BMW E36 Guide

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Wanted to the Invade Tuning guide to E36. Here you bequeath atomic number 4 able to read and learn about disparate ways to ameliorate your E36.

Locomotive

The BMW E36 in Australia came with a total of 6 different engine options. The 4 cylinders being M40, M42 and M44, the 6 cylinders being M50, M52 and S50. Present you tail end teach about various upgrades suitable for them.

Drivetrain

Depending connected the model of E36, the drivetrain can frequently leave much to beryllium desired. This section will highlight the various gearboxes, driveshafts and differentials that are suitable.

Chassis

The E36 chassis is great platform for a mixed bag of builds and purposes. The E36 and E46 chassis both share many interchangeable parts, providing simple bolt on upgrades with OEM realibilty. Course, if you want to take your car to the next level, on that point are a multitude of aftermarket parts to support.

Engines

M40/M42/M44

Introduction

The 4 piston chamber engines are found in the following,

M40B16: 1990-1993 316Ti
M43B16: 1994-1998 316Ti
M40B18: 1990-1993 318i
M43B18: 1994-1998 318i
M42B18: 1992-1995 318is
M44B19: 1996-1998 318is

Summary

The M4x engines are the least favorable in the E36 chassis. With poor performance in factory manikin and lack of aftermarket support, performance modifications are scarce, expensive and provide marginal gains. The best eff-for-buck upgrade would be to switch in a M50B25/TU or M52B28. Nevertheless, if you insist on modifying the right 4 firecracker, here are a few ideas.

Uptake

The biggest gain in performance for this platform comes with the biggest be - ITBs (individual accelerator bodies).
Racehead Engineering science and Dbilas Dynamics are the go-to options for ITB kits. Racehead Engineering is a local Aboriginal Australian company out of Sydney, thusly support section and Rama will help you with any questions you may have. Gains are 12wkw+ seen on the M44B19 on the stock ECU tune, Sir Thomas More can be constitute with a custom dyno tune.

Camshafts

Performance camshafts should be considered if ITBs are already installed. Mild performance cams around the 276/276deg can personify secondhand with the stock valve-train, anything big will require at least upgraded valve-springs and speed cams in the 300deg range wish require homogeneous lifters.

Forced Induction

In progress! Come back before long!

M50/M52

Introduction

The 6 cylinder engines are found in the favorable,

M50B20: 1990-1991 320i
M50B25NV: 1990-1991 325i
M50B20TU: 1992-1994 320i
M50B25TU: 1992-1994 325i
M52B25 1995-1999 323i
M52B28: 1995-1999 328i

Summary

The M5x engines base in the E34/E36/E38 are one of the nigh popularly modified BMW engines e'er. With decent performance in N/A guise and limitless potentiality low forced induction, the M50 and M52 is a great political platform for any build. The 2 liter M50B20 should be avoided as it only when produces a little more big businessman than the M44B19 with a immense weight disfavor. M50B25/TU tuning is done by replacement a physical EPROM crisp inside the DME, M52 tuning is done by flash the DME via OBD/20pin.

Totally M50 engines have cast iron blocks, patc M52 came in some aluminium and cast iron variants. All M52s found in the US throw iron blocks - apart from M52s in the Z3. European (and the rest of the world) let aluminium blocks.

Vanos vs Non Vanos, M50 vs M52

The M50 has 2 versions, one with Vanos and one without. M50 indicates non vanos, patc M50TU (Technical Update) indicates single Vanos. All M52s came with Vanos, M52TU is a different engine entirely with double Vanos.
Vanos is BMW's version of variable River Cam timing and shifts the phase angle of the intake camshaft. Single Vanos indicates Vanos only on the ingestion slope while double Vanos indicates Vanos on both the intake and play out cam.

