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      05-23-2012, 04:35 PM   #815
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Originally Posted by firechicken99 View Post
Now that I've had my first track experience I wanted to add to this... I unfortunately didnt get to log coolant temps because I couldnt find this thread on my mobile.

I HPDE'd my 1M with procede around NJMP lightning all day in 75* ambients with a pretty hard and heavy footed afternoon hitting 130+/- on the straight. My oil temps never went over 250 and although i couldnt monitor coolant temps I can say that I did not have a single malfunction light the entire day. Wish I could provide coolant temp data and will be sure to have the hack handy next time!
Excellent! I love that car. Drove a modified 1M last weekend and was thoroughly impressed.

Benefits of the 1M over the 335 are: MT, additional radiator, proper ducting to the oil cooler and additional radiator.

As you get faster, you might want to look into distilled water and possibly a larger capacity oil cooler. This isn't definite, just a maybe.

Great thing is the only mod would be the larger oil cooler and that would only be the core and maybe a little fender lining trimming.
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      05-23-2012, 09:00 PM   #816
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Benefits of the 1M over the 335 are: MT, additional radiator, proper ducting to the oil cooler and additional radiator
You're forgetting: less restrictive downpipe, a more powerful water pump, and fan
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      05-23-2012, 09:11 PM   #817
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You're forgetting: less restrictive downpipe, a more powerful water pump, and fan
That I am.
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      05-23-2012, 09:22 PM   #818
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Excellent! I love that car. Drove a modified 1M last weekend and was thoroughly impressed.

Benefits of the 1M over the 335 are: MT, additional radiator, proper ducting to the oil cooler and additional radiator.

As you get faster, you might want to look into distilled water and possibly a larger capacity oil cooler. This isn't definite, just a maybe.

Great thing is the only mod would be the larger oil cooler and that would only be the core and maybe a little fender lining trimming.
Its got me so hooked I am tempted to start going for power adders.

Also dont forget the dry sump MT
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      05-28-2012, 08:48 PM   #819
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Its got me so hooked I am tempted to start going for power adders.

Also dont forget the dry sump MT
You're not over heating yet, cuz you're not driving hard enough yet. Also the 1M overheats, despite all the new toys. Turbos produce much more heat than N/A engines, Period.
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      05-28-2012, 10:38 PM   #820
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You're not over heating yet, cuz you're not driving hard enough yet. Also the 1M overheats, despite all the new toys. Turbos produce much more heat than N/A engines, Period.
Being it was my first track day ever I have no choice but to modestly say you are completely right..... and agreed on FI vs N/A

I was driving it what I thought was "hard" keeping in mind the posted heat issues, which were why I chose to shift earlier instead of revving every gear out to 6500
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      06-03-2012, 10:02 PM   #821
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I took out my 335is to the track this weekend - and was extremely happy out the temp levels. I was running with another 335 -- which went into limp mode and lost power on all of the later in the morning (e.g. hotter) sessions.

We compared temps - and consistently the 335is was running at least 10f or more degrees cooler. I used to have one of the early 335 e92s - and the 335is definitely seems more at home on the track. From my view of the world BMW did a pretty good job with the extra radiator, duct work, etc. on the IS.

-Scott
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      06-03-2012, 10:21 PM   #822
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I took out my 335is to the track this weekend - and was extremely happy out the temp levels. I was running with another 335 -- which went into limp mode and lost power on all of the later in the morning (e.g. hotter) sessions.

We compared temps - and consistently the 335is was running at least 10f or more degrees cooler. I used to have one of the early 335 e92s - and the 335is definitely seems more at home on the track. From my view of the world BMW did a pretty good job with the extra radiator, duct work, etc. on the IS.

-Scott
The 335I needs to read his code. If you take the time to read this thread, you will learn that temps are almost never the reason why the car goes into limp mode.

I'm glad your 335IS is holding up for you. It's performance is probably due to the overall newness of your car. The 335IS is unfortunately a poor track car IMHO, because unlike the M3, the DCT, has no tranny cooler, and the car shuts it down when the tranny temps get too high.
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      06-04-2012, 12:00 PM   #823
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Well I drove 94 miles on the track yesterday. Others in the group had 12' M3s, 12'F30, a few E36s, Ferrari 360, Porshe GT2 ,etc. etc. All very nice vehicles. The track temp at 9 was 84 degrees at ~5600 feet (guess) of elevation. By noon it was 94 degrees.

