Friday, December 21, 2012
Wednesday, December 12, 2012
Popular BMW Parts at BMP Design!
BMW Billet Black Oil Cover
BMW Version 2 Quick Shift Plus
BMW Racing Tow Hook - Red
Mishimoto Silicone Intake Boot (Black, Blue, or Red)
Fan Clutch Slim 32mm Wrench
Sprint Booster Power Converter (Selectable)
|| BMW Performance Parts | BMW Replacement Parts | BMW Special Tools|
|| BMW Quick Shifters | BMW Wheel Spacers | BMW Aluminum Wheels|
|| BMW Hats & Keychains | BMW Oil & Lube | BMW Repair Manuals|
Wednesday, November 7, 2012
Monday, October 22, 2012
Al Hafner Tuning is proud to announce the installation of the new Hunter Hawkeye Alignment system.
This state of the art system uses laser technology to quickly and accurately check your vehicles current wheel alignment. The Hawkeye Alignment system does not require any modification to the vehicle to properly check the alignment across the axle. With high resolution cameras and accurate reflector plates, to properly check an alignment now only takes three minutes. Factory specifications and steering calibration requirements are all scanned and adjusted electronically. If your vehicle suspension is modified from its original factory spec, however, Al Hafner Tunings new system software can accurately adjust the alignment specifications based on your vehicles ride height.
Since Al Hafner Tuning specializes in high-quality European vehicles, this new alignment system is also equipped with a state of the art recessed scissor lift. This system allows low or lowered cars to easily drive onto the lift without worry about scraping or modifying the vehicle. With the latest in slip plate technology, the Hunter Fully Integrated Alignment Lift allows the technician to accurately simulate the cars natural stance and wheel position. With this new system, Al Hafner Tuning can precisely and safely align your vehicle in about an hour and a half.
A proper alignment is important, whether it’s a daily driver or a high performance sports car. Alignment is a very important factor in how your tires wear as well as your fuel consumption. An accurate alignment not only affects tire and fuel wear, but is also a factor in the handling of your vehicle when accelerating, braking, and especially cornering. Al Hafner Tuning is known for their quality workmanship and service on BMW and Mini Cooper for over 30 years with the best hands in East Texas for any performance vehicle.
Friday, October 19, 2012
Application: All 6 Cylinder M3 e36 94-99 and 325i
Upgrade for factory radiator 17111728908
Upgrade for factory thermostat housing 11531722531
Upgrade for factory water pump 11517527799
Upgrade for factory water pump pulleys 11511730554
Upgrade 420mm fan blade 11521712058
The Mishimoto all aluminum BMW e36 M3 radiator is an ideal upgrade, or a more reliable direct replacement for the BMW factory 17111728908 radiator. Most people overlook the importance of installing an upgraded radiator when doing performance upgrades, or if the vehicle is operated in hot desert climates. The heavy duty all aluminum construction will give your vehicle a cooler, more efficient running engine. This conversion adds the next level of reliability by eliminating the plastic end tanks of the factory units. The Mishimoto all aluminum radiator will increase cooling by over 30%. The added cooling system capacity will increase engine life and performance by stabilizing engine operating temperatures.
|High pressure welds VS Crimped Plastic|
An all aluminum radiator will consist of an aluminum cooling core along with aluminum tanks. These pieces are joined and welded at the seams, not glued or crimped. Increased cooling capacity is accomplished by using a double row core (2 oversized rows of cooling cores) stacked back to back. This design also increases the fluid capacity for a more stable temperature control.
Why select an all aluminum BMW M3 radiator, over the factory plastic/aluminum style?
Since the late 70’s all BMW radiators have consisted of an aluminum cooling core with plastic end tanks. The tanks and core are joined with an “O” ring seal, and integrated aluminum crimp clamps on the radiator core. These plastic end tanks are the weak link and will typically fail after 3-4 years of heat cycling. In some situations even sooner if the vehicle has been over heated. The rubber “O” ring seal joint also has a tendency to start leaking.
Most BMW M3 E36 cooling system issues are the result of a failure of one or several of the plastic factory cooling system components. These include the radiators with plastic coolant tanks, plastic thermostat housings, and the plastic water pump impellers. We recommend replacing these plastic parts with aluminum designs for better stability and performance.
Friday, October 12, 2012
I’ve owned several BMW 323i e21 models and have always enjoyed the simple styling and ease of working on this car myself. This is the ultimate D.I.Y.er’s vehicle. This was the first 4 cylinder car, other than the 2002tii, that was fuel injected. This is the first BMW that featured many of the creature comforts that we require in a modern automobile: a car that idles when cold, has a cold start system, functioning A/C with idle compensation for a/c compressor load, and a decent defrost and heating system.
