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| − | [http://i593.photobucket.com/albums/tt17/broomy_2009/e30%20STUFF/90_318isad.jpg 318IS magazine spread]
| + | 2K8av6 <a href="http://pqtoceewqwxp.com/">pqtoceewqwxp</a>, [url=http://sseedvlepnis.com/]sseedvlepnis[/url], [link=http://jfsxgxttfjfp.com/]jfsxgxttfjfp[/link], http://nbkwxlyzkwym.com/ |
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| − | '''The History'''
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| − | One of the last models of the [[E30]] range to be added was the 318iS - a 2 door saloon. The 318iS was fitted with the [[M42]] engine, the most up-date-engine fitted to any [[E30]]. It came with [[Sports Suspension]] (including rear Anti Roll Bars - ARBS), [[Sports Seats]] front vented discs; rear solid discs, power steering, electric windows, electric mirrors, de-chromed trim, M-tech steering wheel, leather gear knob and gaiter, front and rear spoilers and BMW sport seats. The 318iS did NOT come with a limited slip differential as standard but was a small case differential with a 4.10 ratio. The base model cost aproximately £14,750 when it was new. It started out life to beat the sports models that Volkswagon and other leading car manufacturers were producing (such as the golf GTI. Bmw set out to produce a sports BMW which would match/ beat the performance of the likes of the GTI with a 1800cc BMW. At this moment in time, the only E30 BMW capable of out-performing the GTI was the 325i. The [[M42]] 16V DOHC engine was developed which produced 136BHP and was one of the most technologically advanced engine for its time and is also one of the most fuel economic E30's achieving around the 33MPG with mixed driving . There were rumours that the 318iS actually out-performed BMWs own 325i, so they restricted the power so the sales of the more expensive 325i wasn't effected. But still with 126BHP/tonne, it still gives the 323i a good run for its money.
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| − | In total, 41,234 318iS's were made which means that out of the full 2.2 million E30's, 1.86% of them were 318iS's. In 2001 the DVLA only had 1687 318iS's registered in the UK, the number has since thought to of fallen to around 900 which is making the 318iS becoming more valuable and sought after.
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| − | '''Common Problems'''
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| − | '''''The Profile Gasket'''''
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| − | The most common problem with the 318iS was the profile gasket failing on the engine. The chemicals in the coolant would deteriorate the gasket until it failed. The repair for this job is extensive (cylinder head, radiator, thermo-fan, crank pulleys and the front timing chain covers are just a few components that had to be removed). The gasket would normally fail around the 50,000 miles mark and wasn't always covered under the warrenty.
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| − | Gasket(x1): 111 217 215 46
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| − | Bolt set(x1): 111 217 219 39
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| − | Valve cover (x1): 111 217 218 76
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| − | Valve cover (x1): 111 217 214 76
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| − | Valve cover (x3): 111 217 214 75
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| − | Gasket (x1): 111 412 478 49
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| − | Gasket (x1): 111 412 478 37
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| − | o-ring (x1): 121 417 272 20
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| − | seal ring (x1): 071 199 633 55
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| − | Gasket (x1):116 117 344 90
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| − | Gasket (x1):116 1173 468 4
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| − | o-ring (x1):115 3172 121 8
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| − | Gasket (x1):115 3172 117 2
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| − | antifreeze (x1): 821 414 677 04
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| − | Throttle-b (x2): 135 412 474 00
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| − | Gasket (x1): 183 017 119 69
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| − | Nut (x4): 183 017 377 74
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| − | Gasket set (x1): 111 417 219 19
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| − | '''''The Timing Chain Tensioner'''''
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| − | The symptoms of a wearing tensioner is a rattling noise coming from the front of the engine which can easily be heard in the car from around 2000-3500rpm. It is a simple and relatively cheap fix, simply take the old one out and insert the new one. However, you can also re-fit an M44 tensioner. It is recommended that you change the tensior as soon as possible when the sytpoms begin to occur; a worn tensioner will cause the timing chains to stretch resulting in in new cam chain sprockets, timing chains, guides and various gaskets and can cost in the region of £550 (including labour from a specialist).
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| − | Timing Chain tensioner part (x1): 113 117 431 87
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| − | Timing Chain tensioner washer part(x1): 071 199 633 55
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| − | '''''Tapping/ticking noise'''''
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| − | When most people hear a ticking engine they instantly believe that the tappets are worn. This is not always the case, sometimes it can be a crack in the exhaust manifold. Normally the ticking will go away once the car has been driven for a while, so people believe tht the oil has reached operating temperature and cured the tapping problem. However, it could be a small hole in the exhaust manifold that is sealed when the manifold gets hot (ie expanding metal covering the hole up!). This is most common on cylinder one.
