E30 from Ukraine - "Shadow of Intelligence"

[The_Glory]

Something is not very clear with the brakes yet - they are practically gone! Maybe they need to be pumped again, or maybe it's because of this dirt.... I guess I need to change the brake fluid again.

[roguetoaster]

I think ABS equipped cars might take more, but 800ml seems within reason. Really like those special tools, they seem easier to use, and frankly easier to store than the usual Motul or similar pressure bleeders. Granted you have to keep filling the reservoir, but no big deal.

There probably is a manufacturing oil on the insides of all of the brake lines or hoses, so icky fluid is to be expected. There's also release agent on rubber seals which blackens fluid quickly.

[The_Glory]

Bleeding the brake system and clutch

So, the brakes are installed, they need to be bled. It would seem that everything is simple, but the situation was complicated by the lack of an inspection pit or a lift in the garage (as usual). I will have to crawl on the floor under the car again... Therefore, I really wanted to ease my suffering, at least a little! )) After looking at these Internet sites, I initially wanted to buy a special Chinese device for vacuum pumping. But after reading its technical specifications, for some reason I had some doubts about its effectiveness... maybe in vain, but I gave up on this idea.
I decided to do something by analogy with the original device used at official BMW car services - pressure pumping. It seems that everything is quite simple - a plug with a valve and a pressure gauge that is screwed onto the expansion tank of the master cylinder instead of a regular cover.
The plugs from all the canisters were either too small or too big. So I remembered that I had an old vacuum booster with a cylinder and a tank left. I took the cover off, took out the sensor from it. To close its hole, I took a plug from a HEPU antifreeze bottle, it was a perfect size.


I cut off the threaded part of the plug, leaving only the upper part.


I bought a regular valve for wheel disks, and drilled a hole for the valve in the plug.


The valve is tight, but just in case, I put it on glue.


We insert the valve into the tank lid. The gasket is standard, which was in the lid.


We screw the lid with the valve onto the tank.


The "special tool" is ready! :)


Again, for convenience, to ease my suffering, I decided to make a special bottle for pumping from improvised means.
To do this, you need a glass bottle with a rubber stopper from a medical dropper, a thin rubber hose, a shoelace, a large paper clip, and an empty ballpoint pen rod.


The "special tool" has a simple design - we make a hole in the rubber cap, insert a thin hose into it and a piece of rod for air removal. We make a hook from the paper clip and tie it to the bottle with a string.


The rubber hose should reach almost to the bottom of the bottle. And the rod tube should go into the bottle a few centimeters so that if the bottle is turned over, the brake fluid does not leak through it.


The cord with the hook is also to prevent the bottle from falling or tipping over.


Here are two not tricky, homemade "special tools" :)


Now you can start pumping.


We pour brake fluid into the reservoir. Instead of the standard cap, we screw on a similar cap with a valve.


We connect the compressor to the valve.


According to TIS, you need to pump 2 atmospheres. But I was a little afraid for my "special tool" )), so I pumped 1.5 atmospheres. I think this is also enough...


I start, of course, with the rear right caliper. I hung my second "special tool" on a loop on the body - I don't know what it is for, but in this case, it is very appropriate. We put the hose on the caliper fitting.


I unscrew the fitting, and...... nothing happens..... ))) I expected that I would now unscrew 4 fittings in turn, a fountain of brake fluid would spray from each one, - and the system would be pumped in 5 minutes! ))) But, for some reason it doesn't work.
I tried it on the front calipers - there was at least some effect there, but there were no fountains there either! ) I don't understand what I did wrong... So, the trick didn't work! ))
So I had to call a friend for help, and pump the brakes in the old proven way - with the pedal.
And this is an original "special tool" for this method - like in a reputable car service! )))


So, I couldn't ease my suffering, and I climbed under the car. By the way, it turned out that it's not that difficult to do, even without a viewing hole. With the front wheels turned to the side as much as possible, there is more or less normal access to the fittings. It's a little harder on the rear ones, but only on the left side, because the right wheel was already removed.
But the rear circuit still didn't want to be pumped. The front calipers were pumped first - everything was OK. And the rear ones, in general, nothing! Not a drop of brake fluid comes out of them! I'm already starting to think that something got into the tubes and clogged them. Although they are all new. And then my friend gets the idea to try pumping with the engine running. I was quite skeptical about this idea, but we tried it anyway. And what do you think? Brake fluid immediately came out of both rear fittings! It's probably not the engine itself, but maybe the ABS hydraulic unit.... Maybe the rear circuit was closed by some valve in the hydraulic unit? And when the hydraulic unit was powered up, that valve opened? I have no other explanation for this phenomenon.... Except maybe it's just a coincidence! ))
But, whatever it was, we went around the circle again - rear right, rear left, front right, front left. The brake system was bled.