With each of the 320i’s I’ve owned the first body upgrade was always the addition of a front spoiler. The preferred spoiler at the time was the BBS or Hartge style; unfortunately BBS and Hartge have both discontinued their front spoilers for the e21 many years ago. BMP offers a quality replica of the original Hartge fiberglass unit. Fitment is excellent and mounting is not difficult. The spoiler was originally designed to fit the European slim line bumpers, but will also fit the U.S. vehicles with the larger aluminum retractable bumpers. You will need to remove the factory bumper for fitment to the body. The instructions below will help you with your install.
There are 4 mounting points that secure your front bumper to the body. If your 320i has under bumper mounted fog lights you will also need to disconnect the 2 wires that supply power. The mounting points include left and right bumper shock, and left and right bumper end caps.
Disconnect fog light wires: Here I recommend cutting the wire about 6-8 inches from the light, and using a male-female spade connector on the reassembly.
To remove the bumper shocks: You will need to open the hood and locate the two large round impact shock absorbers that secure your aluminum front bumper to the frame rails of your BMW 320i e21. There is one on each side down at the frame rail. These shocks are secured by a 10mm hex bolt at the rear, and an 8mm hex bolt at the middle of the shock at the bottom. The drivers side my require removal of the air filter housing.
To remove the bumper end caps: Locate the one 6mm nut, on each side, behind the black accordion end caps which attaches the aluminum bumper to the fender. You will need to reach inside the fender well. Note: I expect these will be rusted. Use plenty of WD40 so you do not break the rusted stud in the bumper end cap.
Removing the bumper: Slip the end cap studs out of the fender. Allow the end cap to hang on the bumper. Firmly pull on the front bumper and slide it out of the body. Keep sliding it evenly from side to side as to not get the bumper into a bind.
Mounting the spoiler: On U.S. bumper vehicles, you will need to enlarge the bumper bracket slots to accommodate the larger, round U.S. bumper shocks due to the tapered design of the front of the BMW e21 body. Fit check the spoiler and slide it up on the body until it fits the corners on the fenders correctly. If you attempt to mount it too low, the spoiler will seem to be too large for the vehicle. However, as you raise the spoiler up on the body, the spoiler and fenders will meet properly.
Securing the spoiler to the body: Drill several holes through the designated spots on the spoiler and into the sheet metal valance of the car body. Secure the spoiler with number 8 sheet metal screws.
Modifying the bumper end caps: The factory bumper end caps are designed to contour to the E21 lower body valance. To get a smooth contoured fit to the spoiler you will need to trim a small portion of the underside of the bumper end cap. This can be accomplished by using a common shop bench grinder. To get the correct contour, mount the spoiler to the body. Using the single bumper end cap mount hole as a guide, hold the end cap in the approximate mounting position. Trace the contour of the spoiler onto the edge of the bumper end cap. Use the bench grinder to remove this rubber under material from the end cap. Work the contour slowly until it fits correctly.
If you are interested in purchasing this bumper or have any questions, please call us at 800-648-7278
Tuesday, October 9, 2012
|SprintBooster with selector attached|
|and simply plug in the connectors|
|Remove this screw|
I had seen the SprintBooster before and not really thought much of it, honestly how big of a difference could a fraction of a second really make? The technology seems to make sense, increase the accelerator signal and reduce the delay, but is it a difference you can "feel to believe?" Their model SBDD401A fits all BMW 128i, 135i, 325i, 328i, 330i and 335i automatic variants from 2001 to 2010 as well as theZ4 models. I grabbed one off the shelf and quickly installed it, the only tool required was a small allen wrench to remove the one bolt holding my pedal to the floor. With a few quick clips of the connector, we were done. The selector is also very easy to use and I enjoy being able to apply a setting then remove it, however, for this test I left it connected to cycle through the different setting to see how noticeable the differences were.
Since the traffic was very light and I had a few nice open stretches of roadway to play in, I decided to see if there was a difference in DS mode or with higher gears. I always kind of thought that the accelerator was more responsive in sport mode, but had no idea what it was actually capable of until the SprintBoost Power Converter was active. I could still feel the difference and it was definitely noticeable. After 4th gear, the difference in response kind of falls off, but when dropping down for acceleration to pass there is still a faster response time than before installing the power converter. I'm sure in a more technical evaluation where time is measured before and after engaging the SprintBooster, a heavily modified car would have a marked difference with this installed in times. I never thought such a noticeable performance increase could be so easily and quickly achieved.
