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  •   Elizabeth reacted to this post about 1 year ago
    ELLIOTT STILING
    1988 E32 750iL V12
    2017 F22 230i M SPORT COUPÉ
    1983 ALPINA B9 3.5 (E28)

    Alpina B9 3.5 (E28)
    YEAR: 1983
    TOTAL MILEAGE: 138,520
    MILEAGE THIS MONTH: 0
    TOTAL COST: £25 (relays), £10 (fuel hose), £40 (ignition coil), £20 (distributor)

    E32 750iL #BMW-V12 / / #BMW-E32 / #BMW-750iL / #BMW-750iL-E32 / #BMW-7-series-E32 / #BMW-7-Series / #BMW / #M70 / #BMW-M70
    YEAR: #1988
    TOTAL MILEAGE: 119,572
    MILEAGE THIS MONTH: 12
    MPG THIS MONTH: 18.7
    TOTAL COST: £136.14 (MoT work), £10 (seatbelt buckle), £50 (storage)

    F22 230i Coupé
    YEAR: 2017
    TOTAL MILEAGE: 18,934
    MILEAGE THIS MONTH: 851
    MPG THIS MONTH: 38.7
    TOTAL COST: Still none

    Last month I made a promise to update you on Maggie’s #MoT and the Alpina’s non-start issue, so here goes.

    The annual MoT test can be a nerve-wracking ordeal for any classic car owner, but I had faith that Maggie’s test wouldn’t produce a fail sheet as long as my arm. Thankfully, as it turned out, my hunch was spot-on!
    The fail list consisted of two tyres which were not fitted in accordance with the side wall instructions, a windscreen wiper that doesn’t clear the windscreen effectively, the horn not working, a rear seatbelt buckle that was found to be broken and a ball joint dust cover that was no longer preventing the ingress of dirt. However, all things considered, I didn’t think there was actually terribly much to put right and, to be honest, most of them were things that I was already aware of. What’s more, the bill wasn’t too bad at all, either, at just £136.14, which included the test fee. Sadly, though, that inner glow of well-being wasn’t to last.

    While I was out with the car on the photoshoot for this month’s E32 Buyers Guide, I suddenly became aware of an odd, groaning and grinding sound emanating from somewhere under the bonnet. It lasted for a few miles until the power steering failed followed, shortly after that, by a loss of brake pressure. Thankfully, we managed to get all the photos we needed for the feature, and then limped Maggie home without further incident. She’s now sitting patiently, awaiting a slot at the garage to investigate things further.

    Early research would suggest that the most likely culprits could be either a failed power steering pump, air being drawn into the system, a drive belt failure or a brake bomb failure. However, it shouldn’t be the latter as that part was replaced fairly recently, but I’ll just have to wait and see what the garage can find.

    As you saw last month, I’m also having some challenges with the Alpina. It’s never once failed to start in all the time I’ve owned it, but is definitely showing not the slightest interest in fi ring-up now. In an effort to isolate the problem, I bought myself a multimeter and began testing various parts with that. But, in the end, I think it’s better to just replace the most likely candidates, on the basis that they will all then have another fresh lifespan on them.

    Finding parts hasn’t been overly challenging, although you can’t really buy bigger parts from BMW any more. Thankfully, though, there are plenty of alternative options online. So far, I’ve picked up a new distributor and rotor arm, a DME relay, fuel pump relay and an ignition coil. Hopefully, I will find time in the next week or so to fi t these myself, and see if that does the job. I’ve also noticed a strong smell of petrol coming from under the bonnet, and have traced that back to the fuel pipe that runs to the cold start injector. I don’t think it’s related to the starting issue but, clearly, a weeping fuel line in the engine bay is never a good idea, so I’ll be tackling that, also.

    If there’s one positive thing to come out of the current situation, it’s that I get to spend a bit of time getting hands-on with the Alpina; E28s are always nice cars to work on. Of course, if the problem turns out to be more involved than I’m currently hoping, I might be forced to eat those words! It does mean, though, that the car won’t see the light of day this side of Christmas, because I’m struggling to see a time when I can get the subsequent MoT sorted before we go away to the West Coast of Scotland in the New Year.