All that remained to be bled was the clutch. And that's where the real "pain and suffering" was! ))
First, I had to raise the left front wheel as high as possible on a jack to somehow get to the clutch slave cylinder.
Secondly, the specialists who installed the gearbox said that I had not installed the clutch slave cylinder correctly - with the fitting facing down (as the book says). They argued that since the fittings on the brake calipers are on top, it should be on top here too.
I don't know why (probably out of stupidity) I agreed with them, and they moved the clutch slave cylinder with the fitting facing up.
And now I'm "reaping the fruits" of my stupidity. It doesn't affect the clutch operation in any way, but the system is pumped very hard. After all, the brake fluid now enters the cylinder not from top to bottom, but from bottom to top. And most importantly, the fitting almost rests against the gearbox and access to it is very difficult. Even on a lift, pumping will be very inconvenient. And even more so, lying under the car, and reaching for the fitting with one left hand.... I had to pump brake fluid through a hose with a syringe into the cylinder fitting, and only then did it start pumping. I even wanted to try pumping using the brakes, connecting the fitting of the front left caliper with the fitting of the clutch slave cylinder, but it didn't come to that. In the end, the clutch was pumped! I didn't take a photo, because it was very inconvenient, and not before!
Never install the clutch slave cylinder with the fitting facing up! )

Another nuance that I don't understand. All the tubes and hoses are new, the cylinders are new, the calipers are clean. But the brake fluid at the outlet is very dirty!


Why?? Is this some kind of "preservative" in the new tubes or something? I don't like it... I'll drive a little and replace the brake fluid again.
By the way, I read somewhere that 1.2 liters of brake fluid are needed to fill the system. So I bought two bottles of one liter each. I used exactly one bottle. After pumping, about 150-200 grams of fluid drained, that is, 800-850 grams entered the system. Maybe I'll have to add more... I'll see...

So, despite all the difficulties, pain and suffering, the brake system and clutch are pumped!
Finally, I can try to drive! )

[The_Glory]

Assembly_190. ETK_34_Rear wheel brake lining wear sensor ATE (part 2)

The rear suspension was installed at the very beginning of the car assembly, and together with it, brake discs and protective covers were installed.
The cover must be screwed before installing the hub, otherwise it will not fit. Two bolts on each side.


After that, you can install the bearing, hub, handbrake mechanism and brake disc.


Finally, you can install the rear calipers. To do this, I unscrewed the brake hoses from the tubes and screwed them to the calipers, having previously lubricated them with copper grease. The brackets also need to be unscrewed from the calipers (or you could not screw them).


We lubricate the contact surfaces of the brake pads with anti-squeak paste. By the way, it is more convenient to do this before installing the bracket so as not to smear the brake disc. The upper and lower pads are lubricated on both sides.


We apply blue thread lock to the bolts and screw the brackets to the rear suspension arms. Two bolts each.




Apply anti-squeak paste to the contact surfaces of the brake pads and caliper.




Also to the contact surface of the piston. I lubricated the piston inside as well so that it rusts less. The 3g package was quite enough for one caliper.


Install the inner pad holder into the piston.


Install the outer pad with the wear sensor into the bracket.


Apply blue thread lock to the guide pins.


We insert them into the rubber bushings and screw the caliper to the bracket. The guide fingers DO NOT GREASE with anything!


We close the rubber bushings with plugs. The upper plug is ordinary, and the lower one with a clip for the brake pad wear sensor wire is only for the right caliper.


We insert the locking spring. We thread the sensor connector through the hole in the caliper.


Fix the loop of the plastic bracket on the body wiring connector.


We treat the contacts with a special spray, connect the sensor and fix the connector in the bracket.


We put the bracket on a special hook on the brake disc protective casing. We fix the sensor wire in the clip on the lower plug so that it does not rub against the wheel disc.






Screw the brake hose to the tube, having previously lubricated it with copper grease.


The rear right caliper is installed.










On the left side, everything is similar. The only difference is the lack of a brake pad wear sensor, and the same plugs for both bushings.




Looks nice, and doesn't really stand out visually ;) If you paint the wheels, it will be even better! :)


So, the rear brake calipers are installed.
Next time I'll write about bleeding the brake system and clutch.

[The_Glory]

Assembly_190. ETK_34_Rear wheel brake lining wear sensor ATE (part 1)

For BMW E30, rear brakes could be with brake drums (4-cylinder engines), with conventional brake discs, or with ventilated brake discs (only all-wheel drive 325ix Touring). On conventional Touring, the rear calipers differ from sedans - their piston diameter is 2 mm larger (35 mm instead of 33 mm). Manufacturer - ATE.
Calipers from Touring can be installed on a sedan - a kind of "upgrade" of the brakes, but I don't know how effective it will be... Calipers from all-wheel drive 325ix Touring can be installed on a sedan only in assembly together with brake discs and hubs. It will also be necessary to install wheel rims with a larger offset (ET). Therefore, there are also doubts about the feasibility of this "upgrade". Moreover, such calipers are not so easy to find. I have only seen them on sale once in all my time. At first I wanted to buy one, but I changed my mind.
The M3 has its own calipers, similar to the E32, but I don't know if they are interchangeable with the regular ones.

