Het verhaal achter de motorrevisie van mijn E28 M5

[GTRene]

mooie platen

[Tim N]

Eerste foto is een mooie. Top stuk hoor, en mooi om elke keer je belevenissen met #231 te lezen.
Heb je hem zelf ingevoerd eigenlijk?

[MartijnGizmo]

Prachtig!

[raymondw]

Heb je hem zelf ingevoerd eigenlijk?

Yep, gekocht in April 2001 en wilde pas officieel invoeren bij 25jaar (eind 2010) vanwege het bereid zijn om 10% rest-BPM voor een derde hobby-auto te betalen. Toen medio 2008 de BPM nihil regeling werd ingevoerd heb ik hem alsnog vervroegd ingevoerd. Bijkomend voordeel is dat ik nog (net) een kenteken uit de oude serie kreeg.

[///Joost]

Inderdaad schitterende foto's. Hoe bedoelde je dat met invoeren? Reed je op Duitse platen dan tot 2008? Ik vat m effe niet...

[Tim N]

Dat je dus een M5 7 jaar in je schuur kunt laten staan wachten.
Engelen geduld heb je dus wel

Gelukkig heb je idd nog een "oud" type kenteken dat is nog te behappen
Al heb je om een E28 M5 te willen rijden weinig keuze, wachten op een origineel Nl-se is uitgesloten natuurlijk.

[raymondw]

Inderdaad schitterende foto's. Hoe bedoelde je dat met invoeren? Reed je op Duitse platen dan tot 2008? Ik vat m effe niet...

Zo af en toe een KKE in Nordhorn opgehaald en daarmee in DLD rondgereden. Voor de rest gestald in mijn loods.

Dat je dus een M5 7 jaar in je schuur kunt laten staan wachten.
Engelen geduld heb je dus wel

Naast deze E28 M5 heb ik ook een E34 M5 en die gebruikte ik als tweede auto, dat is ook geen straf . Dat is sinds 2010 andersom.

[Tim N]

Some boys have all the luck

[raymondw]

It has been three years since I last participated in a multiple-day driving-trip. You know, at some point, family and children (should) become ones first priority in life. Going away for a few days feels like being selfish, even when it is just a weekend. Not that it should be, but finding the right balance between family and hobbies is a challenge ?!

I am certain that most senior members here share that sense of responsibility. For me, this is one of the reasons that I did not participate in an Alps tour for quite some time (five years). Granted, I did participate in the occasional meeting with fellow enthusiasts, but apart from the trip to the Belgian Ardennes in the spring of 2010, these were limited to single day driving-events.

With the major suspension work from last winter in mind, Jeroen’s invitation to join the 2013 bmwe21.net Eiffeltour came right in time. Most people only know the Eiffel for its hosting on one of the world’s most notorious racetracks, but the Eiffel is so much more than just the Nordschleife became a hype after Top Gear first started to challenge Sabine Schmitz ten minute lap time in a Ford transit.

The Eiffel also is about culture, history, excellent wines and landscapes. You must know that I have participated in some serious mountain tours in the Alps during my holidays. Those tours go further than just hiking; summiting 3000ers is a serious undertaking but gives a perspective that one simply cannot enjoy with a car or motorcycle. Well the same thing applies to the Nordschleife; yes, it is fun to drive, but also feels like being sucked into a black-hole. There is so much more to see and enjoy in the Eiffel ! Given the amount of dedicated Motorcycle hotels, motorcycle clubs already know ….. Just some food for thought !

For me, the Eiffel tour started in the afternoon of Friday the 27th of September with the journey to Daun, a city located about 25km southwest of the Nürburgring. I had preferred to leave already in the morning, but work commitments prevented an earlier departure due to which I had to deal with Friday afternoon’s rush-hour in the congested German Ruhr area. Especially on the A3 between Oberhausen and Cologne, it was go with the flow at a moderate 80-120km/h. I took the opportunity to refuel #231 with Aral’s finest (Ultimate 102) at Ohlsiger Heide just before Cologne were I expected more traffic jams on the A1 towards Koblenz. This turned out to be true due to which I lost another hour and it wasn’t before five o’clock that we entered the A1 towards Blankenheim.

