E36 cheap track day toy
Discussion
I’m not sure if I will bother with a whole new thread for the boxster racing. As I am not building the car and am only guaranteed to drive in one race it may be quite a short thread.
But anyone who wants to keep up to date with that, or BMW work, or the 1982 911 SC restoration or any other interesting jobs I get at work. You could follow me on instagram.
https://instagram.com/p/BfmA6nEH7HZ/
But anyone who wants to keep up to date with that, or BMW work, or the 1982 911 SC restoration or any other interesting jobs I get at work. You could follow me on instagram.
https://instagram.com/p/BfmA6nEH7HZ/
Well it has been a few months. The BMW has sat under her sheet well. I am getting her out tomorrow for MOT. Times have been a little hard recently what with one thing and another, but hopefully there may be light at the end of the tunnel.
With that in mind I have still been investigating clutch setups. I decided in the end to go with 3.0L M3 flywheel and a stage 2 Kevlar clutch.
I’m sure stage three are awesome but I still drive this on the road a lot and don’t need harsh changes.
I am only putting about 270 bhp out at max so a stage 2 should be fine. Annoying thing is now I have decided I can only really find stage 1 and 3.
I have also bought some new injectors which I will tell you more about when I get round to fitting them in a couple of weeks.
Thankfully although money has been tight and the BMW has been locked away. I did get paid to go and race someone else’s car.
I won’t bore you with all the details as this is a BMW page. Suffice to say, I drove the first race at Brandshatch. Our other driver then drove Silverstone and I beat him. Scoring more championship points, which means I get to drive it again in September back at Brands.
With that in mind I have still been investigating clutch setups. I decided in the end to go with 3.0L M3 flywheel and a stage 2 Kevlar clutch.
I’m sure stage three are awesome but I still drive this on the road a lot and don’t need harsh changes.
I am only putting about 270 bhp out at max so a stage 2 should be fine. Annoying thing is now I have decided I can only really find stage 1 and 3.
I have also bought some new injectors which I will tell you more about when I get round to fitting them in a couple of weeks.
Thankfully although money has been tight and the BMW has been locked away. I did get paid to go and race someone else’s car.
I won’t bore you with all the details as this is a BMW page. Suffice to say, I drove the first race at Brandshatch. Our other driver then drove Silverstone and I beat him. Scoring more championship points, which means I get to drive it again in September back at Brands.
Hi guys. Time to use my small group of followers for some good. This is not very BMW related but it is totally track day and a future possibility for the BMW.
I know from previous comments we have several knowledgable track drivers out there. In the Porsche Club Championship we are running Pirelli Tropheo R tyres. They are awesome, the grip is great etc. We are however only allowed one set per season in the rules. The Tropheo R comes with very light tread on the outer edge from new. But our car being basically stock isn’t running much camber. So we have done this.
With two races still to go. Does anyone have experience with this tyre, or something very similar. I think basically I’m judging depth left purely by the 4 groves rather than the tread pattern. Or am I pushing them to far and need to speak to the organisers?
I know from previous comments we have several knowledgable track drivers out there. In the Porsche Club Championship we are running Pirelli Tropheo R tyres. They are awesome, the grip is great etc. We are however only allowed one set per season in the rules. The Tropheo R comes with very light tread on the outer edge from new. But our car being basically stock isn’t running much camber. So we have done this.
With two races still to go. Does anyone have experience with this tyre, or something very similar. I think basically I’m judging depth left purely by the 4 groves rather than the tread pattern. Or am I pushing them to far and need to speak to the organisers?
They are sided. The inner edge comes with a lot more tread and I suspect has worn as much, if not more. I just want to know if this has life left in it, from anyone who knows these tyres specifically. I’m sure it’s ok, but don’t want to be proved wrong whiles throwing it around in a race.
Hamster69 said:
The bald is the outer. I have managed to get a bit more camber on the car now, but it still isn’t much. The tyres are definitely designed for cars with considerabley more negative that’s ours.
100% agree with that, "a bit more" as you put it, may not be enough to have them last, but anything will help.Back to the BM. Flew through her MOT last weekend, so I decided to try out a pub meet on the way home tonight.
Very nice group of guys with some very nice cars.
But more importantly I cracked on with some bonnet mopping between work and the meet.
This is definitely its best angle, but it is starting to look good.
Very nice group of guys with some very nice cars.
But more importantly I cracked on with some bonnet mopping between work and the meet.
This is definitely its best angle, but it is starting to look good.