    Below: The E28 is a good car to work on which, as it turns out, is a good thing. For the first time since I’ve had the Alpina, it won’t start and I’ve yet to isolate the problem. But among the new electrical components I’ve already sourced online, is a new #distributor .

    The Alpina’s also developed a fuel leak, coming from the pipe that supplies the cold start #injector .

    The annual MoT test can be a nerve-wracking ordeal for any classic car owner, but I had faith that Maggie’s test wouldn’t produce a fail sheet as long as my arm. Despite the MoT test success, Maggie rather blotted her copybook on a recent BMW Car magazine photo shoot, with an as yet unidentified power steering and brake pressure failure.
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  •   Bob BMW reacted to this post about 3 years ago
    LONGTERMERS #BMW-E28 / #BMW-E28-Alpina / #Alpina-B9 and E32 750iL / #Alpina / #Alpina-B9-E28

    I would love to report some serious movement on the B9’s refurbishment but unfortunately the truth is I haven’t really had the chance to chase the body shop this month.

    I have, however, received negative news from my ‘stripes guy’. It doesn’t look like he is able to supply them in the timescale I am likely to need so it’s back to the drawing board. The fall back plan is to just have the car back without any stripes and then have them retro-fitted when I can procure a set. The BMW community is a big one, and an international one at that so if you know where I can have a set made up please do get in touch!

    In the meanwhile, the editor kindly sent me a link to a B9 which has just sold at a CCA car auction. It was a 1986, white Japanese import with a low mileage of 77,000. It was, however, hampered somewhat by being left-hand drive and having an automatic gearbox. The latter for me would be a serious problem as these cars really need the manual gearbox in my opinion. Plus winter isn’t the ideal season to maximise the sale value of your classic car…

    Using CCA’s five-star system it was described as a three-star car – ‘Good: Everyday useable classic car, driven and enjoyed, commensurate with age and mileage, drives and looks as it should, some vehicle history’.

    I suspect it would have benefitted from being sold in Germany where left-hand drive classic Alpinas sell for really strong money. Nevertheless it fetched £16,500 which I thought was a good buy for its new owner, who certainly hasn’t overpaid for what is an exceptionally rare car.

    It looks like I will need to review the guaranteed value I have with my insurer when it comes to renewal time. Good news indeed.

    On the 7 Series front what little time I have had to spare has been spent trying to find bits for it rather than driving it very far.

    In my last report I mentioned not being able to find the required brake booster in the UK, as all of the available parts were in America. After a little bit more research I finally managed to track one down in the UK. The best bit was the price. By not getting stung with the post-Brexit exchange rate and import duty I managed to buy one for £130, nearly half of the £250 it was going to cost to get one from the US. I need to get the part down to my local garage to check it’s all there!

    Given editor Bob’s recent positive results with having his throttle bodies cleaned I might just have a look at how much of a job that is on a 750iL. I suspect the answer will be ‘at least twice as much’ because the V12 seems to have two of everything.

    Given the car’s idle isn’t quite as sewing machine smooth as it should be and it seems to be running a little rich at idle it’s probably a job worth doing. I suspect as much as anything some new spark plugs will clear things up but having researched how to replace spark plug number 12 on a BMW 750 I think that’s a job for the garage.

    In the meanwhile I have tackled an easy job and replaced the car’s two air filters. The originals weren’t all that bad but there is a nice feel-good feeling to knowing your car is breathing through new filters. I am hoping the garage can take the car in sometime in January because I’d like to get things moving along ahead of the spring car show scene as I’d like to start showing the car off a bit.