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| − | '''Common upgrades'''
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| − | Most people instantly buy an open cone induction kit for their car. however they are not good for the engine, as they tend to take in alot of hot air into the engine from inside the engine bay. The best air filters tend to be a performance panel filter (e.g. K +N panel filter) or a different form of enclosed air filter (e.g. BMC carbon fibre induction kit). Most people will say that the original BMW air filters are the best - and they are very good and normally better than the open cone filters.
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| − | Another upgrade is to buy a chip for the ECU. Installing a chip can induce the engine into producing up to 12 extra BHP. It is achieved by giving the car a different fuel pattern to run on (in simple terms) which increases the rev limiter, increase the low end torque and makes the car pull better over the full rev range.
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| − | A less common modification though is a supercharger conversion. Possibly the most famous supercharged 318iS on the E30 zone is [http://www.e30zone.net/e30zonewiki/index.php/Appletree%27s_318iS_with_Eaton_M45 Appletree's iS with Eaton m45 supercharger]
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| − | '''''More upgrades and problems can be found under the [[M42]] engine section'''''
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| − | '''Available Body Colours ([[Paint Colour Codes]]):'''
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| − | *[[Sterlingsilber Metallic]]
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| − | *[[Diamantschwarz Metallic]]
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| − | *[[Lazurblau Metallic]]
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| − | *[[Brilliantrot]]
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| − | *[[Alpinweiss II]]
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| − | '''Available Interior Trim Colours:'''
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| − | *[[Anthracite Check]]
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| − | *[[Silver Check]]
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| − | *[[Blue Check]]
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| − | *[[Natural Check]]
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| − | *[[Black Leather]]
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| − | [[Category: E30 Range]]
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| − | [[Category: E30 Sports Models]]
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| − | '''Useful websites'''
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| − | [http://www.bmwfans.info BMW ETK]
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| − | [http://www.esatclear.ie/~bpurcell/index.html BP's E30 318iS website]
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| − | [http://www.m42club.com The M42 engine club]
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| − | '''''**Part numbers were correct at time of typing, some may have been superceeded my a newer part. You use this information at your own risk - contact your local dealer to double check quantities/part numbers**'''''
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| − | '''Engine'''
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| − | ''Designation'' : '''M42b18'''
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| − | [http://i593.photobucket.com/albums/tt17/broomy_2009/m42curves.jpg Unmodded and Modded]
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| − | [http://i593.photobucket.com/albums/tt17/broomy_2009/sprchip.jpg Unmodded and Modded2] | |
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| − | Dimensions (nominal) : 84mm/3.31" bore x 3.19" stroke
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| − | Displacement : 1796 cc
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| − | Camshaft : Duration: inlet 252 exhaust 252 Lift: inlet 10.2 exhaust 10.2
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| − | Lobe height: 1.8755-1.8803"
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| − | Con-rods : Max. weight variance without bearing shells: 4g/14oz split equally between big and small ends
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| − | Crankshaft : End play: 0.0031-0.0064"
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| − | Thrust on cylinder 4
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| − | Cylinders : Max. ovality: 0.01mm/0.0004"
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| − | Max. taper: 0.01mm/0.0004"
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| − | Cylinder head : Height = 140mm/5.512"; minimum height = 139.55mm/5.494"
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| − | Firing order : 1-3-4-2
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| − | Fuel Pressure : 43 psi
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| − | Oil pressure : 1.3-2.0 Bar/18 psi @ idle, 4.0-4.3 Bar/57-62 psi at 6250rpm
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| − | Oil Filter : Hengst E88H D24 in-bowl type
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| − | Oil Type : I would recommend a 5W40, 5W50 or 10W50 fully synthetic (the text book says 15W50) as the tappets seem to prefer a lower viscosity oil
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| − | Output : 134 (cat) -136 (non-cat) bhp @ 6000rpm; 127 ft-lb @ 4600 rpm
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| − | Pistons : Clearance: 0.0004-0.0016"
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| − | Piston rings : Gap: Top & bottom compression rings = 0.0080-0.0160" ; oil ring = 0.0080-0.0180"
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| − | Compression pressures : 10-11bar (143-156psi):