It has all been a bit hectic recently trying to finish restoring this,
Whilst still trying to develop this
All while still doing the normal day job. But I have squeezed the 3 in a few evening last week.
Apart from the clutch not being up to the power, the last part of the engine swap was to sort out the battery relocation and wiring.
As you can see it was just in to get the engine up and running. The battery was still in the 318 location and the main live lead for the 328 (which located in the boot), just coiled up. Now it has been working. But after the last little lay up I was having to jump start it. This gave me the kick up the arse I needed to sort the whole thing.
I could have gone with a standard battery back in the boot with the loom routed through. But it’s not really my style. I started looking at lightweight batteries and had been doing some loom work on the Boxster already. I decided to go through the buildhead in the usual 328 way. But the car being a 318 originally there is no place for the loom.
Making sure to keep away from the pedal assembly I drilled out and fitted an insulated terminal.
A battery cut off, in a nice easy place is something I was determined to have after years of opening the bonnet up every time I put the car away.
Run up from the footwell, through the dash to the centre console then down to behind the passenger seat seemed to be the best route and place for the battery.
All plumed in and working. No more jump starting. A tidy engine bay and its lighter. Win win.
All plumed in and working. No more jump starting. A tidy engine bay and its lighter. Win win.
Clutch wise as usual I decided the easy way was not for me. Why would I want an upgraded 328 clutch when I can have an M5 clutch?
Whilst still trying to develop this
All while still doing the normal day job. But I have squeezed the 3 in a few evening last week.
Apart from the clutch not being up to the power, the last part of the engine swap was to sort out the battery relocation and wiring.
As you can see it was just in to get the engine up and running. The battery was still in the 318 location and the main live lead for the 328 (which located in the boot), just coiled up. Now it has been working. But after the last little lay up I was having to jump start it. This gave me the kick up the arse I needed to sort the whole thing.
I could have gone with a standard battery back in the boot with the loom routed through. But it’s not really my style. I started looking at lightweight batteries and had been doing some loom work on the Boxster already. I decided to go through the buildhead in the usual 328 way. But the car being a 318 originally there is no place for the loom.
Making sure to keep away from the pedal assembly I drilled out and fitted an insulated terminal.
A battery cut off, in a nice easy place is something I was determined to have after years of opening the bonnet up every time I put the car away.
Run up from the footwell, through the dash to the centre console then down to behind the passenger seat seemed to be the best route and place for the battery.
All plumed in and working. No more jump starting. A tidy engine bay and its lighter. Win win.
All plumed in and working. No more jump starting. A tidy engine bay and its lighter. Win win.
Clutch wise as usual I decided the easy way was not for me. Why would I want an upgraded 328 clutch when I can have an M5 clutch?
I’m glad you asked.
After a fair bit of research and weighing up the options I went for an M30 flywheel along with an E34 M5 clutch and an S50 slave cylinder. The M30 flywheel doesn’t have the right ring gear for this engine. But there is a chap in Moldova who skims them and will fit an M50/M52 ring gear.
It is slightly more expensive than an 328 flywheel, but then I would have had to get another Kevlar clutch or look at M3 kits etc.
The nice thing about this set up is you get a hefty clutch but it’s got a normal pedal feel. Also if and when I wear the clutch out, I only have to buy a standard one. Not some expensive stage 2 or 3 replacement.
It is all pretty uncharted waters though so I thought I better get cracking as it is bound to go wrong.
Wipped the box out after work last Friday.
The picture doesn’t really do the comparison justice. The original plate is 215mm while the M5 one is 240mm. But it’s not that, I know 25mm isn’t that much. It’s more the plates. I have done some big Porsche and AMG clutch’s over the years, but the springs and plate thickness are huge!
The e34 M5 came out of the box with more power than I will probably ever run. So we should be all good.
Then the problems started. Without the gearbox out it was quite hard to prepare.
I had been told M50 flywheel bolts were all I would need. But when I dropped these through the flywheel it was instantly obvious they weren’t long enough. Holding the flywheel up to the crank the bolts didn’t even reach the thread, which is slightly recessed.
I’m not blaming anyone. But from there I shall take control. As I have it all on the bench it’s just maths. I measured the depth of the crank holes and found a bolt of maximum 35mm was what was needed. M50 were 25mm and M44 40mm.
I’m not going searching through the parts catalog trying to find something that fits. So I went straight to an engineering supplier. M12x1.5x35 ordered, car pushed out and we wait.
As I had the time I also ordered some clutch bolts from the same guys. A couple were rounding off. They were also a bit long for the new set up. I could have cut them down but me being me, I decided to upgrade them from 8.8 steel to 12.9 like the flywheel bolts. A bag of 10 for three quid. It makes you wonder why nuts and bolts are so expensive. Just because it says BMW or whoever on the bag.