I didn't go into limp mode once. In fact I couldn't get my oil temps above 250 degrees with the AR Design dual oil cooler set up. Although I can't monitor tranny temps, it didn't see limp mode...indicating the AR Design tranny cooler is working well. This is the first time ever that I haven't fought limp mode issues. I think the trick is a different radiator, really robust oil coolers, tranny cooler, camber plates, upgraded brakes with motul... I think those are the 'mandatory' upgrades in order to have a successful day.

I am an experienced driver...so the vehicle was pushed hard. Not sure how to say that without sounding like I have an ego, but thought it was relevant to mention.
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      06-05-2012, 09:30 AM   #824
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Well I drove 94 miles on the track yesterday. Others in the group had 12' M3s, 12'F30, a few E36s, Ferrari 360, Porshe GT2 ,etc. etc. All very nice vehicles. The track temp at 9 was 84 degrees at ~5600 feet (guess) of elevation. By noon it was 94 degrees.

I didn't go into limp mode once. In fact I couldn't get my oil temps above 250 degrees with the AR Design dual oil cooler set up. Although I can't monitor tranny temps, it didn't see limp mode...indicating the AR Design tranny cooler is working well. This is the first time ever that I haven't fought limp mode issues. I think the trick is a different radiator, really robust oil coolers, tranny cooler, camber plates, upgraded brakes with motul... I think those are the 'mandatory' upgrades in order to have a successful day.

I am an experienced driver...so the vehicle was pushed hard. Not sure how to say that without sounding like I have an ego, but thought it was relevant to mention.
Promising. Is this your first time out with the AR setup?
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      06-05-2012, 09:42 AM   #825
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On related news, I can now reproduce the traction-based limp mode.

At NJMP Lightning, at the track-out point of the lightbulb where the surface transitions from banked to level, I sometimes lose traction for a fraction of a second. This is at WOT, around 6000rpm and 100-110mph, with all nannies off and yes, an LSD. Right before the shift to 4th. When that happens, I get an immediate limp mode, which leaves no error codes stored on the computer.

Pit in, restart car, and pit out. Without codes stored, not sure how to troubleshoot this further.
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      06-06-2012, 10:17 PM   #826
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On related news, I can now reproduce the traction-based limp mode.

At NJMP Lightning, at the track-out point of the lightbulb where the surface transitions from banked to level, I sometimes lose traction for a fraction of a second. This is at WOT, around 6000rpm and 100-110mph, with all nannies off and yes, an LSD. Right before the shift to 4th. When that happens, I get an immediate limp mode, which leaves no error codes stored on the computer.

Pit in, restart car, and pit out. Without codes stored, not sure how to troubleshoot this further.
can you blame the car? loosing traction even for a fraction of a second at 100-110mph sounds super scary.
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      06-07-2012, 11:55 AM   #827
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can you blame the car? loosing traction even for a fraction of a second at 100-110mph sounds super scary.
hehe /\
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      06-07-2012, 12:39 PM   #828
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Quote:
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can you blame the car? loosing traction even for a fraction of a second at 100-110mph sounds super scary.
Is this the track & racing section? This is a ridiculous statement. With the nannies off losing traction should not induce a limp mode, ever.

Waiting for full investigation of this limp mode... thanks for any info PeterM1.
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      06-07-2012, 05:52 PM   #829
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This is essentially what we've known all along, there's no way to turn the nannies off 100%, some built-in safeties remain.
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      06-10-2012, 10:25 PM   #830
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This is essentially what we've known all along, there's no way to turn the nannies off 100%, some built-in safeties remain.
Peter, one thing we never accounted for when we were in the early stages of this thread, is the effect of those who had a catless downpipe. It should lower EGT's, and help those who had them. I know the stage 2 lower temp thermostats pretty much solved the problems, but this piece of hardware was also probably helping, those who had it, and hurting those who didn't.
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      06-11-2012, 07:39 AM   #831
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This is essentially what we've known all along, there's no way to turn the nannies off 100%, some built-in safeties remain.
I believe this might sadly be true! This week-end's skid pad exercises led be to believe the nannies intervened even when turned fully off. Even fellow drivers watching me said they heard the brakes pulsating. Was having a very hard time losing traction, and when I did, it was only for brief moments.
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      06-11-2012, 08:20 AM   #832
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Originally Posted by Killerfish2012 View Post
Peter, one thing we never accounted for when we were in the early stages of this thread, is the effect of those who had a catless downpipe. It should lower EGT's, and help those who had them. I know the stage 2 lower temp thermostats pretty much solved the problems, but this piece of hardware was also probably helping, those who had it, and hurting those who didn't.
We haven't ventured in some territories, meth is another one. I wish we had some on/off data on that side too.

