for these motors as well?
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  #50  
Old 02-29-2012, 05:01 PM
john barakat john barakat is offline
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hi all
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