Two days later we start again. Pushed the car back in. Bolted the flywheel on. It looked great, then I noticed the next problem.
The heads on the flywheel bolts sit proud and the clutch plate sits on them rather than the surface itself.
Now the bolt heads are exactly the same as the M52 and M44. Maybe BMW used something else on earlier cars?
I got back on the research and found yes, the m30 had no shoulder on the head of the bolts.
Car pushed back out and more waiting. Starting to get worried. Got a track day booked next week.
Two days later more bolts turn up.
Finally it’s in.
It’s fair to say bleeding the clutch after swapping the slave cylinder was a sod. But it’s in and working. Now I just need to try and get some miles on it before Monday when she returns to the track.
After a fair bit of research and weighing up the options I went for an M30 flywheel along with an E34 M5 clutch and an S50 slave cylinder. The M30 flywheel doesn’t have the right ring gear for this engine. But there is a chap in Moldova who skims them and will fit an M50/M52 ring gear.
It is slightly more expensive than an 328 flywheel, but then I would have had to get another Kevlar clutch or look at M3 kits etc.
The nice thing about this set up is you get a hefty clutch but it’s got a normal pedal feel. Also if and when I wear the clutch out, I only have to buy a standard one. Not some expensive stage 2 or 3 replacement.
It is all pretty uncharted waters though so I thought I better get cracking as it is bound to go wrong.
Wipped the box out after work last Friday.
The picture doesn’t really do the comparison justice. The original plate is 215mm while the M5 one is 240mm. But it’s not that, I know 25mm isn’t that much. It’s more the plates. I have done some big Porsche and AMG clutch’s over the years, but the springs and plate thickness are huge!
The e34 M5 came out of the box with more power than I will probably ever run. So we should be all good.
Then the problems started. Without the gearbox out it was quite hard to prepare.
I had been told M50 flywheel bolts were all I would need. But when I dropped these through the flywheel it was instantly obvious they weren’t long enough. Holding the flywheel up to the crank the bolts didn’t even reach the thread, which is slightly recessed.
I’m not blaming anyone. But from there I shall take control. As I have it all on the bench it’s just maths. I measured the depth of the crank holes and found a bolt of maximum 35mm was what was needed. M50 were 25mm and M44 40mm.
I’m not going searching through the parts catalog trying to find something that fits. So I went straight to an engineering supplier. M12x1.5x35 ordered, car pushed out and we wait.
As I had the time I also ordered some clutch bolts from the same guys. A couple were rounding off. They were also a bit long for the new set up. I could have cut them down but me being me, I decided to upgrade them from 8.8 steel to 12.9 like the flywheel bolts. A bag of 10 for three quid. It makes you wonder why nuts and bolts are so expensive. Just because it says BMW or whoever on the bag.
Two days later we start again. Pushed the car back in. Bolted the flywheel on. It looked great, then I noticed the next problem.
The heads on the flywheel bolts sit proud and the clutch plate sits on them rather than the surface itself.
Now the bolt heads are exactly the same as the M52 and M44. Maybe BMW used something else on earlier cars?
I got back on the research and found yes, the m30 had no shoulder on the head of the bolts.
Car pushed back out and more waiting. Starting to get worried. Got a track day booked next week.
Two days later more bolts turn up.
Finally it’s in.
It’s fair to say bleeding the clutch after swapping the slave cylinder was a sod. But it’s in and working. Now I just need to try and get some miles on it before Monday when she returns to the track.
So Bedford came and went. On the whole a successful day. The clutch certainly had no issues.
The temperature was stupidly high on the day though. Lots of people were stuffering from issues. Mine manifested itself as a misfire usually starting by the second lap. Let it go cold and it’s fine. I had this before when the engine first went in. If driven for an hour or so. I had suspected an injector as I had moved the coils and plugs around. But it always came back on cylinder 2. So at the lunch break I swapped the injectors around. No change. With the temperature of the day I think it is probably overwhelming the spark plugs. Some new higher heat rates ones may we’ll be in order.
But for now she is back in the garage. I have pinched the battery to go in the race car.
Which brought us in quite nicely on the weight limit.
My last race in the boxster is next weekend at Brandshatch again. But this time on the Indy. So I think understandably my concentration is on that at the moment.
Once that is over I can once again think BMW.
I am excited though. This racing malarkey is like a track day on acid.