The SprintBooster Power Converter is a huge success and I believe that any drive-by-wire vehicle should have one installed, the difference is certainly there and it is incredibly pleasant. On the Stage 1 setting, daily driving has a natural and confident feel while also feeling very sporty and fun. Stage 2 is a lot of fun when showing off the awesome power and handling of a well tuned high performance car like the 335i. Any level of automotive experience will find the installation very quick and easy with minimal tools required. I'm not sure why auto manufacturers aren't using this technology already in their electronic accelerators, but I know Sprintbooster certainly has the tuning down perfectly. I could feel the difference and am now I am a believer and user of this great product. I would highly recommend it to anyone with a newer BMW to unlock the full potential of the ultimate driving experience.
If you have any questions or comments, please contact me anytime.
Monday, September 17, 2012
The relationship your wheels and tires have with your car is a very special relationship. Your tires are (hopefully) the only part of your car that will actually interact with the road and most aspects of your car are tied to that. Your acceleration, your braking, and your suspension and steering systems all rely on the type and quality of tire you have for maximum effect. Probably the easiest thing to identify and relate to is going to be size, so lets start there.
The size of your tire has two main aspects that relate to your car: width and height. Tire width directly affects traction under all conditions. The wider your tire the more contact with the road and the better the traction. Too much width, however, and it will be more difficult to steer. The height of your tire primarily affects suspension effects directly through sidewall height and tire stiffness. If your tire sidewalls are higher, then your steering will feel very mushy and they could actually fold over under hard turning or braking. If they are very low, you will get added stiffness and a better steering response and handling, but you will also get more road noise and will typically wear through the tires faster due to the increased demand on the tread blocks themselves.
Size also directly affects the volume of air inside your tire, this is important because the amount of air and the pressure of that air determines how much weight or force that tire can safely support. A common mistake by people trying to go with smaller than stock tires is knowing the weight of the car and relating that to the "maximum load capacity" on the sidewall of a tire. However, when turning, braking, accelerating, or driving on an uneven road surface you are shifting the amount of force between your tires. If you are driving on tires that are not designed for that amount of force, the internal components could become overloaded and break down causing a tire to delaminate (where the rubber breaks its bond with the steel belts). It is always recommended to use the original equipment load index of a tire as a minimum replacement tires including different sizes.
Performance Rating (Speed rating)
Performance rating, typically referred to as speed rating, determines the performance level of your tires and how it relates to your vehicle suspension. This is the second most important aspect of your tire, your suspension and braking are primarily designed around the performance specifications of your tire. A higher performance rated tire is designed and constructed to work with a high performance suspension and braking system. This will typically include a high performance tire compound, reinforcement of the sidewall and shoulder areas, and in some cases additional or reinforced steel belt packaging. If you installer a higher performance tire than what your vehicle was designed for, you may get better handling, better acceleration, and sometimes better braking, but the effects may not be very noticeable. However, if you install a lower performance tire than what your vehicle is designed for you will typically wear through your tires faster and have noticeably worse handling, a longer stopping distance, and more wheel spin under acceleration. I would recommend trying to stay with the same performance rating or higher if you are trying to go with a specific brand or model tire, but never going with a lower performance rating.
Now that we have a little bit better idea of how tires interact with vehicles, lets visit wheels. The way that your wheels look is directly attributed to the overall diameter of the wheel as well as the width and offset of the wheel. Finish and construction can also play a role in the performance and total look of your vehicle.
Changing the overall diameter of your wheels will not only change the look of your vehicle but can also have an impact on your ride and handling. Your wheel diameter is directly tied to your sidewall height to maintain a safe overall diameter with your vehicle, so the wider the rim the narrower the sidewall and vice-versa. The width of your wheel is also tied to your tires, you want your tires to be slightly wider than your wheel width, but not too wide. Most tire manufacturers will print out the recommended wheel width for their specific tires by model if you are unsure about your fitment. Depending on quality of construction, an added benefit to several aftermarket wheels is a reduction in weight without compromising structural integrity. Typically the lighter the wheel, the more complicated the process of manufacturing and the more expensive, but there are several cast alloy wheel offerings that are lighter than stock wheels.
