Any suggestions on which forum or site is good for 330 info?

[SharkmanBMW]

thanks!

[Kalevera]

Chris, what do you want to know?

I've worked on a few of them.


best, whit

[SharkmanBMW]

Chris, what do you want to know?

I've worked on a few of them.


best, whit

Whit,
General inquiry into known problems they may have, the Xi in particular, long term durability....
I know of a guy that has replaced $u$pen$ion components a few times from hitting potholes.... are these cars "fragile"?
Also, is there a difference between the engine of 2001 and 2002?

I have driven quite a few 330xi models this week, mostly manual, one steptronic (yawn ) and a 330i 4 door, which was faster and lower.... but I think I prefer the X for our climate - (unless someone can tell me why not??!?!?)
Ed has confirmed they are as safe as I thought, excellent airbag systems -which is why I am actually wanting the car - safety.

thanks for your input!
Chris

[Kalevera]

Shucks, I'd buy one.

They *seem* to have all of the typical E30/E36/(and now) E46 problems: RSMs go south, rear springs die, rear subframe mounts. All of that stuff is typical and labor rates will be low(er) on repairing that stuff - an hour for each of the first two items, two or three for the latter. Other things to watch out for are rear bearings, and (of course) front control arms.

Since you're dealing with rougher roads and lots of snow, I'd pick up an xi. They have a slightly higher ride height (achieved only through the use of fatter spring pads) that should help you out. I did an inspection II on a 325xim a few weeks ago and thought it was very decent at about 80k or whatever it had on it. As with any all wheel drive car, there are lots of other maintenance items to think about: transfer case, front driveshaft, front differential and half shafts....all will need fluid replacement and/or care. More interesting with the E46 xi cars is the fact that the front axle goes through the end of [edit -- brain fart:] the engine oil pan. I would not want to do a pan gasket on an xi, nor have to pull the engine. (others may have done it and it may be easier than I think it is, but it looks like a lot of work to me). Having said that, basic maintenance should be standard fare for a competent DIYer.

I say travel down to the states and buy one from Ed

best, whit

[SharkmanBMW]

What is a RSM?
I drove one today, 2001, 72,000 kilometers... 45k miles.
It seeemed fine except for the sidewalk rash on each wheel!

Actually, under the front lip of the hood, there was paint peeling away and rust - about 8 inches long along the edge - not visible from the outside.
I was surprised to see rust on a car that is not quite 5 years old!

All service was performed at the dealer, the owner has plenty of cash!
asking 27,800$ canadian
http://pages.ebay.ca/services/buyand...converter.html

[Kalevera]

RSM = rear shock mounts. Typical 3 series problem and not much to be done about it except replace them occasionally.

Chris, if it's got rust on it, might as well look for another one. No sense in starting off on a bad foot, my friend. Just because the owner is loaded doesn't mean he knows how to care for and correctly maintain a car. I know plenty of business owners, doctors, lawyers, and other general affluents who buy cars outright yet, a) don't look after them because they only expect to own it for 30k miles (or 10k miles, as has been the case with a few people in my family), or b) don't know how to care for the car beyond filling it up and taking it to the dealer. These practices confound me, given what I've read by Thomas Stanley and others on the topic of wealth accumulators...The only recourse I can produce is that people are generally illogical about their cars. Also, this particular car may also be an off-lease unit that the owner bought outright with the intention of reselling (seems kind of implausible with the sort of ridiculous terms financial companies have on the practice these days)....and, well..the jury's out on off lease cars.

I'm not completely familiar with BMW's rust protection warranty, but I intuit that it should cover rust through and perhaps major perforation at this stage in the car's life.

time for din din. I'm outta here --


best, whit

[Bill R.]

The E46/16 introduces the return of the BMW all-wheel drive car to the United States. This

time all-wheel drive will be an option (SA 203), available on E46 sedans and Sport Wagons

beginning 2001M.Y.

Vehicles with the all-wheel drive option have been given the engineering designation of

E46/16.

One of the significant changes from the previous E30 ix is that the E46/16 does not use a

viscous coupling or limited slip differential. The all-wheel drive system has largely been

taken from the X5 concept. It uses two open differentials and a single speed transfer case.

Power distribution is 38% to the front and 62% to the rear, giving the E46/16 the feel of a

genuine rear-drive road car.