I got quite fed-up with a Volkswagen Passat running on Satan’s fuel that just would not move over, preventing me from stretching #231’s legs a little on the last hill-climb towards the A1’s Blankenheim. Here the A1 stops suddenly and traffic to Trier have to find their way over the L115 towards Daun were A1 continuous in the direction of Trier. Given the many road-side bill-boards, this is much to the aggravation of the local inhabitants who are fed-up with all that heavy traffic through their villages. Unlike environmentalists, the inhabitants of the valleys demand completion of the last missing section of the A1.

After about three-and a halve hours of driving, we arrived in Daun shortly after 6.00PM. Before driving to the hotel, I first refueled #231 at the Aral petrol station. She needed ‘only’ 16,4ltr for 136km of driving, which isn’t that bad given the mix of congested and high speed driving. My much younger 530i touring from 2003 doesn’t do much better under the same conditions. The ‘Eiffelhotel Daun’ is not located in Daun itself, but on a hill juts outside the neighboring village of Gemünden.



The ‘Eiffelhotel Daun’ primarily aims at groups visiting the area shortly for driving-trips, mostly motorcyclists but car enthusiasts as well. Its interior dates back to the seventies or eighties era of the last century, but that offers a time-period setting in a pleasant atmosphere for petrol talks until the small hours.



Saturday started cold but beautifully with blue skies and a clear horizon. As a result the roof of some cars were partially frozen with condensation.



After having breakfast, Koos distributed the Porto phones that allow quick and effortless communication within a radius of ten kilometers. The advantage of Porto phones is that they allow broadcast of messages over a large group without any delay to the listeners. This makes them very useful for safety messages and coordinating purposes. This unlike mobile telephony that only allow peer-to peer communication with quite some delay in the network.

Eiffel Tour
The driving-tour focuses on the Northern Eiffel region with a total-length of 300km on a mix of larger and smaller roads, some of them in alpine style with hairpins and apexes. The plan was to drive in two groups; one fast-and one leisure group. Upon departure bat around 10:30AM, we left as a single large group from the Eiffel Hotel.



The group consisted of four odd ball’s. Next to the M5’s from myself (E28S) and Robert (E34S), there was Rob who took his E24S M635CSI (also M88/S38 powered) and Koos (E30 325i convertible).

Regrouping
After twenty minutes of warming up driving, the proposal to regroup was broadcasted in the ether by Jeroen. I knew the fast leading group well from a similar trip in the Ardennes now three years ago; they are all driving in E21 323i’s in different configurations, including one original Hartge version. My approach for that morning was wait and see, so I didn’t follow Jeroen and Gerrit when they were seeking connection to Ite and Gerwin who were driving in front.

After a few minutes, I saw myself driving in fifth or sixth position in the second group with Robert (E34S), Rob (E24S) and two E21’s driving in front of me. The pace set by the group-lead was relaxed but not really challenging as I hardly used more than 20% of #231’s abilities ….. Soon after, I mobilized an 150 additional horses that were anxious waiting to gallop in #231’s engine bay.

Chasing the front runners
The first passing maneuver was downhill on a 5% slope during which I managed to gain three positions just in front of the E24S. I could have progressed into the relatively fast right-turner and normally I would have, but a message broadcasted from the Pauline in the most forward car indicated caution because of slippery conditions, hence why another quick burst was required soon after. I noticed that Robert in his E34 M5 (GD55450) also followed soon after with an increased pace we both attempted to join the front group that had a five to ten minute lead. We continued to follow the L16 towards Mürlenbad, by then all the cars vitals had fully warmed up ….. what followed was a lovely hill-climb with two M5’s chasing each other on the small country road towards the settlement of Weißenseifen !