    In the meanwhile I have seen another 750iL for sale which is located only ten miles from me, in my favourite colour of black. I’m trying desperately to not just jump in the car and have a look. It’s a disease, being into classic BMWs…

    CAR: #BMW-E32 / #BMW-750iL / #BMW-750iL-E32 / #BMW-750i-E32 / #BMW-7-series-E32 / #BMW-7-Series / #BMW / #M70 / #BMW-M70 / #V12 / #BMW-V12

    YEAR: #1988
    MILEAGE THIS MONTH: 23
    TOTAL MILEAGE: 118,235
    MPG THIS MONTH: Not sure
    COST THIS MONTH: no new ones this month
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  •   Guy Baker reacted to this post about 4 years ago
    LONGTERMERS E32 750iL

    Despite a work schedule that feels like I’ve taken more flights this month than I have spent nights at home, I have managed to ensure the big Seven has had a little attention. Regular readers know I actually enjoy spending some time cleaning and polishing my cars and the #BMW-7-Series-E32 was ripe for a little attention in a couple of areas. Don’t get me wrong, the car wasn’t presented particularly badly, but that doesn’t mean there wasn’t room for improvement, particularly the cleanliness of the leather and the finish on the bright work.

    Over the years I have collected a few cleaning and detailing products and three of my favourites are the Gliptone Leather Conditioner, the Vanish Powerfoam and the 3M Metal Polish as they never fail to impress.

    Whilst the leather in the car looked to be in very good shape I could see faint darker patches both on the doorcards and in the stitching creases of the seats – clear signs of some dirt residue. Whilst the leather conditioner is a great product, for the best finish it does need some assistance, so I used some baby wipes to clean the leather first (it’s surprisingly effective if you’ve never tried it) and then used an Autoglym Magic Sponge to work the conditioner into the leather.

    You need to be careful when using the sponge as despite being silky soft to the touch, they are incredibly abrasive and can soon strip the leather of its top surface if you are too aggressive or careless. With the correct application, though, they are very effective, as can be seen from the pictures.

    Unfortunately for me the amount of leather in an iL version of the 7 Series is staggering so the whole process took about four hours. It’s very easy, for instance, to forget that there is leather tucked down the side and backs of the rear seats which can only be accessed once they are fully reclined. In the end every single square inch of leather received this process and my gosh, it looks and smells better for it, particularly as the Gliptone conditioner imbeds the smell of new leather into your seats. Not only are the seats now better presented but the remoisturising process will undoubtedly ensure the life of the seats has been extended.

    Whilst I was working on the interior I decided to tackle the thin chrome strips that run along the tops of the doorcards next to the side glass. Thankfully the chrome wasn’t pitted or corroded but it had lost much of its lustre so a little attention was likely to reap instant results. After masking it up to avoid horrible white marks on the black plastic it was out with the 3M polish. Half an hour later the trims looked fantastic with a deep lustre evident.

    The last interior job, for this session at least, was to clean the carpets and over mats as the driver’s footwell area really wasn’t up to the mark. I’ve tried lots of different carpet cleaning products over the years but have a soft spot for Powerfoam by Vanish. Whilst it’s marketed for domestic use rather than automotive applications, dirt is dirt. The spray mechanism can be a little frisky so you often need to wipe away errant spots of cleaner that escape on to doorcards and the like when working in tight spots but that’s not really an issue and as I say it works a treat and leaves the carpets looking and smelling fresh.

    The cabin isn’t finished yet as there are still small areas to get around to but it now looks, smells and feels like the executive express it was designed and built to be.

    Staying on the TLC theme I also managed to get the car into the garage for a little investigative work into some of the areas I highlighted last month. Due to my work schedule I could only get the car into the garage for a single day (it’s too big a car to expect someone to store it indoors for a week until I could get around to picking it up otherwise). A day was enough time, though, for the garage to look into the suspension rattle, the brake pressure issue and the unlocking problem on the driver’s door. The other areas will need to wait for another session.

    The suspension rattle has been traced to defective front dampers. Apparently the fluid they should be filled with is notable by its absence. Looking back through the car’s history, there is a comment on a previous MoT certificate relating to oil misting around the front dampers. Clearly things have deteriorated since then to the point there is little to no oil left. I knew when I bought the car that BMW’s Electronic Damper (EDC) system is both unreliable and expensive to fix and ringing around several suspension rebuild experts has only confirmed that view. None of the specialists I spoke to will rebuild these dampers anymore, with one of them even referring to the system as ‘complete junk’ – hardly a glowing testimonial. The service history shows that the dampers have been replaced twice in the car’s past but here we are again.