With it’s additional 17mm ground clearance, the xi is particularly suited to stretches of snow

and ice covered roads and its sure footedness is made possible by the use of the Bosch

DSC III 5.7 system, first used on the X5.

Performance of the all-wheel drive E46 does not suffer either, this is because of a lightweight

all-wheel drive system that only adds 100kg (220lbs). Weight distribution is largely

unaffected at 52.7% front and 47.3% rear (2wd: 51.0% front, 49.0% rear).

Changes from the standard drive version are:

• A specially designed body pan with a widened transmission tunnel and modifications on

the driver’s side to accept the transfer case.

• Modified oil pan and engine mounts to provide access for the front axles.

• A completely new front engine carrier.

• Re-reinforcements for the front strut bearings.

• A compact new transfer case (NV 124).

• New transmission cross-member.

• Bosch DSC III 5.7

Chassis

Front Axle

The front axle has been completely re-designed over the standard drive E46. All

components are constructed of steel.

The front axle carrier consists of two

square frame sections welded to two

tubes to form a box structure. The

axle carrier is bolted to the vehicle

frame at both the front and rear

attachment points.

The steel lower control arms, which

are smaller than the aluminum arms

used on the 2wd model attach at the

rear to the axle carrier.

The pivot at the apex of the lower

control arms are a separate ball joint

bolted to the axle carrier.

The purpose of the re-design of the

lower control arms and mounting

points is to provide clearance for the

front axle shafts.

The hydraulic engine mounts are

different from the 2wd version and

have also been relocated to provide

front axle clearance.

The front sway bar has been increased in diameter to 23.5mm (2wd standard: 23mm,

sports suspension: 24mm) to accommodate the additional weight. A sports suspension

option is not available for the xi

The struts are shorter than the 2wd and there are reinforcement plates between the strut

bearing and the sheet metal of the strut towers to prevent deformation when traveling on

very poor road surfaces.

The spring travel of the E46/16 is

approximately 20mm less than

the 2wd version.

The shorter front axle spring

travel is due to the limited angle

of deflection of the front axle

shafts.

Steering

The rack and pinion steering unit

has been modified from the 2wd.

It is constructed with a

larger diameter piston.

This is necessary to counter the

additional drag of the all-wheel

drive system and the wider

standard wheels and tires.

The lower steering spindle is

different than the 2wd and

connects to the steering rack via

a double cardan joint.

Turning radius of the E46/16 is

35.8ft, 1.4ft greater than the

2wd.

Differential and Front Axles

The differential for the front axle is bolted to left side of the engine oil pan. The differential

is driven by a 40mm single piece drive

shaft. The drive shaft has universal

joints at both ends.

Type: VAG 174

Axle ratios: 330xi 325xi

Auto: 3,46:1 3,46:1

Man: 3,07:1 3,23:1

Max torque: 2000Nm

Weight: 40 lbs

Lifetime fluid fill: SAF-XO

The oil sump has been modified to accommodate the right side axle. A connecting tube is

welded into the oil pan. A shaft runs inside of the connecting tube between the front

differential and the axle shaft on the right side.

Two drive shafts of equal length are used to

transmit power to the front wheels.

The steering knuckle is modified to

accept the CV joint of the front axles.

The front wheel bearings are unique

to the E46/16 and incorporate the

wheel speed sensor pulse wheel into

the bearing seal.

Rear Axle

The complete rear axle and the rear differential are the same as the 2wd version of the 325i

and 330i.

Type: HAG 188N

Axle ratios: 330xi 325xi

Auto: 3,46:1 3,46:1

Man: 3,07:1 3,23:1

Max torque: 3000Nm

Weight: 84 lbs

Lifetime fluid fill: SAF-XO

The rear spring/strut travel of the E46/16 is approximately 17mm less than the 2wd version.

The reason for the reduced travel in the rear is to oppose any excessive body roll as a result

of the higher body profile.

The rear sway bar has been increased in diameter to 20mm (2wd standard: 18mm, sports

suspension: 19mm) to accommodate the additional weight.

Tires and wheels

Standard wheel size is 17x 7.0 to ensure there is enough room for the front axles and

brakes. Tire size is 205/50 R17 All-season radials

Transmissions

There are two transmission variants for the 325xi and 330xi.

The manual transmission for both versions is

the S5D-280Z direct gear transmission. The

extension housing is modified to accept the

transfer case.