Comparison between E28S M5 and E34S M5
Let me first say that Robert’s E34S M5 is very well maintained and in excellent shape. I have been privileged to help him out on much of its recent maintenance to resolve the issues that were the result of twenty years of daily usage. As a result, she feels as strong as she left the factory. Suspension wise, she has been sorted out as well with a completely new suspension fitted not that long ago. When well driven, cars like that are a serious challenge in such driving-environments, even for its much more potent successors.

The story f #231 is well known; a full engine rebuild in 2009/2010 followed by a front suspension overhaul in 2011 with new shock absorbers and springs fitted in 2013. Generally, I was driving between 70% to 80% of the cars potential; as a general rule of thumb, the E34S is better balanced allowing faster turn-in speeds that can be maintained longer in normal bends. When braking before entry is required, the E28S benefits from its lower weight and better agility allowing its driver to engage full throttle more quickly when accelerating from sharp corners and apexes. Robert played the game well and was capable to compensate for the lost ground in the preceding section on almost all occasions. He definitely had more reserve left and I think it will be difficult to keep track if he had the lead.



Evaluation of the Suspension
The new shock absorbers and front springs result in a significant improvement. The un-composed behavior and under-steer that I had observed in the Ardennes is completely gone. She now maintains a neutral behavior even under very fast cornering; under-steer is completely absent unless one lifts the throttle in hairpins. Over-steer can be provoked quit easily, but the transition is progressive an d lift of the throttle returns its neutral behavior. Very nice and enjoyable.

brake and tire considerations
The only issue that I could discover are the brakes. Brake pads and disks have been replaced about 12965km ago, which isn’t that much, but this dates back to the spring of 2002 and age matters. At least the metallic non-asbestos pads are due for replacement. Yet, I doubt that this is the main cause of the brake-judder that I observed under light to moderate braking ! When pushing a little harder (more brake-pedal travel), the judder resolves. This points to a root-cause that lies outside the braking system …… Ite suggested the pitman arms, more specifically their connection to the steering bar. I did replace both tie-rods some time ago, but not the pitman arms ?

The main issue with #231 is that she drives little and tires and brake-pads are aging faster than that they can wear. Tires are Michelin Pilot Sport (first generation) from 2002. With 5-6mm of thread left, they are far from being worn-out, but with almost twelve years of age, the question arises how far she can be pushed now the softeners in the rubber (silicon) have dried out ? My gut feeling says that they need to be replaced, but with what ??

Michelin does not offer a suitable replacement anymore in the size for an E28 M5 (225/50ZR16 91Y) ! This means that I have some research to do. The same consideration applies for the brake-pads as well; disks, pads were replaced in 2002 as well and have seen very little use, but how do metallic brake-pads behave under load when pushed. Replacement is not so much an issue. This is a concrete action point.

Engine considerations
The engine itself has seen little usage in 2013; only 513km so far, including 185km of driving for the Sharknose meeting in June. As a result, the engine felt a little lazy and I would have loved the opportunity for some sustained high speed driving on the journey towards Daun, but that was simply not possible. In the beginning, #231 felt a little lazy, which might be explained by the low usage in 2013, but with every progressing kilometer of this tour, #231’s hart became more lively.

Saturday afternoon
The 323i’s in the group proved surprisingly brisk and agile at road speeds below 50km/h. As a result, the M5’s ample power could only be exploited above at least 70km/h, above which it was easy to follow….. with one exception; upon entering the last section towards the Rursee, We all had to pass a slower driving car. As fifth in the group, I managed to do so just before the sharp right turner in a down-hill slope forcing me to brake hard to regain the balance. As a result, Robert had to wait. The 323i’s in front were driving very quick in the curvy descend of the L218 towards the Rursee, but because Robert didn’t have a Porto phone, I slowed down a little to stay within visible range. By the time Robert managed to pass, the 323i’s were already out of sight. This meant that we needed the full potential of our cars to close the large gap in between the 323i’s and ourselves. This forced the suspension of #231 to its limit before two left turners which had a rough approach on which it was impossible to balance the car properly before making the turn.