So, in my case, these are ATE calipers for a sedan with regular brake discs.
Rear wheel brake pad wear sensor ATE




Part #1 - brake caliper housing left (34 21 1 153 243) and right (34 21 1 153 244) - 2 pcs. Fully assembled.
Part No. 2 - brake caliper housing left (34 21 1 160 397) and right (34 21 1 160 398) - 2 pcs. Complete with piston.
Part No. 3 - brake pad bracket (34 21 1 160 396) - 2 pcs. The bracket is the same on both sides.


Part No. 4 - bolt M10X30 (34 21 1 153 937) - 4 pcs. Caliper bracket mounting.
Part #5 - Bleed fitting (34 11 1 153 197) - 2 pcs. I use Quick Brake 0088 fittings.
Part #6 - Protective cap (34 11 1 153 198) - 2 pcs. I use Quick Brake 0126 caps.
Part #7 - Retaining spring (34 21 1 153 199) - 2 pcs. I use BOSCH 1 987474 032 spring set.

Part #8 - Guide pin (34 11 1 157 041) - 4 pcs. They are in good condition, so I left them.
Part No. 9 - brake pad wear sensor (34 35 1 179 819) - 1 pc. Installed only on the right caliper. I use a TRW sensor.
Part No. 10 - terminal (61 13 1 361 897) - 1 pc. This is an error in the ETK - this terminal is for earlier BMW models to fix the brake pad wear sensor connector. It is not used in the E30. Part No. 18 is used instead.

Part No. 11 - brake disc 258X10 (34 21 6 755 407) - 2 pcs. I use TRW discs. Although, I replaced them a long time ago, their thickness is still within tolerances with a large margin. Therefore, I left them.
Part No. 12 - bolt with internal hexagon M8X12 (34 11 1 123 072) - 2 pcs. Fastening the brake disc to the hub.
Part No. 13 - protective cover left (34 21 1 162 061) and right (34 21 1 162 062) - 2 pcs. I use KLOKKERHOLM covers.
Part No. 14 - bolt M6X8 (34 11 1 156 427) - 4 pcs. Fastening the protective covers to the lever.
Part No. 15 - spring washer B6 (07 11 9 932 099) - 4 pcs. Attaching the protective covers to the lever.

Part No. 16 - plug (34 11 1 154 979) - 3 pcs. Rubber bushing plug. I use plugs from the Frenkit 233003 repair kit.
Part No. 17 - plug (34 11 1 154 978) - 1 pc. Plug for the lower rubber bushing of the right caliper with a clip for fixing the brake pad wear sensor wire.

ATE number 11.8190-0157.1

Part No. 18 - bracket (34 35 1 153 966) - 1 pc. Bracket for fixing the brake pad wear sensor connector.

Part No. 19 - not used.
Part No. 20 - caliper seal kit (34 21 1 153 194) - 2 pcs. The original kit includes a rubber seal, a dust boot, and a retaining ring. I use Frenkit 233003 repair kits. The kit includes all the necessary parts.


Even unnecessary parts, they are probably used for other car models.

But looking ahead, I will say that from this repair kit I used only a rubber seal, a piston dust boot, and a retaining ring.
Part No. 21 - repair kit for guide bushings (34 11 1 157 038) - 2 pcs. I use ATE bushings 11.8171-0022.1.
Part No. 22 - JURID 508 brake pad set (34 21 1 158 912) - 1 pc. I use TRW GDB299 brake pads. I replaced them just a few weeks before I disassembled the car, so they are practically in new condition. I left them.
Part No. 23 - 3G brake pad paste (83 19 2 158 851) - 1 pc. Anti-squeak grease for brake pads. I used one package for each caliper.

In the previous post about calipers, I already wrote in detail about all types of grease for brake calipers. I use them.


As I said earlier, my club colleagues criticized my choice of repair kits, arguing that Frenkit, like other Chinese analogues, is not of very good quality. Moreover, after trying on the seal from the Frenkit 233003 kit, it seemed to me that it was too big. I thought it was 35 mm in diameter, for Touring.


It did not want to fit into the cylinder groove. Looking ahead, I will say that I was wrong, and it does fit in place, although not easily.


So, I decided to order both original ATE repair kits, since the BMW kits are no longer available, and their price was not low. But, unfortunately, the ATE 11.0441-3302.2 caliper seal repair kit. is also no longer available. Therefore, the rubber seal, piston dust cap, and circlip will remain from the Frenkit 233003 repair kit.

The ATE 11.0101-5402.2 repair kit is available for order. It includes two bushings and three plugs (two regular ones and one with a clip for fixing the brake pad wear sensor wire). Its price is 11 Euros per caliper. But using the old ATE bushing number 11.8171-0022.1, you can order bushings separately, one by one and much cheaper - 1 Euro per piece.


Since I already have three plugs from the Frenkit 233003 kit, and one plug with a clip is original ATE, I decided to order four bushings separately.




And here is an interesting nuance.
In the diagram in ETK there is some part without a number, which is included in the original repair kit BMW 34 11 1 157 038 - circled with a blue line.