    Given the unreliability of the system I’ve all but decided not to bother repairing them and am looking for a replacement alternative instead. A bit of internet surfing has suggested that it’s possible to fit non-EDC damper inserts into the original struts. So, at the moment that’s the plan, using Bilstein dampers and the original struts, assuming my local garage is happy it can carry out the work.

    If not, then I will be on the look-out for some comfort-orientated coilovers, if such a thing exists? I am anticipating a total cost of £600 to £850 depending on the route taken which I’m happy with for the benefit of refreshed suspension.

    The garage has reported that the likely suspect causing the brake pressure issue is the hydraulic brake booster. Looking in the engine bay the part looks very different to what you or I might expect. Instead of a large, black circular canister on the bulkhead it’s a gun barrel-shaped part, much smaller than you might imagine. It would appear that it’s a part that’s not shared with other E32 Sevens but is shared with the 850i/Ci, with which the 750iL shares its drivetrain.

    BMW has confirmed that it can supply a new part for about £950 (I bet it can!) but that’s not really a route I want to go down given the garage can’t be 100 percent sure it’s definitely the cause of the fault.

    Having done a little research it appears that it’s entirely possible to buy a fully refurbished booster although they all appear to be located in the US. I suspect that’s a function of their warmer climate and lower fuel prices meaning that the #V12 model variant is more plentiful over there? For £250 including import duty (grumble) it’s a more cost effective option than plumping for a new part from #BMW so I’ll be placing an order very soon and we can see if it works. I wonder what price the booster would have been pre-Brexit vote before the sterling’s slide into oblivion?

    The final area the garage had time to investigate was the driver’s door not unlocking on the key. Thankfully it’s nothing more sinister than the door pin not quite rising high enough to unlock the door. It’s only a few millimetres short but a door is simply either locked or unlocked so it needs tackling. They had hoped a little wiggling and waggling (technical engineering terms I’m told) would exercise the system enough to get it working properly but it hasn’t worked. If it still hasn’t worked by the time the car goes back for the suspension and brake work then it will be a case of removing the doorcard and having a look inside.

    In the meanwhile I’ve started buying some service items in such as air filters, spark plugs, engine oil etc as I want to keep the service history in order. If I can find a little more spare time I might start to fit some of the parts myself as it’s a job I get satisfaction from.

    So that’s it for this month I think. As I sit here writing this I’m in yet another airport lounge waiting to fly home and I’m itching to get behind the wheel again, let’s hope it’s not raining when I get back and I can go for a drive – with clean shoes of course.

    / #BMW-E32 / #BMW-750iL / #BMW-750iL-E32 / #BMW-7-series-E32 / #BMW-7-Series / #BMW / #M70 / #BMW-M70

    YEAR: #1988
    MILEAGE THIS MONTH: 42
    TOTAL MILEAGE: 118,212
    MPG THIS MONTH: I shudder to think!
    COST THIS MONTH: £150 (service parts)… but plenty more to come soon
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  •   Elliott Stiling reacted to this post about 4 years ago
    His appearance in the light of this car is fully obliged to only one man - Dr. Karlheinz Lange and his two highly enthusiastic colleagues - #Adolf-Fischer and #Hans-Peter-Vaysbartu . All of them were very senior and influential members of BMW from the mid 70's and early 90's. Fischer, now retired, was in his face is actually a man-department, to develop the most esoteric projects, some of which went into production, but the majority do not. Vaysbart was a leading project manager of the 8-Series (E31) and 7-Series (E32). Dr. Lange was also the head of the department of engines, which was the situation with enormous responsibility in the BMW. It was he who suggested to Fischer develop engine design M70 V12 and later, V16. #BMW-E32 / #BMW-7-Series / #BMW-7-Series-E32 / #1987 / #BMW / #BMW-E32-V16 / #V16 / #BMW-M70 / #BMW-M70-V16 / #BMW-7-Series-V16 / Fischer / #Karlheinz-Lange / #BMW-767 / #BMW-767-E32

    With the recently released at the time of the 7th edition of E32 body, which was available a magnificent 5-liter the V12, it was natural that the company is so confident in their own ability, as BMW, would push the boundaries of possibility.