The Rursee area was selected for having lunch by when we had driven more than 160km in just 3,5hours including one thirty minute sanitary stop at Hallschlagg. This isn’t really that bad for an average, especially considering the age of our cars.



After lunch, Jeroen and I searched for a nice photo-location for some action photography. We found one just a few kilometers further on the L15 higher up in the hills in a hairpin section.











Towards Adenau
At some point, the route directed us towards Euskirchen, a city just southwest of the Ruhr-area that we had to cross, despite its unattractive appearance under the worst driving conditions, Saturday’s shopping traffic. As a result, we got separated as a group by the many stop-lights and roundabouts. By the time that I left Euskirchen, only Koos was in visible sight. Together we drove towards Bad Munstereiffel over small and twisty country roads and from there to Adenau were we used the opportunity to refuel with Aral’s finest. It was there that the others rejoined a few minutes later for the last section towards Daun.

Sunday
Also on Sunday, there was too much traffic for #231 to stretch her legs on the autobahn. The A61 towards Cologne was crowded completely. At some point some older male driver in a Kia Sorento, probably running on Satan’s fuel (diesel) flashed his lights to crush that old car in front of him as fast as possible…. At some point there was some room to go to Warp 9 and play the game ….; I would have loved to see his face when he realized that he was being showed every corner of the autobahn by a 28year old Beemer in grandpa styling.

The traffic information system above the A1, indicated traffic jams near Cologne-Niehl, so I decided not to take the usual route over the A3 towards Oberhausen, but the A57 towards Krefeld instead. The A57 runs almost in parallel to the A3, only to divert to Nijmegen after Krefeld whereas the A3 continues towards Arnhem just before Oberhausen. But the traffic jam already started well before Cologne West, just a few kilometers before the intersection with the A57. At first, I stayed on the right lane, but that one wasn’t progressing to well so at some point I wanted to move to the left and when looking in the rear-view mirror, I spotted Robert in his E34 M5.

Robert had to return to the Netherlands as well, but following the A61 towards Venlo would be more appropriate for him, so I thought he missed the exit towards Venlo. Before moving to the left, I briefed him about my change of schedule to take the A57.

ABS issue solved
After leaving the A1 at Cologne-West in favor of the A57 towards Krefeld, traffic situation unlighted quickly, but not so much to go beyond a sustained 180km/h ! We left the A57 near Moers to take the A40 towards Essen where I entered the A3 in Northbound direction. After refueling #231 with Shell’s finest we entered the A31 at roughly 8:30PM. By then, traffic had enlightened allowing sustained speeds of over 220km/h for prolonged period of time. The ABS light stays off, meaning that the replacement of the driveshaft flanges with the actuators for the ABS-sensors solved the ABS issue permanently.

A video compilation of this weekend is available on youtube:

http://youtu.be/YzjiigBACZM" onclick="window.open(this.href);return false;

The footage was taken with my Go Pro Hero 3 Bllack Edition mounted on the right high-beam of my E28S M5. I took the footage in 2k7 resolution with 30fps later downsampling to 1080p / 30fps.

[Xave30]

Such a wonderful write-up accompanied by equally pleasing photographs. Would read again.

[Niels]

Mooie auto's, mooi verslag

[///Joost]

What a lovely read!

Schitterende foto's en een heerlijk filmpje met een geweldig geluid. Mooi man!

[raymondw]

The driving force of the http://www.bmwe21.net" onclick="window.open(this.href);return false; platform is Jeroen. He realizes very well that enthusiasm means more than creating an Internet platform. Not only is he an avid enthusiast with passion for cars, but also an excellent leader who encourages other members of his group to propose events, plan them and execute them. This allows the group to organize multiple excellent meetings and events, for example the annual Sharknose meeting that has developed itself into possibly the largest event for owners of BMW’s with the typical sharknose appearance.



The platform’s Eiffel tour fully adheres to the mission statement of the BMW AG group, namely “freude am Fahren” or “sheer driving pleasure” if you like. The means that are available are the groups organization and planning skills and the knowledge of touristic area’s in Europe. Granted, there are more appealing areas, some of which are also more challenging, but the Eiffel has the advantage of its close proximity to the Netherlands and Belgium from which all participants originate. As such, the event has an acceptable entry-burden.