I was curious what it was... I found a lot of photos of this old original repair kit on the Internet, but there was no such part there. Photo from the Internet.


But it was found in a photo of old, still factory, bushings from a teammate.


There is a plastic insert in the middle of the rubber bushing!






I compared my old and new ATE bushings and Frenkit bushings.


There are no plastic inserts in any of them!


That's why I'm really curious - what kind of inserts are those? What are they for? Why aren't they in the new bushings? Maybe they were only installed on the factory assembly line? How critical is their absence? If anyone knows, I'd be very grateful for the information.

Now, finally, we start assembling the calipers.
We lubricate the cylinder and seal with ATE hydraulic assembly paste. We insert the seal into the cylinder groove. It fits very tightly.


Then we lubricate the piston and the boot with the same paste. We put the boot on the piston in this way and insert the piston into the cylinder.


We press the piston into the cylinder and put the boot on the caliper.


We wipe off the excess paste and fix the boot with a retaining ring.


We lubricate the fitting with copper grease, put a rubber cap on it and screw it into the caliper.


Now we need to install the rubber bushings.


To make the bushing easier to enter the caliper, we lubricate its OUTER part with silicone grease. We insert the bushings in this way.


We insert the guide fingers into the rubber bushings. An important nuance - the guide fingers are NOT LUBRICATED with any lubricants!


We screw the caliper to the bracket with the guide fingers. The bushings are closed with plugs. The caliper is assembled.


The calipers are ready for installation.
The metal clip in the photo above is an extra detail. As I said above, it is used for earlier models E12, E21, E23, E28.

I will write about the installation in the second part.

[The_Glory]

Assembly_189. ETK_34_Girling front wheel brake pad wear sensor (part 2)

Finally, you can install the front calipers. To do this, I unscrewed the brake hoses from the tubes and screwed them to the calipers, having previously lubricated them with copper grease. The brackets also need to be unscrewed from the calipers (or you could not screw them).


Apply blue thread lock to the bolts and screw the brackets with guides to the front suspension struts.


Two bolts each.




We lubricate the contact surfaces of the brake pads with anti-squeak paste. By the way, it is more convenient to do this before installing the caliper so as not to smear the brake disc.


The upper and lower pads on both sides are lubricated.


Apply anti-squeak paste to the contact surfaces of the brake pads and caliper.


Also to the contact surface of the piston. I lubricated the piston inside as well so that it rusts less. A 3g package was enough for one caliper.


Install the outer pad with the wear sensor into the bracket.


Install the inner block into the bracket.


Apply blue thread lock to the bolts, insert and screw the caliper to the bracket with the guides.


Put the sensor connector through the hole in the caliper.


Fix the loop of the plastic bracket on the body wiring connector.


We treat the contacts with a special spray, connect the sensor and fix the connector in the bracket.


We put the bracket on a special hook on the brake disc protective casing. It is better to pass the sensor wire under the guide so that it does not rub against the wheel disc.






Screw the brake hose to the tube, having previously lubricated it with copper grease.


The front left caliper is installed.






Looks nice, and doesn't really stand out visually ;) If you paint the wheels, it will be even better! :)


On the right side, everything is similar. The only difference is the lack of a brake pad wear sensor.












One nuance - I forgot to move the rubber protective sleeve on the brake hoses - it should be on top of the hose so that it does not rub against the body. I fixed it on both sides.


So, the front brake calipers are installed.
Next time I will write about the rear ones.

[The_Glory]

Assembly_189. ETK_34_Girling front wheel brake lining wear sensor (part 1)

For BMW E30, the front brakes could be with conventional brake discs or with ventilated brake discs. They were also from two manufacturers - ATE or Girling. They have different designs. In my case, these are Girling calipers with ventilated brake discs.
Front brake pad wear sensor Girling




Part #1 - brake caliper housing left (34 11 1 154 379) and right (34 11 1 154 380) - 2 pcs. Complete with piston.
Part No. 2 - brake pad bracket (34 11 1 158 451) - 2 pcs. The bracket is the same on both sides. Complete with guides.


Part No. 3 - bolt M12X1.5X32 (34 11 1 118 948) - 4 pcs. Caliper bracket mount.
Part No. 4 - bleed fitting (34 11 1 121 206) - 2 pcs. I use Quick Brake 0088 fittings.
Part No. 5 - protective cap (34 11 1 153 198) - 2 pcs. I use Quick Brake 0126 caps.

Part No. 6 - bolt (34 11 1 154 445) - 4 pcs. Guide mounting.
Part No. 7 - brake pad wear sensor (34 35 9 058 889) - 1 pc. Installed only on the left caliper. I use the TRW sensor.
Part No. 8 - bracket (34 35 1 153 966) - 1 pc. Bracket for fixing the brake pad wear sensor connector.

Part No. 9 - caliper seal kit (34 11 1 154 440) - 2 pcs. The original kit includes a rubber seal and a boot. I use Frenkit 248918 repair kits. The kit includes all the necessary parts. But looking ahead, I will say that from this repair kit I used only pistons and guide boot boots.