Key out Differences between M50 and M50TU

Double Valve Springs (M50NV)
Hotter Intake Camshaft (M50NV)
7mm Valve Stems (M50NV) vs 6mm (M50TU/M52)
35mm Valve Lifters (M50NV/M50TU) vs 33mm (M52)
Stronger Connecting Rods (M50NV)
135mm Con-rods (M50NV/M52) vs 140mm Rods (M50TU)
Iron Block (M50/M50TU) vs Aluminium Block (M52)

Generally speaking the M50NV has more than desirable hardware however lacks the Vanos unit. However, Vanos is crucial as it greatly increases torsion under 4200RPM and is highly advantageous for day-to-day dynamical and turbo spool. Deleting or limiting Vanos would be only comprise suitable if high gear lift and duration camshafts are installed - to avoid piston to valve inter-group communication when the Vanos is fully advanced.

Intake

The most common intake upgrade for M52B25 and M52B28 is to install the intake manifold paper from the M50B25 or M50B25TU. The 2.5L variants of the M50 have a very much bigger intake manifold which increases peak power and extends the torsion band. Without a tune there is a small dip in low/middle-range torque, however with a tune the duck is removed and strong gains are successful up upside. The intake manifold barter is relatively straight forward and is widely attested online.

Wipe out

The exhaust manifold paper from European E36 S50 motors is a great improvement all over the mill headers. In that respect are essentially no aftermarket headers for suitable for RHD E36s, so the best upgrade would be the headers from the S50. For superior results the tire ports should be ported to meet the larger diameter of the M3 headers. The complete exhaust will fit as well however the midsection will non fit if you have an self-moving gearbox, the piping hits the gearbox. You will also need to extend the O2 sensing element wiring operating theater bargain longer O2 sensors as the bung on the exhaust is deeper down on the M3 midpipe. The M3 O2 sensors cannot equal used with atomic number 3 it is not harmonious with the ECU.

For the E36 323i specifically, the midpipe is a unique pipe configuration, confining flow. A good bolt-on upgrade is to install the header-back section from a 325i or 328i as they are twin pipe the whole way.

Camshafts

Luckily for all M5x owners thither is a cheap and cost effective camshaft kick upstairs. The intake cam from the M54B30 (specifically the 3L stochastic variable) is a great camshaft upgrade for M5xB25/B28 engines. The only qualifying required is to take 4.5mm polish off the Vanos slat - the spline is easily removed and comfy to machine. On a M52B28 with a M50B25 intake manifold and M54B30 intake River Cam, there is a 15kw and 18nm peak to peak gain at the wheels - tuning is essential! There is also a considerably wider power band! For those inclined to take it another mistreat, replacing the stock use up camshaft with the Intake camshaft from a M50NV motor leave also show up even more than improvements. This will require custom-made timing blocks available for purchase/hire.

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N/A Build Spec Tabloid

Budget Work up

  • M50B25 Ingestion Manifold

  • M54B30 Intake Camshaft

  • M50B25NV Consumption Camshaft on Exhaust Side

  • VANOS Rebuild

Intermediate Build

  • M54B30 Rotating Assembly

  • M50NV Double Valve Springs + 6mm Retainers

  • S50/S52 US Camshafts

  • S50 Euro Consume Manifold + Exhaust Port wine Matching

  • Lightweight Pulleys

  • Tube Headers

Full Build

  • 2.8L Crankshaft from M52B28 or M52B28TU

  • Honda B18C 138mm Connecting Rods

  • Balanced Rotating Meeting place

  • K20 Turbo Pistons

  • S50 ITBs + Arranger

  • VANOS Delete

  • 280+ deg Camshafts

  • Head Porting

  • Unanimous Lifter Conversion (shims subordinate bucket)

  • 35mm INA Lightweight Lifters + Tray

  • Oil Pump Nut Saftey Wired

Striking or message via Facebook for specifics.

Turbo Fles Spec Sheet

Read the E36 Turbo Guide Here.

Drivetrain

Manual Gearboxes

Getrag 250G

The Getrag 250G is the most standard 5 speed manual gearbox found in E36s. It is found in ALL models except from the 328i and M3. The offical BMW code name for this gearbox is S5D-250G. This gearbox is notoriously known for its low metier; 2nd gear syncros during hard shifting May explode. The more hol there is the Thomas More easier it is to breach this gearbox. It is not recommended to be used with anything more powerful than a M52B25.

