Didn't expect to have to take six months off, but that's effectively what happened to me here.  I'll explain later, but I'm in the process of rejoining the fray.  More soon!

... have been greatly exaggerated.  :)

Yes, it's been many weeks since I've been able to update the site, though I've plans to make up for that in the near future. 

What you cannot know, of course, is that a great deal has been going on here of late.  I've been posted to an entirely new assignment, completed a household move, struggled through some equipment and connectivity difficulties, and have just generally been exhausted.  The net result of all of this has been silence, but alas, it is only a temporary condition.  It just might take me a bit of time to get caught up.

Stay tuned!

I suppose the "big news" this week centers around the recent flap between BMW and Google.

In case you didn't follow the story elsewhere, BMW AG's German site was recently blacklisted by Google for using doorway pages to guide search engines to drive traffic to the site in response to very general search terms like "new cars" or "used cars."  Google's claim was that these pages were designed simply to manipulate the system, rather than to provide functionality or useful content to end users.

BMW quickly responded to the charges, but apparently not in time to prevent administrative action from being taken against them -- at least temporarily.  The evidence seems to support Munich's claims that that infraction was not deliberate; nonetheless, the company was quick to remove the offending features from its web site.

The net result of all of this excitement is that it seems likely that BMW's German site listing is expected to be reinstated sooner, rather than later.  That said, the emergence of this story made for some interesting and most unexpected news this week in the automotive world.

I've made a couple of equipment changes lately, and rather than bury them in a long-forgotten post from several weeks ago, it seemed to make more sense to mention them here.  After all, I can -- and likely will -- edit the old list later on.

EURO WIDE-ANGLE OUTSIDE MIRRORS (OEM)

Some of the changes required by U.S. DOT standards make perfect sense to me.  Others make virtually none at all.  For example, I can see the wisdom of safety glass or crash reinforcement bars.  I do not, on the other hand, really see the point of such things as "Unleaded Fuel Only" stickers or a glow-in-the-dark emergency escape handle in the trunk.  Unfortunately, American specification outside mirrors tend fit into the latter category with their narrow fields of view and ridiculous "object are closer than they appear" warning dialogues.  By virtually every measureable standard, the ECE market (Euro) mirrors are far superior.  They offer a wider viewing angle, more uniform resolution, and the same high quality standards as any other OEM part.  In conjunction with a Euro market group buy that I recently agreed to undertake over at M3Forum, I decided to make the change myself.  The difference is profound.

BLUETOOTH RETROFIT KIT (OEM)

My car was among the last to roll off of the assembly line as a 2004 model; as such, it was not equipped with the Bluetooth telephone capability that followed as standard equipment in models produced only a few weeks later.  Of course, I knew all about this when I placed my order, and presumed that if the compulsion ever took hold, I could always retrofit the OEM Bluetooth kit later on.  Eventually it did just that, of course, and that project was completed since my last blog entry.  I may have more to say about this in a future post, but the short version is this: the price of admission is quite steep (especially if you do a full-on powered cradle installation like I did), but the results are nothing short of exceptional.  Mobile phone built-ins are not especially uncommon in Europe, but for whatever reason they remain exceedingly rare in the States.  That said, I'm here to say that this is borne largely of collective ignorance, because the system works wonderfully in a U.S. specification M3.

That's all I have the time for right now, but I'll be back very soon!

Winter is upon us in most parts of the M3-driving world, and one of the more relevant questions of this season has to do with pushing a cold motor hard.  Because of the technologies involved in the S series powerplants, this is a particularly important matter for ///M car, and yet, relatively few owners seem to understand how to properly bring an engine up to operating temperatures -- much less why it is important.  Given that close-tolerance, race-derived motors like the S54 are particularly vulnerable to this kind of damage, a quick 101-level review is probably in order.

Central to the discussion at hand is the matter of piston speeds.  BMW has stated repeatedly that the S54 can achieve redline piston speeds approaching that of a typical Formula 1 race car (24 m/sec. for the S54 versus 25 m/sec. for the F1 race engine).  A simple understanding of basic metallurgy tells us that subjecting cold metals to unusually rapid warming cycles at high rates of speed is a sure recipe for premature fatigue.  Beyond this, one has to consider the very different expansion rates of the aluminum pistons and the cast iron block.  Unless these components are allowed to reach operating temperates gradually under only moderate loads, design tolerances can be easily exceeded, resulting in dramatically accelerated component wear.  Or worse. 

At least part of the larger problem here has to do with the tachometer "warm-up" lighting systems which first appeared in the E39 M5.  Whereas cautious drivers in earlier-generation ///M cars were generally in the habit of watching engine temperatures and restricting RPMs on a cold motor, the new warm-up lights have reduced the requirement to simply watching a succession of multicolored lamps.  The correlation behind what is actually happening under the hood has been all but lost.  What's worse, these warm-up lights tend to be set rather generously, calling more attention to minimal safe limits than what is actually best for the motor.  As such, they really should serve as little more than a reminder to keep an eye on things, as a bit more conservatism is probably warranted in the best interest of the engine. 