Wheel offset is the distance from the center of the wheel to the pad where it contacts the hub. The amount of wheel offset determines how far from the suspension the wheel sticks out. The higher the offset number the more the wheel tucks in and the closer to the suspension and the further from the lip, the lower the wheel offset the closer the wheel comes to your fender and the further from your suspension. Most performance cars are going to have a particular offset recommended for their fender and suspension set up. Most Japanese and European cars are designed for a high offset. Another consideration when determining offset should be your brakes, a higher offset will also typically put the spokes of wheels relatively close to brake calipers, especially if you run a big brake kit. Since offset is such a specific and important element of wheel fitment, most manufacturers test their products to take a lot of the guesswork out of it and design bolt patterns and offsets with specific vehicle specifications in mind.
By combining wheel size including width and wheel offset we can determine a safe fitment of tire and wheel combinations. Its a balancing act that is important for the safety and performance of your vehicle, but has enough room in it to customize or maximize the look and handling of your vehicle. If you have any questions or would like help determining the fitment of any of our great wheels and tires package to accommodate those wheels, please call or email me anytime. If you are in town, come by and see me anytime I would love to help you out.
Friday, September 14, 2012
VMR wheels are designed to fit just like original factory alloy wheels. All the VMR wheels that we carry are machined to 72.6mm or 74mm depending on vehicle specifications to provide optimal fitment. The center cap opening is also machined with a "BMW cut" to perfectly fit stock BMW center caps providing a stock feel to a customized look. All of our wheel options from VMR are also proven optimized offsets for a safe, no problem bolt-up that gives an aggressive custom fit look. All wheel styles are available in a standard square set up if you want to upgrade your wheels or get away from a staggered set up, or the better handling and sportier style of a wider back tire in a staggered set up. Please call if you have any questions about fitment or for tire options.
Check out our new line-up!
V703 - The classic CSL style wheel.
VMR Wheels Model V703 features an aggressive mesh design without losing the factory styling. The VMR Wheels V703 is engineered to be lighter in weight as well as higher load rating, than most factory wheels. Featured on enthusiast forums such as E46 fanatics and E90 post.
V710 - 7 split spoke mesh wheel.
The VMR Wheels V710 is a 7 split spoke mesh wheel with a deep concave face. A wider more robust spoke design that stands out with an elegant curve from the recessed center to the lip. This is one of my favorites, and is available in the most sizes including 11" widths designed specifically for E90 and E92 M3s.
V701 - Straight spoke concave
The straight spoke look has always been a great way to add style to your car while still keeping a simple, clean look. Looks great on all types of vehicles in all configurations as one of the most versatile styles on the market.
V718 - Classic mesh design
The classic mesh design popular on high end european vehicles with a more modern style and fitment. Minor adjustments and tweaks make this wheel unique yet familiar and available in several finishes to compliment the style of your own high end european car.
V713 - V spoke
Another one of my favorites, this design has a sharp look that is unique without being over-complicated. It has sleek and elegant lines with an aggressive concave center. I think this wheel in any finish will add a fun, sporty look to any BMW.
Please give us a call if you have any questions about your vehicle or this great new line of wheels, our product pages are constantly being updated to include as many packages on as many vehicles as possible but if you don't see your set up on there, I would love to figure it out for you.
Tuesday, March 20, 2012
Twelve Hours of Sebring 2012 – Race Report & Photos
Sebring International Raceway in Sebring, Florida held the 12 Hours of Sebring over the weekend, March 17, 2012. The 60th anniversary Sebring 325 laps of endurance was a racing event full of drama with a dramatic climax for team BMW (Hand/Müller/Summerton). In the American Le Mans Series
GT class, the win was decided in the the last few meters by Joey Hand overtaking the Ferrari of Olivier Beretta for a sell-out crowd.
At 10:30a.m. sixty-two cars started with the green flag. Starting the race, the Audi team(Kristensen/McNish/Capello)dominated the the race. Kristensen now by far the most winning driver in the event’s history. The Pescarolo–Judd team (Bouillon/Collard/Jousse) finished third in the LMP1 class and sixth overall, and Honda took fourth and fifth in the the LMP2 class. (See the full race standings at the bottom of the page.)
Joey Hand was quoted saying, “After my very long final stint all I can say is this: Once more I put everything on the table. Now I feel really exhausted, but obviously very happy. My left knee aches from braking. My tires had hardly any grip left but I knew that we could make it. We didn’t have the ultimate performance today, but our consistency and our great pit stops had already been our big strength last season. This was the same today – and now we can celebrate.” - Sports Car Digest.