The transmission has a lifetime fill of MTF-LT1

synthetic transmission fluid.

The automatic transmission for both the 330xi

and 325xi is the A5S-390 R (General Motors)

transmission with GS 20 AGS control and

Steptronic shifter.

The transmission has a lifetime fill of Texaco

8072B.

Transmission Cross-member

Along with the lower transfer case section, the

cast aluminum transmission cross-member is a

low profile design to optomize ground clearance.

Both manual and automatic transmissions

utilize the same part.

Transmissions

There are two transmission variants for the 325xi and 330xi.

The manual transmission for both versions is

the S5D-280Z direct gear transmission. The

extension housing is modified to accept the

transfer case.

The transmission has a lifetime fill of MTF-LT1

synthetic transmission fluid.

The automatic transmission for both the 330xi

and 325xi is the A5S-390 R (General Motors)

transmission with GS 20 AGS control and

Steptronic shifter.

The transmission has a lifetime fill of Texaco

8072B.

Transmission Cross-member

Along with the lower transfer case section, the

cast aluminum transmission cross-member is a

low profile design to optomize ground clearance.

Both manual and automatic transmissions

utilize the same part.

Transfer Case

The Transfer case for the E46/16 is the NV 124 manufactured by New Venture. The

primary difference between the NV 124 and the NV 125 used in the X5 SAV is that it uses

gears instead of a drive chain for torque transfer to the front axle.

The reason gears are used is to produce a

compact low profile transfer case that could

fit in the transmission tunnel of an E46 without

excessively limiting the forward travel of

the drivers seat.

Manufacturer: New Venture

Type: NV 124

Torque Distribution: 38%: 62%

Maximum Torque: 300Nm

The transfer case is only one speed and

does not use any viscous coupler.

The transmission ratio of the planetary gear

set provides a fixed torque transfer of 38:62

(front:Rear). The output speeds to the front

and rear axle are the same (1:1).

The input to the Planetary

Carrier is from the output shaft

of the transmission.

The Sun Gear of the Planetary

assembly is turned by the

Planetary Gears, the Sungear

then provides torque to the

Transfer Gear.

The Transfer Gear drives the

Output via gear-to-gear

contact. The front axle is driven

via a flange connected to the

output gear.

Transfer Case

The Transfer case for the E46/16 is the NV 124 manufactured by New Venture. The

primary difference between the NV 124 and the NV 125 used in the X5 SAV is that it uses

gears instead of a drive chain for torque transfer to the front axle.

The reason gears are used is to produce a

compact low profile transfer case that could

fit in the transmission tunnel of an E46 without

excessively limiting the forward travel of

the drivers seat.

Manufacturer: New Venture

Type: NV 124

Torque Distribution: 38%: 62%

Maximum Torque: 300Nm

The transfer case is only one speed and

does not use any viscous coupler.

The transmission ratio of the planetary gear

set provides a fixed torque transfer of 38:62

(front:Rear). The output speeds to the front

and rear axle are the same (1:1).

The input to the Planetary

Carrier is from the output shaft

of the transmission.

The Sun Gear of the Planetary

assembly is turned by the

Planetary Gears, the Sungear

then provides torque to the

Transfer Gear.

The Transfer Gear drives the

Output via gear-to-gear

contact. The front axle is driven

via a flange connected to the

output gear

What is a RSM?
I drove one today, 2001, 72,000 kilometers... 45k miles.
It seeemed fine except for the sidewalk rash on each wheel!

Actually, under the front lip of the hood, there was paint peeling away and rust - about 8 inches long along the edge - not visible from the outside.
I was surprised to see rust on a car that is not quite 5 years old!

All service was performed at the dealer, the owner has plenty of cash!
asking 27,800$ canadian
http://pages.ebay.ca/services/buyand...converter.html

[Gayle]

Chris,

If you want one without rust there are 158 of them between my house and Ralphs.

http://www.autotrader.com/fyc/search...lor=&x=42&y=10

[Bill R.]

search criteria

Chris,

If you want one without rust there are 158 of them between my house and Ralphs.

http://www.autotrader.com/fyc/search...lor=&x=42&y=10

[Gayle]

search criteria

ok dumb sh-- again. I was just joking anyway. I suppose this solidifies my hold on the title of spokeperson for the clueless.