To illustrate this point, consider the following recommended limitations for the S38-powered E34 M5 (3.8 liter). 

E34 M5 (S38) Placard Limitations
OIL TEMP	RPM	THROTTLE
50c	3000	1/2
60c	4000	1/2
70c	5000	3/4
80c	6000	Full
90c	Full	Full
Normal Eng. Oil Temp range is 95c -105c

In general, you can see that even moderate engine loading (say, 5,000 RPM) is contingent upon reaching an engine temp that would register at roughly the 1/4 mark on the associated gauge.  Full RPM and full throttle are avoided until the motor almost totally warmed-up.  While the applicability of this chart is not necessarily direct to the newer S54, I believe that common sense dictates that a similar regimen will almost certainly have a profound effect upon engine longevity.

If you live in an area where the winter temperatures routinely dip to the freezing point, do you take your engine temperature into consideration when you start out for work in the morning?  If not, consider the cumulative effect of this oversight as the end of your warranty period draws ever closer.  Can you really afford to be wrong?  Obviously, for me the answer is a bit of conservatism -- even to the point of cruising in the right lane of the autobahn for a few minutes, when necessary.  :)  The point is this: whether or not you plan to have your M3 sitting in the garage five years from now, learning to pay attention to details like this make you a better driver ... and who among us doesn't aspire to that?

This entry has actually been in the offing for a couple of months, but I've avoided posting it simply because (a) I'm not a big fan of "modding for the sake of modding," and (b) it takes time for me to work through the details.  Here's a rundown of the things that are likely to eventually "make the cut" on my personal mod list:

BMW HOMELINK  TRANSMITTER (OEM)

I'm not certain why this wasn't standard equipment on the car to begin with, but if you own a M3, you should probably have a garage to protect it in.  If you have a garage, you should probably have an automatic garage door opener.  If you have an automatic garage door opener, it should probably be capable of interacting with the Homelink system.   (I'm currently two for three, as I've yet to determine if my 20 year old German garage door opener is compatible with Homelink system .)  In any event, this is one mod that is really more a question of "when" than "if."  

ROYAL F1 SMG PADDLES (AFTERMARKET)

This has come up once before.  I've been aware of these SMG shift paddles for several months, but couldn't rationalize spending $300 on what essentially amounted to an experiment.  My assessment was that these were likely a good idea, but the price of admission was far too steep.  Then, about five weeks ago, the product designers contacted me and asked me if I might be willing to try out a set for review purposes here on the blog.  Following a few days of discussion, I agreed, and made the switch.  I'm not quite ready to post the full results yet, but let's just say that the preliminary results have been encouraging.

E60 M5 SMG III SHIFTER (OEM)

I'm not especially serious about this yet, but the boys at M3 Forum have been working on getting the zone illumination on the OEM M5/M6 gear shifter to function with the M3, and if (or when) they actually succeed in doing this, it is going to be an increasingly difficult thing to resist.  For now, it remains just a good idea; albeit a rather costly ($200+) good idea.

SUSPENSION IMPROVEMENTS (AFTERMARKET)

I'd rather not elaborate too much on what I am -- or am not -- considering here, but let's just say that I am toying with the idea of migrating to a coilover system at some point.  I continue to struggle with this decision, as I'm not sure that the payoff will be worth the hassle and expense, but the lure continues to be there.  For now, this remains a "someday" consideration, rather than an imminent upgrade, but the research continues.  Were I not of the opinion that the stock suspension is already rather well-tuned for most applications, all of this might take on a greater measure of urgency.  For now, I watch and wait.

CSL/ZCP FRONT BRAKE UPGRADE (OEM)

This is a much easier call to make.  When my present brake components reach the point where replacement is warranted, it is a virtual certainty that I will be migrating to the larger front rotors originally developed for the CSL (Note: the caliper carriers must also be changed).  It is an extremely simple upgrade, completely OEM, and delivers readily measurable results -- all for a price that is comparable to what you'll pay for the standard Euro market components (which I presently use to great advantage).  It is likely only a matter of time before I undertake this installation job, and I wouldn't hesitate to recommend it to any M3 owner.

FRONT SEAT WIDTH ADJUSTMENT (OEM)

If you're like me, you've found the M3 seat just slightly (and unnaturally) on the wide side for serious track work.  While it's true that some of this can be overcome with a proper seating position and seat belt adjustment techniques, the fact remains that the car could probably benefit from a more narrowly-bolstered seat.  Now, I know what you're thinking: "Chief, why didn't you just get the width-adjustment option when you ordered your car?"  The answer may surprise you, but having migrated from manual seats in my earlier M5, I really wanted to stick with those same manual adjustments on the M3.  That meant no power seats, and consequently, no possibility of factory width-adjustment.  Of course, it is technically possible to retrofit the factory width-adjustment system into a manual seat, but I'm after something a bit less complex, more custom, and likely more durable.  The CSL's OEM Recaro seat provides some adjustability by means of optional sizing pads, and my current thinking involves incorporating something similar into the stock seat.  In other words, I'm talking about pulling the seat back tray off, and carefully inserting some additional bolstering material into the existing frame.  Some have done this in the past for lumbar support, and properly executed, I see no reason why the same technique couldn't be used to achieve a truly custom fit width-wise.  I'll keep you posted ...