    In July 1987, Fischer Lange commissioned the further development of the M70 V12.

    "Unfortunately, this was not the result of confidence in the launch series production," says Fisher, "but I am in any case, it was nice to be able to create the most outstanding engine BMW".

    Fisher was so keen on the idea that the first ready V16 engine was tested on the stand already on Christmas Day, 1987, less than 6 months after the start of work on it. This is not a typo, but the real number of cylinders!

    Inside the company, this engine was given the nickname "goldfish". Many previously thought that it was nothing more than a survey on paper or even a myth. However, it is quite real. That is how he got his nickname, in itself interesting and sheds light on the often everyday thinking these very senior managers. Vaysbart remembers it this way: "The machine is 7-series, which we used was golden brown and while we were discussing some aspects of the project with Dr. Reitzle, he simply called it" Goldfish "and so is the name entered in the folklore of BMW" .

    The next step was quite logical - to take the body of the standard 750iL and adapt it for the new baby, the engine V16, and put him in his place V12. This stage was completed by May #1988 . Tells Vaysbart leader of the project: "It was obvious from the very start, the engine will not fit without a thorough review of the design of the car."

    Fisher's problem was that the addition to the M70 V12, he created specifically for E32 led by Lange, another four cylinder engine is made longer by about 30 centimeters.

    Even with M70 closely under the hood, it was occupied every square centimeter of space. What to do?
    For Fisher and his colleagues, the decision was more or less clear - to rearrange the cooling system in the trunk! In any case, it was to be a prototype, whose purpose was only to prove the feasibility of the idea in principle. In itself, this was not difficult. Instead of one large front radiator unit two smaller been selected and set at an angle in the right and left of the trunk. They in turn were connected to the duct system, which covers them and direct the flow of air over the outboard their cores.

    Intakes with "gills" were handcrafted from fiberglass and mounted on the rear fenders, with auxiliary thermo-electric fans on each radiator in the case of a temperature rise above the norm.

    Air outlet provided through a specially crafted grille on the rear panel in place license plate between the lamps. To do this, lights even have to be reduced in size, depriving them of section reverse and side lights.

    But let's get back to the engine. To say that it was only an extension, it would be to play down the reason for its existence, but in fact, as the case and situation was. The cylinder block was cast silumin with a high content of silicon, the sleeve is not installed, instead, the cylinder walls were etched and honed. This iron-coated pistons are at work on the walls went extremely hard silicon crystals. Similarly, the cylinder head are made of the same material and V12, with a two-row drive circuit for the top two camshafts (one for each direction) and a valve lash, which eliminated the need for periodic adjustments of backlashes. While V12 had forged steel crankshaft having seven main bearings in V16 were installed nine, and for the same camshaft.

    In the case of V12 engine control two computers #Bosch-DME 1.2 and worked as two six-cylinder engine. For the two more powerful V16 #Bosch-DME-3.3 were selected, each managed "their" row "eight" with the electronic throttle.

    The dimensions of the cylinder - 84h 75 mm, diameter and stroke, remained unchanged, respectively, the working volume rose from 4988cc (standard M70 engine) to 6651cc.

    Maximum power increased from 300bhp at 5200rpm to 408 hp at the same speed, a torque of 450 Nm at 4100rpm to 637 Nm at 3900rpm.

    Valve lift and valve timing were the same as the distance between the centers of the cylinders, 91 mm. And, just like the M70 V12, V16 was modestly boosted compared to the smaller engine size. Despite the fact that the V16 was 25% more than the fellow, he weighed only 310 kilograms, only 60 kilograms more than M70.

    The interesting thing is that since this was the only one of its kind experimental car, Fisher and Vaysbart choose to install a six-speed manual transmission from the 8th series, not "automatic" 4HP from ZF. According to Fisher and Vaysbarta this was not any particular reason, other than the cost and availability of the unit in the warehouse at the time of construction of the vehicle.