Gear Ratios

1st 4.23:1
2nd 2.52:1
3rd 1.66:1
4th 1.22:1
5th 1.0:1

ZF 320Z

The ZF S5-31 aka 310Z/320Z is found in the 328i and M3 3.0. The offical BMW code name for this gearbox is S5D-320Z. This gear case is known for its ability to handle abuse and high ability (800hp+). It is also institute in E34 525i, E46 328i/330i, E39 528i/530i. While it is a strong gearbox, the 5th gear detent and reverse detent wears over time and may result in 'tilted 5th', where the shifter lever has no resistance spell shifting into 5th. Overrun offers the detent rebuild Service.

Gear Ratios

1st 4.21:1
2nd 2.49:1
3rd 1.67:1
4th 1.24:1
5th 1.0:1

Getrag 420G

The 6 speed Getrag 420G is found in the E36 M3 3.2 Evo. This gearbox is similar to its counterpart found in the E46 M3, albeit with tiny differences to the input shaft. The 420G is a hearty gearbox capable of property crowing mightiness.

Gear Ratios

1st 4.227:1
2nd 2.528:1
3rd 1.669:1
4th 1.226:1
5th 1.0:1
6th 0.828:1

Chassis Mounted Shifters

Away using a chassis mounted shifter you remove the shifter and the carrier linkage, only the selector pole is compulsory.

The majority of the shifter slop and play is from the sceneshifter stick, with the shifter bushing cup being second and the linkage mounts and bushes being last.

Flywheels and Clutches

Presentation

Entirely E36 flywheels from the factory are heavy dual mass units advisement approximately 12kg. While good for absorbing drivetrain stochasticity and vibration, it lacks answer.

A common upgrade is to replace the factory two-fold-mass flywheel with a lighter single mass flywheel. Anything lighter than 7-8kg testament be a little annoying for a daily driver as taking bump off will require more than revving and clutch slipping due to having less inertia.

The stock certificate setup consists of a dual-volume flywheel opposite with a solid unsprung clutch disk.

228mm

The smaller clutch and flywheel is launch in 316i - 325i. Information technology is worthwhile to upgrade to a 240mm apparatus as on that point are much more aftermarket options. The 325i clutch bag is the strongest taboo of the bunch, even so still lacks absolute clamping force.

240mm

The larger 240mm setup is found in the 328i and M3. The M3 clench unfortunately is not compatible with the 328i flywheel.

A proven and recommended setup is the Pure PF 240mm single mass flywheel paired with a Sachs -765 pressure plate. For anything 450hp or under, an organic sprung nerve center clutch disk volition suffice the job. Prefer for a 6 puck ceramic/metallic disk to hold upwards of 1000hp.

The big 240mm flywheel and clutch pedal is harmonious with all manual gearboxes.

Differentials

Small-scale Case 168mm

In that respect are cardinal variants of the small case differential institute in E36 Ti and E36. The E36 Ti differential has a polar exterior casing compared to the E36 however the internals stay the same. The small case diff is establish in the 316i to 320i. Some came with LSD centers if they were optioned. Not recommend under high grip/torque situations, the pinion cogwheel may fail.

To swap a small case diff into a chassis with a medium eccentric, simply trade the larger output flanges onto the dwarfish example diff.

Mill Diff Ratios

*Check the diff tag for the near close identification*

  • 316Ti 1.9L

    • 3.23

  • 318Ti

    • Auto 4.44

    • Manual 3.45

  • 318i

    • Auto 4.44

    • M40 Manual 3.345

    • M43 Manual 3.38

  • 318is

    • Auto 4.44

    • M42 Non-automatic 3.45

    • M44 Hand-operated 3.38

  • 320i

    • 3.45

Sensitive Case 188mm

Average case diffs are base in the 323i, 325i, 328i and M3. These differentials are generally strong and robust and do not easily die. Some came with LSD centers if they were optioned - all M3s have LSDs. IT is very touchy to find out a culture medium case diff with a ratio shorter than 3.15 in Australia A no factory E36 had one.

To convert 2.93 - 3.07 diffs into 3.15+ a spacer is required for the crown gear. This is because the center, whether it be open Beaver State LSD, has a diluent flange for the crown gear to bolt onto. Ratios 3.15 and shorter do not need this spacer.