Part No. 10 - repair kit for guide bushings (34 11 1 161 936) - 2 pcs. I use dust boots from the Frenkit 248918 repair kit.
Part No. 11 - set of brake pads TEXTAR T 444 (34 11 1 161 347) - 1 pc. I use TRW GDB820 brake pads. I replaced them literally a few weeks before I took the car apart, so they are practically in new condition. I left them.
Part #12 - brake caliper kit (34 11 9 058 982) - 1 pc. Calipers assembled.
Part #13 - 3G brake pad paste (83 19 2 158 851) - 1 pc. Anti-squeak grease for brake pads. I used one package for each caliper.

In the previous post about calipers, I already wrote in detail about all types of grease for brake calipers. I use them.


As you can see in the photo, I completely assembled the calipers, but my club colleagues criticized my choice of repair kits, arguing that Frenkit, like other Chinese analogues, is not of very good quality. So, I ordered the original repair kit TRW (Girling/Lucas) SP8543.


I thought that this repair kit was for one caliper, so I ordered two of them. But it turned out that the kit includes seals for both calipers. So there will be a spare one. The kit includes unnecessary instructions in many languages )


So, I disassembled the calipers again and am now assembling them on TRW parts.
Lubricate the cylinder and seal with ATE hydraulic assembly paste.


Insert the seal into the cylinder groove.


Then lubricate the piston and boot with the same paste. Put the boot on the piston like this.


Insert the edge of the boot into the caliper groove, align it around the circumference.


Press the piston into the cylinder and put the boot on the piston groove.


Press the piston into the cylinder, wipe off excess paste.



We lubricate the fitting with copper grease, put a rubber cap on it and screw it into the caliper.




The calipers are assembled, let's move on to assembling the guide brackets.
We lubricate the guides and their dust boots with special TRW grease for guides. I couldn't find TRW boot liners, so I'm leaving Frenkit for now. I'll replace them when I replace the brake pads next time.


Insert the guides into the bracket, put the dust caps on them, remove the remaining grease.


Screw the brackets to the calipers - ready for installation.


I will write about the installation in the second part.

[The_Glory]

Assembly_188. ETK_34_Front wheel brake disc

I recently said that the work on the brakes was planned to be completed a long time ago, but something went wrong, and it so happened that I only now got to the installation of the brake calipers.
So, back to the ETK section
Brake mechanisms

The front suspension was installed at the very beginning of the car's assembly, and the brake discs were installed at the same time. Therefore, this entry will be "archive".
Front wheel brake disc




Part #1 - brake disc. In my case, it is not used, since I have ventilated front brakes installed.
Part #2 - ventilated brake disc (34 11 1 160 915) - 2 pcs. I use TRW ventilated discs. Although, I replaced them a long time ago, their thickness is still within tolerances with a large margin. Therefore, I left them.
Part No. 3 - bolt with internal hexagon M8X12 (34 11 1 123 072) - 2 pcs. Fastening the brake disc to the hub.
Part No. 4 - left protective cover (34 11 1 154 241) and right (34 11 1 154 242) - 2 pcs.
Part No. 5, 6 - bolt with washer M6X8 (34 11 1 156 427) - 6 pcs. Fastening the protective covers to the rack. Since I did not change the hub either, the protective covers remained installed on the racks.


The front suspension struts were installed together with the protective covers.


The brake discs were also installed at the same time.


So, this was done quite a while ago, and now I'm continuing to install the brake calipers.

[The_Glory]

Repair of brake calipers and preparation for their assembly

As always happens when I plan something, everything does not go according to plan! This is what happened with electroplating - the process took a little longer, but during this time I managed to buy and prepare everything necessary for the assembly of the calipers (in fact, of course, not everything).
So, I sandblasted the calipers and brackets myself, because they refused to do it at a professional sandblasting shop, reasoning that they were afraid of damaging the inner surfaces of the cylinders and guides. Well, if you want to do something well, do it yourself. At the same time, my brother "upgraded" our garage compressor - instead of the Chinese compressor, a restored Soviet one was installed - now it stably maintains a pressure of 7-8 atmospheres, and you can sandblast even very rusty parts normally. The result is no worse than at a professional sandblasting shop.


At first I wanted to paint the calipers. Therefore, it made no sense to give only four bolts to electroplating, and I decided to try copper plating again.


The result was disappointing again. This is in no way comparable to electroplating, and looks more like old rust than a protective coating from it! )) I had to sandblast these bolts again.


Now the question is in the coating of the calipers. I considered three options:
1. Powder coating.
2. Polymer coating.
3. Galvanic galvanization.

The first option looks beautiful, you can even make "racing" red calipers! ))) But the thickness of the coating is quite large, so all the docking and contact surfaces of the caliper and bracket need to be covered when painting. As you know, cast iron rusts very quickly after sandblasting, so all these unprotected surfaces will very quickly become rusty, and spoil all the beauty.
The second option, in principle, is similar to the first, although the thickness of the coating is much less. Smaller choice of color options. Slightly higher cost. Looks beautiful.
The third option - the thickness of the coating is minimal, so absolutely all surfaces of the caliper and bracket are evenly protected from corrosion with zinc. The color and appearance are as close as possible to the factory one. Looks very nice. The cost is much lower.