    "Of course, the six-speed manual gearbox has enabled us (and me in particular) to better understand the characteristics of the engine"
    - Says Fischer, adding that, "I went on with a prototype V16 several times Norisring in Austria, where he was able to experience the various aspects of its dynamic behavior; the sound of the engine above 4500 RPM was fantastic!". It turns out that the car was then set not a standard factory exhaust system, which, however, there is now.

    The dynamic characteristics of a large sedan were excellent, 6.0 seconds needed to accelerate from a standstill to 100 kmh (0-62MPH) and unlimited top speed of over 280 kmh. Although, of course, the car go into production, it would have been reduced to only 250 km h.

    Economy "Golden Fish" was its Achilles heel, with fuel consumption in urban driving more than 20 l / 100 km, drops to 14 liters / 100 km at a cruising speed of 120 kmh and rises to 20-23 liters / 100 km in flight on the autobahn at 200 kmh.

    As stated in unison, and Fisher Vaysbart "He V16 was completely brought to mind and is ready to run. BMW meant the release of 'Super 7' with a V16 engine, but we could not get approval from the board of directors, which, of course, it was a great pity! It would certainly put BMW on top of the podium! ".

    To our chagrin, this very special vehicle is not driven for many years and for the time that was available, the fuel system could not be purged - need injectors have been changed because of the long downtime - and thus, unfortunately, the car is static exhibit. What exactly do you need to get it moving again, it is not known - New injectors, fuel pump, and perhaps a cooling system would require a check - but we hope that this service one day will be held and we will be able to enjoy the sound and drive 767iL really.

    All successful automobile manufacturers have their own experimental laboratory where designers and engineers are assessing and come up with ideas that maybe see the light, but maybe not. Usually, the more successful the company, the greater the activity goes on behind the scenes this activity.

    "Goldfish" V16 only had to demonstrate the capabilities of the enterprise, to show the level of BMW in regards engines.
    Curiously, in the same program it was a small three-cylinder engine unit, use similar technology, which was considered with an eye for a city car, but he also remained at the prototype level.

    For many years, BMW Technik GmbH uses the services, which examines the many new technologies and ideas, some going into production, but many others, after their study and conclusions about their non-applicability of the moment, quietly laid on the shelf.

    Whether BMW will release ever V16 for future Super 7s or even Rolls-Royce? Of course, the use of such engines considered carefully, but the economic and environmental climates, is not likely to give the possibility of such exotic appear in the hands of car enthusiasts.
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  •   Ben Barry reacted to this post about 4 years ago
    V12 sump gaskets / #BMW-E32 / #BMW-M70 / #M70 / #M70B50 / #BMW-750iL-E32 / #BMW-750i-E32 /

    When it first saw the light of day in late #1987 , the #V12 M70-engined #BMW-750iL was considered a marvellous thing, even if the later 4.0- and 4.4-litre V8s did make it slightly redundant. The M70 did many things well, including using copious amounts of unleaded fuel and leaking oil! The sump gasket was a major pain for this and, like the M40 engine from the four-cylinder E30 with which it shared parts and design features, the sump was in two sections. The main leak was the gasket in between the upper section and the block. Up on a ramp this wouldn’t be a massive problem as on most cars you can lift the engine up off the mountings five or six inches, enough to waggle the sump out, but on the M70 there are four 10mm sump bolts cunningly hidden behind the flywheel.

    In official #BMW manuals, the answer is to simply whip off the very heavy automatic gearbox and the torque converter/flywheel… yeah, right. That job is another few hours of swearing and if you’re doing the job on the ground with axle stands, it just won’t happen. Phil Crouch of CPC told me about the cunning dodge to get the sump off many years ago and a bit of internet research confirmed that the dodge is to drill two well-placed holes in the back of the alloy sump, not all the way though into the engine itself, but into the rear strengthening rib. This allows access with a 10 mm socket and a wobbly drive to the outer two 10mm bolts, whilst the inner two can be got at via the centre hole that’s already there. Car designers tend to come up with these faux pas – all of them should spend a year in a workshop before they’re allowed anywhere near a drawing board.
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