Because most members from http://www.bmwe21.net" onclick="window.open(this.href);return false; also own other models, they do not object to odd-balls provided that their owners fit in the group socially as well as technically, the last because driving-skills matter. As such, the event is not about ego, but about team-spirit, helping each other out and have fun.



For 2014, two days of driving were planned, one on Friday and one on Saturday. Because of work-commitments, I had to pass on Friday. Nevertheless, we left ‘early’ at 4.00PM afternoon for the 357km long trip to Daun, the bulk of which consists of highways. Knowing the Ruhr-area rather well, I decided to avoid the congested A3 towards Leverkussen in favor of the parallel running A57 that has the advantage that it intersects with the A1 towards Koblenz, west of Cologne, after which it is a no more than a homing-run towards Blankenheim and from there to Daun over some lovely country roads.



The E28S was recognized by some who recognized it as the very first high performance Q-car. But the vast majority missed out because of its stealth appearance. Most of these are younger than the age #231, for example the two male drivers in the MB W211 on the A31 towards Bottrop. He tried to intimidate me by flashing his headlights whilst cruising at a comfortable 180km/h; a quick burst towards 230km/h was enough to annihilate him. We arrived at the Eiffel hotel in Gemünden (Daun) at approximately 8:00PM by when the group already started having dinner, but we could just chime-in the petrol talk that continued into well past midnight.



The following morning, we left shortly after breakfast in three different groups, each five-to seven cars in size. We headed into a southwestern direction into the Rhine-Palatinate area. The country roads do not differ that much from the Eiffel region, at least not technically, but the Rhineland Palatinate has more scenic and historic places (e.g. Cochem, Bernkastel and Zell an der Mosel) as well as the river Mosel the has shaped the valley throughout thousands of years creating an idyllic scenery that attracts many tourists around the world that enjoy the cultured environment with the many vineyards that dominate the hill-sides.



As a result, there is a lot of traffic on the road’s and the sightseeing tourists generally are the driving enthusiasts nemesis because the first group form the majority of the road-users. Campers for instance form a driving blockade because of their mobility versus purpose and size. Driving behind one of these behemoths can be quite frustrating, especially when driving in a group. Many owners of campers simply do not have the insight of what their intentions mean to others. Above all they are mostly (very) large and slow. As a result, they need quite some space…… if they would take a look in their rearview mirror and allow some space or stop on a parking lot from time to time?



It is also for that reason that we apply broadcasting equipment for group communication for all kind of purposes. This extends the view of the cars driving behind with the information from the car in the lead. This perspective enabled us to transform the frustration of delay into satisfaction of the action, for instance executing a passing maneuvers in conditions that normally are impossible; admittedly this cuts the line of the vehicle that is passed to the outer right side, but no less than the lane that he is supposed to use in the first place.



At around noon, we stopped for a scheduled lunch in Zell an der Mosel, that due to its scenic location also is a tourist attraction. Nevertheless, the first group arranged to clear enough space alongside the Mosel riverside.



Jeremy’s E21 deserves some attention because from the outside, it doesn’t look that special, just a beautifully restored E21 in shadow line trim, but underneath this is nothing less than an E46S suspension and drivetrain including a full-house S54B32 engine.



The question arises how an E21 compares to an E28S or E24S, let alone the E34S or E36S from Ha?. It is suffice to say that the latter two chassis form a class of their own, especially the E36S that has the agility and power to drive circles around the rest. The E34S isn’t necessarily faster than an E28S, but has its chassis is better balanced allowing its driver to pin-point the desired direction with a turn on the steering wheel without having to worry where the front-or rear goes. The E28S is lighter and more agile, but also more demanding to drive at speed. Performance wise, the E28S picks up from lower engine speeds more easily and therefore accelerates faster from low engine speeds. The E34S has the edge of its higher power output, but that requires revving out its engine to redline, whereas the E28S doesn’t need that. The E21’s compensate for that with their lower weight partially, due to which the difference isn’t really that high on the smaller roads.