The M3 differentials come with a variant input signal rim with reservations for 6 bolts instead of 4. Luckily the stimulant flange lavatory be swapped with not-M flanges.

Factory Diff Ratios

  • 323i

    • 2.93

  • 325i

    • 3.15

  • 328i

    • Auto 3.07

    • Manual 2.93

  • M3 Euro

    • 3.15

Large Case 210mm

The 210mm large case differential is only found in the European M3 3.2 Evo. The ample case diff is not easily interchangeable like the small and medium case. The large case differential requires a different subframe cradle with different mounting brackets.

The large case diff is very strengthened and rarely ever give way.

The factory clutch LSD building block comes with 2 clutches, an easy promote is to install another 2 for a total of 4 clutches. New clutches can make up bought from Racing Diffs.

The factory ratio is 3.23.

Chassis

Dangling

Street

Here are some suggestions for a day by day street driven automobile.

Scandalize Absorbers

  • Bilstein B6

    • Slenderly stiffer than factory M-Tech suspension, suitable for stock meridian.

  • Bilstein B8

    • Same as the B6 in terms of damping but premeditated for lowering springs.

Springs

  • Letting down springs are shorter and stiffer than OEM springs, require stiffer shocks for best results and fitment.

  • Aim for spring rates downstairs 6 Kilo/millimeter operating theater 330 Pound/in.

Street + Track

Hera are some suggestions for a street ambitious car that sees the path or twisties.

Coilovers

  • Bilstein B16 PSS9/10

    • Damper adjustable and elevation adjustable

    • Along the stiffer side

  • KW V2

    • Damper adjustable and height adjustable

    • On the softer side

  • Ohlins R&T

    • Damper changeful and to changeable

    • On the stiffer root

Camber Plates

Camber plates are essential for any class of scrappy driving, there is not nearly enough negative camber with the mill strut superior. Radio set and Primer Control realise quality camber plates - 'Rails/Raceway' versions of whatsoever camber plate will introduce some NVH and slim knocking sounds.

Track Only

Coilovers

  • Bilstein Clubsport

  • KW Clubsport

  • MCS

  • Ohlins

Energizing

The E36 is an ancient chassis and lacks rigidity compared to nonclassical day cars. The following are things you can do to improve strength and rigidity.

  • Front/rear strut brace

  • Battlefront Subframe

    • With poly Oregon solid engine mounts the front subframe Crataegus laevigata crack or bend. OEM Weld-in reinforcement plates are promptly acquirable.

  • Rear Subframe

    • Aftermarket reinforcement plates should be avoided, BMW make their ain reinforcement plates which came installed on M3s from factory. These plates are contoured to the soma and require welding.

  • Shock tower reinforcement plates

    • BMW sells circular plates that goes 'tween the shock tower and the offend mount. Prevents mushrooming of the shock tower from tight shocks.

  • X-bitstock

    • Convertibles and M3s came with a x-brace underneath the nominal head subframe. All E36s have provender to mount the x-brace however require nutserting.

  • Half Cage

    • Half cages may be legal for street driving contingent on your state.

    • Required for motorsport events

Swaybars

Seek aftermarket options for sway bars as M3 sway bars are thinner and less stiffer than non-M. This is because the sway bar on M3s mounts connected the cushion body instead of the control limb.

Look for solid 27mm+ swaybars with poly bushings.

When buying new hiatus, IT is preferable to decree M3 suspension as they have the tabs for the sway bar mount happening the shock consistence. In addition, changeful or longer sway ginmill golf links would be necessary.

Steering Racks

The E36 is notorious for its slow steering reaction, this is imputable the slow ratio of the factory direction racks.

Purple Tag Torment

Found in E46s the Royal Tag steering single-foot is a decamp-on upgrade for all E36s. The steering ratio is a running 3.0 turns interlace to lock - a substantial step-up over the factory non linear 3.2 turns lock to lock away. Stock E46 inner tie rods crapper be used with the original E36 outer tie rods.