The temperature was stupidly high on the day though. Lots of people were stuffering from issues. Mine manifested itself as a misfire usually starting by the second lap. Let it go cold and it’s fine. I had this before when the engine first went in. If driven for an hour or so. I had suspected an injector as I had moved the coils and plugs around. But it always came back on cylinder 2. So at the lunch break I swapped the injectors around. No change. With the temperature of the day I think it is probably overwhelming the spark plugs. Some new higher heat rates ones may we’ll be in order.
But for now she is back in the garage. I have pinched the battery to go in the race car.
Which brought us in quite nicely on the weight limit.
My last race in the boxster is next weekend at Brandshatch again. But this time on the Indy. So I think understandably my concentration is on that at the moment.
Once that is over I can once again think BMW.
I am excited though. This racing malarkey is like a track day on acid.
Racing done for the year and the boxster is tucked away again.
My mind slowly returns to the BMW. The heat soak at Bedford last time out is first. So some hotter plugs go in.
I haven’t had much to do with NGK plugs before, Merc and Porsche mostly using Bosch or Beru. But looking about, these are recommended by a few places I trust for this issue.
A small road test seems in order.
Popped down the cafe for Sunday nights modified BMW meet.
Many nice things on display.
This twin turbo monster apparently putting out nearly 600bhp was pretty impressive.
My old girl ran faultlessly, thankfully.
The only issue I have now is the low idle. So bad it stalls when cold. When hot it’s about 500rpm. The flat spot is gone, I think this now is just down to the weight of the rotating assembly. Not enough momentum. I’m tempted to do away with the idle control system all together and just set it on the throttle butterfly for a warm engine at about 1000rpm. More like a track car.
My mind slowly returns to the BMW. The heat soak at Bedford last time out is first. So some hotter plugs go in.
I haven’t had much to do with NGK plugs before, Merc and Porsche mostly using Bosch or Beru. But looking about, these are recommended by a few places I trust for this issue.
A small road test seems in order.
Popped down the cafe for Sunday nights modified BMW meet.
Many nice things on display.
This twin turbo monster apparently putting out nearly 600bhp was pretty impressive.
My old girl ran faultlessly, thankfully.
The only issue I have now is the low idle. So bad it stalls when cold. When hot it’s about 500rpm. The flat spot is gone, I think this now is just down to the weight of the rotating assembly. Not enough momentum. I’m tempted to do away with the idle control system all together and just set it on the throttle butterfly for a warm engine at about 1000rpm. More like a track car.
So a couple of weeks back I decided to have a look at the idle system, see if it couldn’t be smoothed out.
I pulled out the idle air line and inspected.
Couldn’t actually see any leaks. But definitely not in the best condition. I replaced the idle hose. Suck it and see.
That being said the e36 is back in the garage. My wife is pregnant so I have had to start preparing for a little one. Don’t worry the track car is going nowhere, although it will have to go on the back burner for a bit, again.
I have been running around for the last couple of years in a Seat Ibiza. Great cheap economical car but not really big enough anymore.
So being me and doing what I do, a tatty 7 series was the sensible option.
It wasn’t exactly in good nick, needing brake pipes, discs, suspension arms, tyres, gearbox sump, glow plugs, output stage timer and a good service. But it was cheap and after three weekends on the ramp it’s now a pretty good car.
I might start a thread on it, if there is any interest. But for now I will say Happy Christmas.
Thank you to those who still follow. It’s amazing how many people at car shows and track days say they have read this. It’s going to an interesting year with the baby on the way and we are going racing again next year too.
I will endeavour to get the e36 back on track in the spring though.
I pulled out the idle air line and inspected.
Couldn’t actually see any leaks. But definitely not in the best condition. I replaced the idle hose. Suck it and see.
That being said the e36 is back in the garage. My wife is pregnant so I have had to start preparing for a little one. Don’t worry the track car is going nowhere, although it will have to go on the back burner for a bit, again.
I have been running around for the last couple of years in a Seat Ibiza. Great cheap economical car but not really big enough anymore.
So being me and doing what I do, a tatty 7 series was the sensible option.
It wasn’t exactly in good nick, needing brake pipes, discs, suspension arms, tyres, gearbox sump, glow plugs, output stage timer and a good service. But it was cheap and after three weekends on the ramp it’s now a pretty good car.
I might start a thread on it, if there is any interest. But for now I will say Happy Christmas.
Thank you to those who still follow. It’s amazing how many people at car shows and track days say they have read this. It’s going to an interesting year with the baby on the way and we are going racing again next year too.
I will endeavour to get the e36 back on track in the spring though.
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