The plan was to drive a challenging route through the hills, but because ‘ze Germans’ planned maintenance work on parts of the route, we had to use a diversion that had a large impact on the rest of the day. As a result, we had to rely to using some congested roads, which is not that much fun because of other traffic coming in between at intersections. At some point coincidentally two Audi’s came in between, both of which lived up to their origin from the ‘land of understeer’; braking hard before each turn in and relying on their torque when out-accelerating. As a result, they slowed the rest down because they simply lack the balance of a thirty to forty year old BMW, how so ‘progress by technic’. At the time, my father was driving #231 and he responded to my request of not having four rings on valuable Go Pro battery time. He saw a change in a wide left hairpin, but unleashed the M88’s torque a little to brutal for the tarmac that had not dried up completely so it was only logical that #231 responded with a mild over-steer. This was a text book condition that required only a mild steering-lock in opposite direction to correct the tail whilst relying on the limited slip to evenly divide torque between the rear-wheels. However, the opportunity to pass the four-rings was lost.

Not much later, we took the opportunity of replenishing our fuel-supply with Aral’s finest so we didn’t have to do that later on anymore. The fuel consumption for that day was calculated at 8,7 kilometers per liter, which isn’t really that bad for a thirty year old super-saloon.



The event is aimed at having driving fun; routes and navigation are made available beforehand so navigation is simple and basic and therefore not a challenge. This also allows the co-driver to focus on the roads, which adds two more eyes per car and thus adds to events safety. There is no competition and no time-constraining, An hour late because of traffic….. doesn’t matter. Enjoy driving and the scenery and be a team-player.



The distance to the hotel was no more than twenty kilometers, when the car in front lost grip on its rear wheels in a hairpin that was recently paved with new grit but also was wet. Because the 323i’s limited slip differential, she turned around her axis and barely missed the elevated right side of the road. The co-driver in the 323i quickly gave the thumbs up signaling that they were back in control, yet their mishap proved how treacherous the road conditions can be in the Eiffel due to weather influences.



Upon returning to the hotel, we settled on the terrace of the hotel to share our experiences and observations of the day. This continued well into the evening for which the Eiffel hotel arranged a Grill and warm-and cold buffet in typical; German fashion.



For Sundays, there was no official program other than the traditional visit to the Nurburgring Nordschleife, about twenty—five kilometers to the north-east. The parking lot was crowded by lots of cars including a more than average number of super-and hyper cars such as the Lamborghini Aventador and a Murciliago.







The Dottinger hohe parking place is too crowded nowadays, so Robert proposed to take a look at Adenauer Forst, for which he knew how to reach by car from Adenau.



The drive down from Dottinger Hohe to Adenau has to be driven defensively because of the many motorcycles that have a tendency to take the short line. Adenauer Forst itself can be reached from a road from Adenau and is normally blocked by a fence, but when it is opened, one can reach the track by car, otherwise it requires a hike of about ten-to twenty minutes.







Apart from looking at the track, the Adenauer Forst site also is very scenic and an excellent opportunity to take photographs.



Following the second track-closure, most of us called it a day and we said our good-byes and each went their own roads. Robert and Han with his family joined us for a drink and meal at Hannes in Adenau before we hit the road to north for the three-and a halve hour drive home.



On the last autobahn, the A31 between Bottrop and Gronau/Ochtrup, #231 was allowed to stretch her legs a little. Sustained high speed driving was not really possible because there was too much passing traffic that required slowing down to 100-120km/h from the average cruising speed of 190-210km/h, but the engine is so flexible that accelerating from 100km/h to240km/h in fifth gear is effortlessly and smoothly in part throttle. At that speed, the M88/3’s engine speed is a shy 6000RPM and with peak power being unleashed at 6500RPM, there is no doubt she is capable of exceeding the 250km/h mark, but the poor aerodynamics of the E28 chassis requires a long free stretch of road to do so and that is also on the German autobahns nowadays very rare.