So, what's on your list of essential mods?  If you've found something that seems like an obvious omission from this list, why not drop me a line (here, or via e-mail) to weigh in with your opinion.  Who knows?  Maybe your suggestions will ultimately make their way onto my list, as well. 

Now that news of this week's BMW Sauber F1 Team launch is fading from the headlines a bit, the focus of the automotive world has turned to the 2006 North American International Auto Show in Detroit, Michigan. 

NAIAS coverage will no doubt figure prominently in the news and in other media outlets in the days to come, but in the meantime, BMW has introduced an interesting selection of vodcasts from the show, dealing with the latest model changes, some emerging technologies and general news from the marque.  All are available for download on a single page.

I wasn't too familiar with the concept of "vodcasting" prior to visiting the new site, but the idea behind it is to serve up on-demand video in a wide variety of standard formats, including Windows Media, Apple Quicktime, and MP4 (compatible with iPods and the Sony PSP). Conventional podcast and RSS-feeds are also available.

Featured clip titles currently on the page include:

BMW Assist and BMW TeleService.
The BMW Concept X3 EfficientDynamics.
BMW CleanEnergy.
The fascination of the BMW Brand.
Chris Bangle gives us his personal overview of BMW Group at the Detroit Motor show.
The refreshed BMW Z4 Roadster.
The Concept BMW Z4 Coupι.
BMW M Products.
BMW in the United States of America.
The product highlights from the BMW Press Conference in Detroit.

While you're unlikely to find too much depth of content here, most of these videos are still quite interesting and well-worth viewing.  Note: a broadband connection is recommended. 

I suspect many of the details will be posted to their web site in the next week or so, but the 18 January 2006 edition of German automobile magazine Auto Motor und Sport reveals an entirely new BMW concept which has largely escaped our attention to this point: the X Sport. 

This cover shot gives you some idea as to the basic lines of the proposed machine.  While reminiscent of the new 3er in some respects, it features a rear profile that is visually more akin to the out-of-production M Coupe.

The vehicle is being billed as a "sports coupe" despite the four-door design -- and a total length of nearly 16" -- and  is to be equipped with six- and eight-cylinder powerplants. 

An advanced All Wheel Drive system serves as something of a cornerstone for the design, and explains the rationale behind the "X" model designation.  Should the X Sport make it into production (which appears likely), expect it to appear as a 2008 model.

For those interested in Formula 1 -- and BMW's much-anticipated entry into the field as a factory sponsored team -- the car launch for Team BMW Sauber will go live on their web site at 0900 tomorrow morning (Tuesday, 17 January, 2006). 

See you there!

Anyone who has spent any length of time around BMWs knows that the factory has a couple of different ways of referring to the paint colors used on any particular model.  Every color has both a common name (i.e. Imola Rot) and a numerical designator (i.e. 405) to clearly identify it.  Even so, there can still be room for confusion, in that some shades (to include Imola Rot) have now gone through several generational iterations.  What's worse, on a typical BMW model, there may be some four or five different shades of silver or gray offered alone, and it can be quite difficult to keep them all straight.

By way of quick review, E46 owners will find their paint data on a decal affixed to the driver's side front shock tower.  Still, that might not be much help if you are talking to your local body shop without easy access to your car, trying to help a fellow owner on the internet, or placing an order for a new car without the aid of a dealer's cheat sheet. 

Not long ago, I stumbled across a surprisingly up-to-date color chart on one of the Canadian BMW Club sites (at the moment, I do not recall which).  The chart covers nearly every BMW model extant, and is easily the best single-source reference that I've seen.  In the interest of keeping the information available and easy-to-find, I've posted a copy of the chart to my M3 Resource server.  You can find it in the Featured Downloads area (.pdf), or by following this link. 

For obvious reasons, BMW Individual color codes are not represented on this chart, as the variety of combinations there is almost limitless, and these are not frequently encountered.  That said, as time permits, I do plan on offering some additional information on the BMW Individual program in the near future, with the assistance of a colleague on the M3 Forum web site. 

Also, in the weeks to come, I'll be setting up my notes on the promised Royal F1 Paddles review, and passing along some oft-delayed information on the BMW Club Mόlheim-Ruhr's Internationaler Fahrerlehrgang on the Nόrburgring Nordschiefe.  Until then, for a preview of how you can get involved in this one-of-a-kind training event as a BMW owner in the United States, see the new Autobahn Tours site.