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| − | Torques : Big ends: Step 1 = 23Nm/17 ft-lbs, Step 2 = +70 degrees
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| − | Camshaft sprocket: 13-17 Nm/10-12 ft-lbs
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| − | Camshaft bearing cap bolts: 13-17 Nm/10-12 ft-lbs
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| − | Crankshaft damper: 300-320 Nm/217-231 ft-lbs
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| − | Cylinder head: Step 1 = 30-35Nm/22-25 ft-lbs, Step 2 = +90-95 degrees, Step 3 = +90-95 degrees
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| − | Exhaust manifold: 22-24Nm/17-18 ft-lbs
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| − | Flywheel: 82-94 ft-lbs
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| − | Intake manifold: 13-17Nm/10-12 ft-lbs
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| − | Main bearings: Step 1 = 20-25/14-18 ft-lbs, Step 2 = +47-53 degree turn
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| − | Viscous fan coupling (LH threads): 40-50Nm/29-36ft-lbs
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| − | Timing chain tensioner: 23-27Nm/17-19 ft-lbs
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| − | Valves : Seat angle: 45 degrees
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| − | Valve stem to guide clearance: 0.020"
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| − | Inlet: Solid, stem diameter 6.975mm/0.2756", head diameter 33mm/1.299"
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| − | Exhaust: Sodium filled, diameter 6.975mm/0.2756", head diameter 30.5mm/1.201"
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| − | Seat diameter: inlet = 31.6mm/1.244", exhaust = 29.1mm/1.146"
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| − | Seat width: 1.4-1.9mm/0.055-0.075"
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| − | Valve clearance : None, automatically compensated by hydraulic tappets
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| − | '''Fuel System'''
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| − | Injectors: Flowrate: 170 cc/min
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| − | Test pressure: 3 Bar/43psi
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| − | Coil resistance: (@20 deg C/68 deg F): 15-17.5 Ohms
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| − | Ejection angle: 30 deg
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| − | '''Ignition'''
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| − | Motronic : Bosch DME 0-261-200-175 Software version 1.7 (US details)
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| − | Spark plugs : 16mm 3 electrode NGK BKR6EK or Bosch F7LDCR. The Champion RC8DMC can be used too. Note a 4 electrode platinum plug has
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| − | been approved for the M42 engine with max. 100,000 miles life, BMW part# 12 12 9 071 003, NGK BKR6EQUP or Bosch FGR7DQP.
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| − | Installation torque 27-33Nm/20-24ft-lbs
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| − | Plug gap : As specified above, they are unadjustable (pregapped) otherwise 0.027"
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| − | Idle Speed : 850rpm
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| − | '''Chassis'''
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| − | [http://i593.photobucket.com/albums/tt17/broomy_2009/frntsusp.jpg Front suspension]
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| − | [http://i593.photobucket.com/albums/tt17/broomy_2009/rearsusp.jpg Rear suspension] | |
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| − | The 318is chassis was changed from the 318i to be stiffer, lower and with a less roll. So, the chassis was adapted from the 325i Sport which fitted these criteria. This suspension set-up is to M-Tech specifications and is comprised of:
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| − | -15mm front springs, -17mm rear springs, appoximately the same ratings as the M3
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| − | Firmer Boge gas dampers (shocks)
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| − | Stiffer 20mm front anti-roll (sway) bar
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| − | A 14.5mm rear anti-roll bar was fitted, although many US models had just 12mm
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| − | Larger diameter 51mm front struts (and therefore dampers)
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| − | ''Techincal info''
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| − | Front settings : Castor 8½º ± ½, Camber -2/3rdsº ± ½, Toe-in 0.028" ± 0.024, Steering axis inclination 13 5/6thsº ± ½
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| − | Rear settings : Camber -2º ± ½, Toe-in 0.080" ± 0.031
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| − | Tyres : 195/65/V14 205/55/V15
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| − | Wheels : 14"x6", 14"x6.5", 15"x7", 4x100 cts mm bolt holes, centre hubs are 57mm, wheel bore 57.1mm
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| − | Wheel offsets :
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| − | 6" rim width: 35mm offset
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| − | 6½" rim width: 30mm offset
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| − | 7" rim width: 25mm offset
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| − | '''Braking'''
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| − | Front : ATE or Hoeflinger Ventilated disc, 10.24" diameter
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| − | Rear : ATE or Hoeflinger Soild disc, 10.16" diameter
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| − | Handbrake: Drum, integral with rear disc, manually adjusted internally at rear of lever. Shoes usually last the lifetime of the car.