So, the choice is obvious - galvanic galvanization. At the same time, I galvanized several "spare" parts.


I really like the appearance of the calipers after galvanization.


The inner surfaces of the cylinders are not damaged.




The threads in the holes are also protected from corrosion, there should be no problems with unscrewing hoses and fittings.


The surface around the piston and the inner surface of the guides are also coated with zinc.


Contact surfaces on the brackets


Thread and inner surface of the guides.


So, in my opinion, galvanizing is the best way to protect the calipers from corrosion.
If bright colors are needed, then perhaps after galvanizing they can also be painted with powder, covering the already protected surfaces.
But I am quite satisfied with their external "standard" appearance.

As I said, I have prepared all the necessary spare parts and materials for assembling the calipers.


Repair kit Frenkit 248918 for front brake calipers Girling (TRW/Lucas).


Repair kit Frenkit 233003 for rear brake calipers ATE.


Looking ahead, I will say that later I had to order original ATE repair kits for the rear calipers, and now original TRW repair kits for the front calipers. But I will write about that later.

Brackets, plugs, clips. Rear pistons and guides are in good condition, so I left them.


Bleeding nipples and rubber caps for them.


The Frenkit nipple is similar in size to the original BMW nipple. The Quick Brake 0088 nipple is larger in size under the key of 9 mm, and in length.


The Quick Brake 0126 cap is similar in size and design to the original BMW cap.
The Quick Brake 0125 cap is similar in size and design to the original ATE cap.
The cap from the Frenkit kit is just a cap.


I will be using the Quick Brake 0088 fittings and the Quick Brake 0126 caps.

You will need to use several special lubricants to assemble the brake calipers.


In many stores, any grease that mentions brakes in the name is sold as "universal caliper grease." In fact, this is not so. There are three types of brake caliper grease, and each of them has its own purpose.


1. Assembly grease for brake caliper cylinders and pistons. I use ATE 03.9902-0511.2 grease for hydraulic systems.


It is compatible with DOT 3, DOT 4, DOT 5.1 brake fluids and is used to lubricate the surface of the cylinder, piston and their rubber seals when assembling the caliper. Other lubricants cannot be used for this, because they can be dissolved by the brake fluid. This is indicated on its packaging. By the way, the packaging is very large, - 180 g. It will last a very long time.


2. Grease for guide calipers. I use TRW PFG110 grease for guide calipers. The package is 25 g, it is quite enough for two front calipers, there is even some left for the next time.


The packaging indicates that this grease is used for guide calipers, their protective rubber "dusters", and for the internal areas of the handbrake.
The back of the packaging also indicates that this grease cannot be used for hydraulic systems (for cylinders and pistons).


An important nuance - TRW PFG110 grease is used ONLY for Girling guide calipers (TRW/Lucas). ATE guide calipers do NOT require lubrication at all, as they work in rubber bushings.

3. Anti-squeak grease for brake pads. I use BMW 83 19 2 158 851 grease for brake pads. The package is 3 g for one caliper. That's why I ordered 4 pieces.


The package says that this grease is used ONLY for brake pads.

At the same time, I also bought a similar anti-squeak grease ATE 03.9902-1002.2 for disc brakes for the future. The package is 75 g, it will be enough for several brake pad replacements on all calipers.


The packaging states that this grease is for contact surfaces of brake pads and caliper pistons, and for contact surfaces of brake pads and caliper brackets. It also states that it cannot be used for friction surfaces of discs and brake pads, and for rubber parts.


I hope that everything is clear with caliper greases now and this will be useful to someone.

When installing brackets and calipers, you need to apply a separating thread lock (blue) to the bolts. I use ABRO separating thread lock.


The package says how to use it - apply to the thread, tighten, and after 20-30 minutes it fixes the thread.


I will use copper grease in an aerosol can for the threads of the brake hoses and fittings, so that they can be easily unscrewed if necessary.

So, now I can start assembling the brake calipers.

[The_Glory]

Gifts

Today's post will be about a pleasant thing - about gifts! After all, everyone loves gifts! :)
So, recently I received a very nice and very unexpected gift from a colleague in the E30 club, whom I don't even know personally!

Blaupunkt Munchen SCD09


That's how it happens! :)
My friend, I am sincerely grateful to you for such a chic surprise! A very valuable (both literally and figuratively) addition to my radio collection!
This is the top CD radio in the E30 line. Although, it does not have the inscription "BMW BAVARIA Electronic CD II", but it is absolutely the same model, only "aftermarket". Moreover, it is not just a CD, but a CD-cartridge!


This is the first generation of car laser disc players that used special cartridge cases for listening to CDs. (photo from the Internet)


By the way, now I still need to find this cartridge somewhere - if anyone has it - I'll buy it. So far, I haven't found anything at local flea markets...