ABC televised the Mobil 1 Twelve Hours of Sebring on Sunday, March 18. Jonathan Daniels, our parts & tech specialist at BMP Design, witnessed the event in it's entirety, as well as the pre-race qualifying laps from the pit boxes and various track locations taking dramatic race coverage photos, while meeting drivers, and getting great behind the scenes photos.
"The race truly was an exciting experience, I was able to meet and talk to many of the drivers and crew members for such teams as BMW, Audi, Chevrolet, and Aston Martin, not to mention many of the Ferrari and Porsche sponsored teams. This was an all around event that not only featured these great drivers and their amazing cars, but also many smaller support races along with sponsor events and giveaways. Now we can only hope that the BMW teams continue to accumulate as many points as possible this season in the GT Class.", comments Daniels, and we at BMP are proud to bring you coverage of this historic Sebring 60th Anniversary motor sports event.
-Story by Rod Erskine
-Photos by Jonathan Daniels
View Twelve Hours of Sebring 2012 Pre-Race Photos - Album 1
View Twelve Hours of Sebring 2012 Race Day Photos - Album 2
12 Hours of Sebring 2012 – Race Results
1. Capello/Kristensen/McNish, Audi R18 TDI 325 laps
2. Bernhard/Dumas/Duval, Audi R18 TDI – 4 laps
3. Potolicchio/Dalziel/Sarrazin, HPD-Honda – 6 laps
4. Tucker/Bouchut/Barbosa, HPD-Honda- 6 laps
5. Nicolet/Lahaye/Pla, Morgan-Judd – 7 laps
6. Collard/Boullion/Jousse, Pescarolo-Judd – 7 laps
7. Perez Companc/Kaffer/Ayari, Oreca – 8 laps
8. Dyson/Smith/Kane, Lola-Mazda – 8 laps
9. Zugel/Gonzalez/Julian, Zytek – 9 laps
10. Leventis/Watts/Kane, HPD-Honda – 9 laps
World Endurance Championship
GTE Pro class
1. Bertolini/Beretta/Cioci (I/MC/I), Ferrari F458 Italia, 307 laps
2. Lieb/Lietz/Pilet (D/A/F), Porsche 911 GT3 RSR, 306
3. Mücke/Fernandez/Turner (D/MEX/GB), Aston Martin Vantage, 291
4. Fisichella/Bruni/Vilander (I/I/SF), Ferrari F458 Italia, 215
5. Melo/Makowiecki/Vernay (BRA/F/F), Ferrari F458 Italia, 183
GTE Am class
1. Ried/Roda/Ruberti (D/I/I), Porsche 911 GT3 RSR, 298 laps
2. Bourret/Gibon/Belloc (F/F/F), Chevrolet Corvette, 297
3. Bornhauser/Canal/Lamy (F/F/P), Chevrolet Corvette, 288
4. Kaufmann/Waltrip/Aguas (USA/USA/P), Ferrari F458, 283
5. Krohn/Jönsson/Rugolo (USA/S/I), Ferrari F458 Italia, 265
6. Binnie/Palttala/Camathias (USA/SF/CH), Porsche 911 GT3 RSR, 251
American Le Mans Series
1. Hand/Müller/Summerton (USA/D/USA), BMW E92 M3, 307 laps
2. Magnussen/Garcia/Taylor (DK/E/USA), Chevrolet Corvette, 307
3. Gavin/Milner/Westbrook (GB/USA/GB), Chevrolet Corvette, 307
4. Müller/Auberlen/Alzen (D/USA/D), BMW E92 M3, 306
5. Maassen/Miller/Bell (D/USA/GB), Porsche 911 GT3 RSR, 302
6. Brown/Segal/Lazzaro (USA/USA/USA), Ferrari F458 Italia, 302
7. Law/Neiman/Lally (USA/USA/USA), Porsche 911 GT3 RSR, 302
9. Henzler/Sellers/Ragginger (D/USA/A), Porsche 911 GT3 RSR, 289
10. Bergmeister/Long/Holzer (D/USA/D), Porsche 911 GT3 RSR, 251
1. Sweedler/Bell/von Moltke (USA/USA/USA), Porsche 911 GT3 Cup, 291 laps
2. Keen/Dumoulin/MacNeil (USA/CAN/USA), Porsche 911 GT3 Cup, 291
3. Faulkner/Bleekemolen/LaSaffe (IRL/NL/USA), Porsche 911 GT3 Cup, 290
[Source: Rolex Motorsports; Ferrari; Porsche; Audi; BMW]