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| − | Calipers: ATE or Girling
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| − | Master cylinder: ATE
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| − | Recommended Fluid: DOT 4 - BMW recommend changing the fluid every 24 months. I would recommend changing it before and after a track session also.
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| − | Rear pads: I use Pagid 0307NA
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| − | Front pads: I use Pagid 5035NA
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| − | Minimum pad thickness = 2mm
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| − | I would recommend replacing discs after 2mm of wear has taken place - thats a lot of metal removed! At this point they are vulnerable to warping, cracking and fade. New pads will take longer to bed and in severe cases, can jam the pads onto the disc.
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| − | A balance valve is fitted to reduce the proportion of pressure given to the rear wheels as weight is tranferred forward to prevent them locking up under hard braking.
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| − | Some models (especially in the USA) had Bosch ABS. In the UK it was a £690 (1990) option.
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| − | Front discs are very prone to slight warping causing a steering wheel shimmy (a vibration) at around 60mph / 100 kph. If you seem to have trouble balancing wheels, then it may be indicative of disc condition.
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| − | Replacing discs is an easy job, takes less than one hour per pair and cost £50-£100 / $60-$120 for OEM discs. I don't believe cross-drilled discs are good value unless you auto-X, as they can reduce brake effort and efficiency in normal use. Slotted / grooved discs are a better bet for an upgrade, but the best money is spent on good pads and regular (at least every 2 years) DOT 4 fluid replacement.
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| − | Gearbox
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| − | Designation: Getrag 240/5
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| − | No automatic gearbox was offered.
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| − | Gear Ratio's and Max Speeds:
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| − | 1st: 3.73 - 28mph
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| − | 2nd: 2.02 - 52mph
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| − | 3rd: 1.32 - 80mph
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| − | 4th: 1.00 - 106mph
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| − | 5th: 0.81 - 127mph
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| − | Reverse: 3.45
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| − | Final Drive: 4.1, pulling 20.7mph/1000rpm in 5th
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| − | Lubrication
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| − | Engine : Fully or semi-synthetic, 15W-50 depending on environmental temperatures (although I would recommend a 5W40, 5W50 or 10W50 fully sythetic) - 4.5 litres, 5.26 qrts
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| − | Engine oil filter : Hengst E88H D24, in bowl type
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| − | Gearbox : 1.2 litres, 2.5 pts
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| − | BMW Mobile traditions CD-Rom designates DEXRON II automatic transmission fluid
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| − | Differential : Castrol SAF-X0 75W-90 or Castrol Synthrax or Hypoid 90 (for open diffs). Castrol SAF-XLS for Limited Slip Diffs.
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| − | Also see Castrol's website.
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| − | Performance
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| − | I have made two quicktime videos showing the car acceleration, one showing the 0-60mph (~9.1 seconds) and 0-100mph (~26.2 seconds).
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| − | Here is a comparison to some 1990-1994 sports coupes (not bad for a generation removed and with just 1.8litres!) sourced from various magazines:
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| − | [http://s593.photobucket.com/albums/tt17/broomy_2009/?action=view¤t=Stats-1.jpg Performance stats chart]
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| − | * Figures for E30 taken with a crew of two and a full fuel tank.
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| − | Max BHP : 136bhp @ 6000rpm
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| − | Max Torque : 127 ft-lbs @ 4600rpm
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| − | BHP/Litre : 75.6
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| − | Official MPG (Urban) : 26.9
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| − | Official MPG @ 56mph : 47.9
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| − | Official MPG @ 75mph : 37.2
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| − | 30 to 50 mph in 4th/5th : 8.5/12.8 secs
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| − | 40 to 60 mph in 4th/5th : 9.2/13.2 secs
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| − | 50 to 70 mph in 4th/5th : 9.6/13.4 secs
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| − | 60 to 80 mph in 4th/5th : 9.0/14.6 secs
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| − | 70 to 90 mph in 4th/5th : 9.7/17.3 secs
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| − | General Info
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| − | Weight balance = 53% front / 47% rear
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| − | Unmanned weight = 1125kg / 2533 lbs
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| − | | |
| − | Power to weight ratio = 123.6 bhp/ton
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| − | Wheel base = 101.2"
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| − | Turning circle = 34.4 feet @ 4 turns lock to lock (p/s), 4.4 turns L2L (m/s)
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| − | Fuel tank capacity = 61.8 Litre / 13.6 Gals
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| − | Cd(A) factor (aerodynamic drag) = 0.35
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| − | Base price when new = std £14,750 (1990), $21,500 (1991)
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