I'll write about installation and connection later, when I have the cartridge! ;)

And last week, a colleague at work gave me a BMW advertising booklet with the entire model line of the early 2000s.








Also a nice little thing! ;)

P.S.
I finally cleaned the brake calipers, sanded them, and sent them for electroplating today. Next week I'm going to install them, bleed the brakes and clutch, and finally, at least drive back and forth around the garage! :)

[The_Glory]

S428 Emergency stop sign / first aid kit with built-in box for their placement

Well, so that the wait is not so boring, I sit and look through various flea markets... And it brought results! :)

I have already written about the option "S428 Emergency stop sign / first aid kit with built-in box for their placement".
I already have the original emergency stop sign for the E30. Its case for cars with a battery in the trunk has a specific shape - with a cutout on one corner. But there is another nuance - the case for storing it can be with the BMW logo and inscription, or without the BMW logo and inscription. I don't know why this is so - maybe the case was with a logo in the factory configuration, and with aftermarket retrofitting - it was already without a logo... But this is just my assumption... This is the only difference between them, but precisely because of this, the prices for them are not small, and differ very significantly from each other! ;) Then I decided not to overpay for the letters BMW, so I bought a sign without a BMW logo on the case... :)
And now, flipping through the pages of a flea market out of boredom, I see this sign in a case with a BMW logo! At a very attractive price! :) I bought it, of course!


Condition, practically new.




So, now I have three emergency stop signs. The very first one was a 1992 model, for a BMW E36. But it didn't fit the shape of the case for the original E30 box, so I bought the original sign then, but without the logo. Now I have a "correct" and "fetish" sign - with the BMW logo! :)




The upper one has no logo, has some number HWB 82 129 406 734.

The lower one has a logo on the cover and BMW ETK number 71 60 1 129 747. But for some reason this number is not found by ETK...


The badge for E36 has a logo on the case and BMW ETK number 71 60 1 180 946


The case for the E30 states that the sign complies with the European ECE standard and must be installed at a distance of at least 30 meters from the car.


The case for the E36 states that the sign must be installed at a distance of at least 100 meters from the car. If I'm not mistaken, this is according to some regional standard for Germany.


In our country, apparently, if you install a sign 100 meters from the car, you will no longer see that sign! )))

Finally, we take the signs out of the cases.


The signs for the E30 are exactly the same. The legs are folded manually in different directions. The sign for the E36 has a different design, the legs are on springs, so they unfold automatically.


In the dark, all three signs reflect light equally.


Of course, I will put only one sign in the car in the case with the BMW logo.


I hope I don't have to use it! :)




And now a few more photos found on the Internet - just for information.
The factory options catalog for the BMW E30 lists two types of emergency stop signs.


The first one is according to the European ECE standard, which was mentioned above. And the second one according to the StVZO standard, - I don't know what standard it is, probably German, the same as for the E36, shown above.
The StVZO case is rectangular, does not have a cutout in the corner and the BMW logo. (photo from the Internet)


The signs are also structurally different. (photo from the Internet)


Another nuance - for cars with an engine capacity of up to 2 liters inclusive, the battery was under the hood, so another box was placed in the right niche of the trunk, which stored the emergency stop sign and first aid kit. (photo from the internet)


P.S.
Next time I'll write about another new rare "toy" ;)

[The_Glory]

It looks so good! You have a lot to be proud of with this build and I have enjoyed your documenting the process. Keep the faith, you are almost to the finish line.

Thank you!
Yes, the finish line is near, but the last meters of the distance are always the hardest! )

[mjweimer]

It looks so good! You have a lot to be proud of with this build and I have enjoyed your documenting the process. Keep the faith, you are almost to the finish line.

[The_Glory]

Just a photo

There's nothing to write about yet, so - just a photo :)
I took down the awning, but there's still a lot of dust under it... I'll have to do something with this "temporary" sand floor in the garage... I wiped it down, washed it a little - it's beautiful! ;)















Externally, the car is almost completely assembled. Only the front and rear bumpers remain to be installed. The mounting is all ready, the plastic bumper moldings are also ready for painting.
The repair kits and brake caliper parts have all arrived, all that is needed is to galvanize or paint the calipers.

Painting is a thing, not very cheap, and for me this year, with this war, the "financial collapse" has probably already reached its peak (or maybe it hasn't yet...), so this process will take a bit longer... I'm waiting.

[The_Glory]

Assembly_187. ETK_36_Steel wheel, design 1

According to my assembly plan, the last items in it were bumpers and wheels. The brake calipers somehow fell out of the plan - they should have already been installed, but something went a little wrong.. :) Now I'm working on bumpers, but in parallel I decided to pay some attention to the wheels. Although not all of them, but only the spare.
So, we will talk about the standard spare wheel. In all the time I had to use it no more than 2-3 times. Therefore, I decided to make it more like a "decorative" than a spare emergency wheel. :)

I'm starting the ETK section
Wheels with tires

The first section
Steel wheel rim, design 1




Maybe someday I'll buy a set of steel wheels with decorative caps for my collection, and for now I'm considering only one spare wheel. Before restyling, the steel wheels were silver, and after restyling, black. On early cars, there are silver steel wheels of "metric" size for TRX tires.