All in all, we had a great weekend with lots of fun and catching up with old friends.

For more pictures of the weekend, please refer to this album

[Niels]

Nice write up

[Walter]

.

[Vlokmans]

Erg gaaf, share the passion and the inspiration

[e30touring1990]

Mooi reisverslag en erg gave klassiekers!

[328Ti]

Gaaf!

Ik wist niet dat Jeremy een S54 in een e21 heeft gezet. Ik zie m dagelijks rijden in de 1 serie.

[InjectTheVenom]

Leuk verslag en mooie foto's

[raymondw]

Peter heeft het goed begrepen => mission accomplished

[Tristan]

Eens.

Daarom gaat de E30 M3 om die reden ook niet weg. Leuk dat GTI'tjes sneller zijn, maar dat is niet de essentie. De essentie is beleving.

[raymondw]

Tijdens de Eiffel had ik behoorlijk last van trillende remmen; het zat in de planning om de blokken te vervangen door Pagid Blue RS42, maar de leeftijd van de blokken kon niet de hoofdoorzaak zijn. Dan ga je alles bekijken en dan moet alles meezitten om dat voor de sessie met Autovisie rond te krijgen. Liever in alle rust oppakken dan onder stress, dus de dag met AV was met een rem-issue, maar dat heeft geen invloed gehad.

Vorige week woensdag zijn we begonnen met de demontage werkzaamheden; Bij demontage van de remklauw rechtsvoor ontdekten we dat de onderste zuiger niet meer meedeed. Die zat zo vast als een huis.



Daarop zijn de schijven en de klauwen naar de plaatselijke remspecialist (Robijn Remtechniek) gegaan en deze gaf aan dat de schijf rechtsvoor iets krom was en dat alle acht zuigers van de remklauwen groeven hadden veroorzaakt door interne corrosie van de cilinders. Daarop zijn beide klauwen volledig onder handen genomen.



De schijven zijn lichtjes afgedraaid. Dat moest zo wie zo om achtergebleven frictiemateriaal van de oude Jurid Energit 582 blokken te verwijderen. Pagid schrijft namelijk voor dat de RS blokken niet optimaal kunnen werken op schijven die niet schoon zijn. Het verschil in dikte tussen beide schijven is 0,17mm hetgeen binnen de toleranties valt. Gistermiddag heb ik de schijven en klauwen weer terug gemonteerd.



En passant ook het druk reservoir voor het de bekrachtiging van het hydraulische systeem vervangen. Best een rotklus. Het wachten is nu op een nieuwe remsensor en een set Stahlflex remleidingen. De huidige slangen zijn ook op leeftijd en de response van de Pagid RS4-2 zal ze nog verder onder druk zetten. Dus nu maar helemaal doorpakken.

[Tomj]

Ik wist niet dat een E28 M5 meercilinderige remklauwen had. Is dat enkel bij de M5 ? Of misschien ook bij de M535i ?

[raymondw]

Ik wist niet dat een E28 M5 meercilinderige remklauwen had. Is dat enkel bij de M5 ? Of misschien ook bij de M535i ?

Alleen M5 en M635CSI hebben deze Ate 4-zuiger klauwen en 300x30mm schijven. De M535i heeft 282x25mm schijven en een std klauw met 1 zuiger.

Achter zijn de schijven wel gelijk (284x10mm); klauwen verschillend vanwege rem-bias v/a.

[GTRene]

zijn dat ook niet die klauwen wat je bv met 315mm schijven kan gebruiken op bv de e36 spindles?
of zijn die anders dan de 122mm afstand van de pootjes.

schijnbaar passen die van bv de e31 850csi (zware gietijzeren) op de e36 M3? of was dat nou die speciale klauwen van de e34 M5

maar die e31 850 csi gebruikt 345x32mm dus als je die wilt gaan gebruiken met bv de 345x28mm moet je wel uitkijken denk ik qua zuigers uit laten komen als de blokjes minder worden en de schijven dunner