Z3 Rack

Found in Z3s, the 'silver tag' rack is one of the quickest steering racks compatible with the E36 chassis. It has 2.7 turns lock to mesh and also rectilinear. These are quite hard to find and carry a price premium.

Brakes

E46 330i Straw man/E46 328i Rear

An low-cost and straight progressive bolt-on upgrade are the battlefront calipers from an E46 330i and the rear from a E46 328i. The caliper, bracket and rotors must represent swapped. The brake line duds are the same. You may postulate to bend the E36 dot shields inboard to fit the rotor coil.

Diameter: 325mm
Thickness: 25mm

Unfortunately the 330i rear calipers are non compatible due to the hand brake assembly. The easiest secondary is to use E46 328i rear calipers. Like-minded the front, the caliper, bracket and rotors moldiness be swapped. Brake crinkle togs are the same, dust shields may need bending.

Diam: 294mm
Thickness: 19mm

The E46 330i brakes are larger in diameter (however thinnger) than E36 M3 brakes and are much more affordable.

Mounts and Bushings

Locomotive engine Mounts

The recommended mounts are E46 M3 engine mounts. Anything stiffer such as poly mounts will stick in NVH inside the cabin. With 75A and stiffer poly mounts vibrations from the engine are transmitted inside the cabin. Poly/solid mounts are only recommended if your elevator car only sees the track.

Gearbox Mounts

The advisable mounts are E46 M3 gearbox mounts. Equal the engine mounts anything stiffer will introduce noticeable vibration and gearing whine inside the cabin. Solid or poly gearbox mounts add more NVH than the equivalent railway locomotive mounts. Only consider poly/solid mounts if your gondola sees the rail more the street.

Sceneshifter Mounts

In that location are two rubber mounts connected to the shifter carrier - one located on the top-rear of the gearbox and one settled on the chassis. Both are advisable to represent upgraded to poly to reduce shifter play. The biggest source for gearshift play however is from the shifter joint located on the gear case.

Rear

Rear Trailing Arm (RTAB)

The OEM rubber rear trailing arm bushing should be replaced with poly surgery monoball bushings. They do not add any noticeable NVH. Street cars should aim for a poly bushing while track cars should aim for the monoball bushing. A stiffer bushing Here prevents the car from toeing in under load.

Tush Control Arm (Camber Arm)

There are two bushings here, inner and outer. The inner bushing is located in the subframe and can be replaced with either a substantial or monoball bushing. A stiffer bushing hither prevents unwanted changes in rearward wheel camber. The out bushing is a ballock joint - do not replace these with poly.

Rear Upper Control Arm (Spring Perch)

In that respect are besides two bushings here, inner and outer. The inner bushing is located on the last of the spring perch. A poly or solid bushing Here will ensure a consistent spring range. The outermost bush on non-SM are a rubberise George Walker Bush, replace these with ball joints found along M3s.

Rump Subframe Bushings

Powerfully recommended to reinforce the rear subframe with OEM plates ahead upgrading the bushings. The OEM reinforcement plates are affordable and provide the go-to-meeting fitment as the edges are contoured. Avoid poly bushings as there is no benefit. Solid or billet aluminum bushes are recommended as this ensures there is no movement - reducing the chances of the rear subframe cracking due to motion.

Front

Battlefront Control Arm (FCAB/Lollypop)

The OEM rubber bushings should be replaced with poly bushings, these do not ADD any intelligible NVH and increases steering feel and directness. The nominal head alliance will as wel stay consistent under heavy lashing. For give chase focused cars monoball bushings are recommended.

Sway Bar Bushings

The stock E36 swaybars are little from factory and should be upgraded. As the bushings are settled on carry bar thickness. Upgraded sway bars typically come with poly bushes - a no brainer to merely upgrade the carry bar instead of buying poly bushes unequalled.

Steering Gene linkage Coupler

There is a rubber coupler within the steering linkage 'tween the steering rack and the steering wheel. Overtime the rubber becomes soft, this makes alignments a pain as a time-tested center charge cannot follow found. On concentrate feel is also missing with a worn coupler. The attend upgrade is to drill out the coupler and replace it with a solid piece.