Part #1 - Steel wheel rim Silber 51/2JX14 ET:35 (36 11 1 125 686), Schwarz 51/2JX14 ET:35 (36 11 1 178 826), "metric" 365X150TD ET:35 (36 11 1 179 309). I have a narrower steel wheel Silber 5JX14 ET:35

Part No. 2 - tire valve L=42.5MM (36 12 1 116 326). When ordering this tire valve number, it comes complete with a spool and cap. Therefore, you do not have to order them separately.
Part #3 - valve spool (36 14 1 095 389)
Part #4 - valve cap (36 12 1 120 779)


In order to unscrew or screw in the spool, you will have to use an old cap with a special head. The original cap does not have one.

Valve assembly

Part #5 - Schwarz M12X1.5 wheel bolt (36 13 6 781 150). The original bolts have a black coating. I sandblasted and galvanized mine. When I get to the wheel kits, I'll probably buy a set of new bolts.

The following positions for the spare wheel, of course, I don't use, but I'll write them just for information.
Part No. 6 - decorative rim (36 13 1 120 543). Chrome-plated trim for the rim of a steel disc.
Part No. 7 - locking spring (36 13 1 122 301). Fastening the trim to the rim.
Part No. 8 - wheel hub cap (36 13 1 127 230). Chrome-plated decorative cap in the central hole of the disc.
Part No. 9 - emblem D=45MM (36 13 1 181 082). Sticker with an emblem on the cap.
Photo from the Internet:

Part No. 10 - wheel cap D=375MM for silver disc (36 13 1 178 778). wheel cap D=391MM for black disc (36 13 1 179 170). Photo from the Internet:

For the 318is and some Touring and Cabrio models, caps were available (36 13 1 180 667). Photo from the Internet:

Part #11 - emblem D=70MM (36 13 6 758 569). Sticker with the emblem on the cap.

To assemble the wheel, you also need balancing weights. Unfortunately, the "old-school" lead weights with the BMW brand have long been unavailable for order.
Balance weight, lead


So I ordered some new zinc weights. Unfortunately, they no longer have the BMW logo, so I could just install regular weights from a tire shop.
Zinc weight




Part #1 - locking spring for alloy wheel (36 11 6 766 311), or for steel wheel (36 11 6 766 312). Of course, I have it for steel wheel.
Part #2 - zinc weight. Different weight options are available. I ordered 4 pieces: 10G (36 11 6 766 315), 15G (36 11 6 766 316), 20G (36 11 6 766 317), 25G (36 11 6 766 318). By the way, the 10G weight is not zinc, but plastic. New technologies! :)

Part #3 is a zinc adhesive weight. These are modern weights. I haven't used them.

As I said, I decided to make an authentic spare wheel, although it will be more "decorative" than an emergency spare. I couldn't find the original BMW lead weights, but the tire is probably still original from the 80s, manufactured by MICHELIN. Of course, it's full of small cracks, it's scary to drive on it... I hope I don't have to! :) You should have seen the expression on the tire fitter's face when I showed him this tire and asked him to install it on the rim! )))
So, the rim was sanded, leveled, and powder-coated. They put the tire on, and there was a whole story about balancing it - namely, installing the weights. Apparently, the craftsmen were already used to gluing them, so there were some difficulties. :) But in the end, the wheel was assembled. It turned out so beautifully! ;)




Made in W. Germany


MICHELIN XZX


Old tire size marking - 175SR14






There is no modern marking of the production date on the tire. It would be interesting to find out the production date, but I don't know how...
The wheel looks nice and "old school" on the outside! ;)




I tried it on the car - it's cool too! :) Maybe I'll buy a set of steel wheels later ;)






But, its place is in the trunk.


Fix with a cap and nut.


Put a plastic support for the trunk floor trim.


Put the trim.


By the way, I already wrote in the relevant section on trim - usually the fixing cap has a slot so that there is no need to completely unscrew the nut to remove it and remove the wheel. But I installed an earlier cover, without a slot - to remove it and pull out the wheel, you need to completely unscrew the nut. We are not looking for easy ways! )))


We close the trim. Now the trunk is completely complete.


P.S.
Finally, I installed the moldings on the BBS pads. I had to file the lower edge of the molding a little.




So, all that remains to be installed on the outside is the bumpers. Now I'm preparing them for painting.

P.P.S.
I ordered repair kits for brake calipers. But they need to be cleaned and painted. I'm considering three options:
1 - electroplating. Complete and uniform cleaning and coating. Simple, reliable and not expensive.
2 - powder coating. Better appearance, but the problem with the threaded holes and inner surfaces of the cylinders - they will remain uncoated.
3 - ceramic coating. Beautiful appearance, but the same problems as with powder coating. A little more expensive.

If anyone has already done any of these options, I would appreciate feedback and recommendations.