Last edited by mid-corner fun; 06-11-2012 at 08:54 AM.
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      06-11-2012, 10:23 AM   #833
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"Promising. Is this your first time out with the AR setup?"

Yes with the dual oil cooler upgrade. The last time I tracked it, I had the stage 1 single oil cooler upgrade and it wasn't enough to keep the oil temps down. It helped but wasn't a great track solution. The dual is by far the way to go IMHO.

Adam
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      06-29-2012, 05:56 PM   #834
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Is my problem possibly linked?

Quote:
Originally Posted by PeterM1 View Post
On related news, I can now reproduce the traction-based limp mode.

At NJMP Lightning, at the track-out point of the lightbulb where the surface transitions from banked to level, I sometimes lose traction for a fraction of a second. This is at WOT, around 6000rpm and 100-110mph, with all nannies off and yes, an LSD. Right before the shift to 4th. When that happens, I get an immediate limp mode, which leaves no error codes stored on the computer.

Pit in, restart car, and pit out. Without codes stored, not sure how to troubleshoot this further.
Nice that it happens just in front of the pit entrance...

Autocrossing last week - tight BMW CCA NJ course - WOT 2G at fastest (short) straight - quick jog left, touch brake, pull right to enter mini-lightbulb - and engine cuts out with engine malfunction light. First time with a new limp mode for me - stuttering with misfires. Bizarrely, this happened at exactly the same place on my next 2 runs with same result - not the classic power-loss limp mode, but engine revs way down, no throttle response, loss of power steering. Limped through rest of course, restarted, and was fine, until the same next right-hander.
DTC was off. Others thought it might be a LPFP/fuel starvation problem because I had only a quarter tank of gas. At home, saw a 5E19 code - ECU loses communication - possibly a loose connection? Nothing else.
Now you mention DTC - is it possible my LM was wheel-spin related? Has this happened to you going over the hill at Lime Rock?
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      07-10-2012, 01:04 PM   #835
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Hey guys, I'm targeting my first track day in November (haha heat gremlins, eat cool air), and I'm trying to get together my reliability/trackworthy mods before I go. So far here's what I'm doing:

1> Stett Stg 2 oil cooler (my car is a 2008 E92 335 with no oil cooler)

2> Wavetrac LSD + powerflex subframe bushings + eibach/hotchkiss swaybars (figure I'll do the swaybars since I'll have the subframe out) -- any suggestions on swaybar selection?

3> Racing brake caliper/rotor upgrade in the front or a stoptech front kit; haven't been completely sold on either yet.

I realize some of this is overkill but I'm an experienced racer (raced motorcycles in the 90's, had a mkiv supra TT and a C5 Z06, sold in '06) so I want the car to hold together and I plan on doing more mods later.

Anything else you can think of besides the usual flush/fill with 80/20 water coolant/wetter/40w oil/flush brakes fill with motul 600/etc ?

I know there's nothing I can do if my VANOS craps out at the track besides replace it afterwards, but I'm trying to knock down the pins I can.

Thanks
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      07-10-2012, 01:26 PM   #836
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Hey guys, I'm targeting my first track day in November (haha heat gremlins, eat cool air), and I'm trying to get together my reliability/trackworthy mods before I go. So far here's what I'm doing:

1> Stett Stg 2 oil cooler (my car is a 2008 E92 335 with no oil cooler)

2> Wavetrac LSD + powerflex subframe bushings + eibach/hotchkiss swaybars (figure I'll do the swaybars since I'll have the subframe out) -- any suggestions on swaybar selection?

3> Racing brake caliper/rotor upgrade in the front or a stoptech front kit; haven't been completely sold on either yet.

I realize some of this is overkill but I'm an experienced racer (raced motorcycles in the 90's, had a mkiv supra TT and a C5 Z06, sold in '06) so I want the car to hold together and I plan on doing more mods later.

Anything else you can think of besides the usual flush/fill with 80/20 water coolant/wetter/40w oil/flush brakes fill with motul 600/etc ?

I know there's nothing I can do if my VANOS craps out at the track besides replace it afterwards, but I'm trying to knock down the pins I can.

Thanks
you got it covered

Also, no need for a BBK if you invest in a good rotor/pad setup. My only advice is to have a way to read/reset codes (via BT or tune etc) while at the track so you don't lose track time.
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