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DIY Garagistic Braided Stainless Steel Brake Lines Installation

  DIY Garagistic Braided Stainless Steel Brake Lines Installation 


Welcome to another episode of Salt City Euros. Today, we’re going to installing stainless steel brake lines from Garagistic.

When replacing your brake lines, you obviously need your stainless steel brake lines, need a set of wrenches with specific wrenches to brake lines, so we have an 11, a 14, and then we have a 15 regular wrench. You need your new brake fluid, and then you need a catch can so you can drain your old brake fluid into. Now some of you may be wondering why DOT 3, why DOT 4. The core difference between the two is that DOT 4 has a higher boiling point, so actually most BMWs require DOT 4 fluid, including the e30. You can see that on your brake fluid reservoir. So especially in applications like this particular vehicle that we will be taking to the track a lot, you want to make sure that you have higher boiling brake fluid. If you ever experience brake fade, which means that you boiled your brake fluid, you definitely want to replace it right away, otherwise the regular maintenance cycle of brake fluid is about three years.

Replacing brake lines is a very straightforward task. Be very careful when dealing with dirty or old brake line fittings. Use special brake line wrenches, 11 and 14 millimeters in this case, to avoid rounding off any of the fittings. When removing the lines, brake fluid may spill, so be very careful and catch any excess with shop rags. Wipe up any spills as soon as possible. The fitting at your brake line caliper should also be a 14 millimeter fitting.

So there are many reasons why people do stainless steel brake lines; some claim it gives you a better pedal feel. In our case specifically, our brake lines are in very bad shape, so we wanted to replace them anyways, and we figured why not add some good brake feel at the same time. So, you can see here that this brake line has rubbed, or has been rubbed through, in multiple spots, which can be a little bit sketchy. Then on top of that, it’s actually started to break on the end here, so these are definitely due for a replacement.

Hand tighten your new brake lines into the caliper, and then tighten them according to the torque specs for your specific application. For our e30, it’s 14 to 17 meters. Do the same for your brake line and hard line fitting, again, using your special brake line wrenches.

 

 

The rear lines of an e30 have two soft brake lines that will be replaced. One of these is tucked above the subframe and near the rear trailing arm mounts. This line will drip a lot of brake fluid, so again, be ready to catch as much as possible with shop rags. Same concept applies here. Hand tighten, and then torque to spec. It is extremely important to hand tighten as far as possible, because cross-threading a break line fitting would be disastrous. It would require costly and time consuming repairs to the brake lines, or potentially even require you to replace the entire hard line, so make sure you take your time with this install. Do not over tighten any of these fittings, either.

The last line is located above your hub assembly and is quite short, but all the same concepts apply.

Time to take a step back and admire your newly installed stainless steel brake lines. Our Garagistic lines boast a beautiful red look that works very well with our KONI shocks and Eibach springs.

The final step of the install is to bleed your entire brake system. Make sure you always have enough brake fluid in your reservoir while bleeding, and start with the brake caliper that is the furthest away from your master cylinder. In our case, it’s the rear passenger side, and then the driver rear, and then the front passenger, and lastly, your driver side caliper. Have a friend pump the brake pedal, and then crack open the bleeder nipple on the brake caliper you’re bleeding. Close the nipple to avoid sucking in any air bubbles, and repeat until no more air bubbles come out of the caliper.

If you need further instructions, there are many great videos, but we’re not going to go into great detail on this particular DIY.

All right, guys. That’s all there is to it. It’s not a very difficult job, but if you don’t feel comfortable doing it, please make sure you get a professional to help you or do it for you. Brakes are obviously very important, so make sure you stay safe. Hope you guys enjoy the video. Please Like if you did. Share, subscribe, make sure you do all that good stuff, and check the parts in the description, and hopefully we’ll see you guys next time.

 

GARAGISTIC E30, E36, AND Z3 POWER STEERING DELETE BLOCK INSTRUCTIONS:

GARAGISTIC E30 POWER STEERING DELETE BLOCK INSTRUCTIONS:


A common modification on BMW E30, Z3, and E36’s are the infamous power steering delete blocks.  This modification offers a more responsive feel for your bemmer which translates for a more accurate reading on just how much you can push your car. Power steering is a revolutionary advancement in vehicle technology, but it’s more of a numbing effect on when tracking or auto-crossing your car. It’s an inherit handicap when you’re trying to get a better feel of how much more you can push your BMW in various turns.; the “numbness” that comes hand-in-hand with power steering is great for street driving, but for more of a “point-and-shoot” type steering, PSD’s are the way to go.


GARAGISTIC POWER STEERING DELETES CAN BE FOUND HERE:

 


GARAGISTIC POWER STEERING DELETE DIRECTIONS:

e30-e36-z3-power-steering-delete-top
Garagistic E30, E36, Z3 power steering delete blocks.


POWER STEERING DELETE QUICK NOTES:

 

There are numerous strategies when it comes to draining your PSD; Some people drain the rack completely and add a tiny bit of fresh power-steering fluid to lubricate the rack.

You can remove the power-steering pump, belt, bracket, hoses, and reservoir to drop some weight off the front of your e30, e36, or Z3.

A minor con of running no power-steering does increase the difficulty in turning the car under 5 miles per hour and parallel parking, however, the trade-off is the responsiveness you gain at higher speeds.

In all other situations its really not that bad and is totally worth the trade.


TOOLS FOR THE POWER STEERING DELETE INSTALL:

 

  • 17mm box wrench
  • medium size crescent wrench
  • carb spray

PARTS NEEDED FOR INSTALL:

STEP #1 OF PSD INSTALL:

  • Remove the old power-steering bolts on the steering rack.
  • Remove the smaller 17mm bolt first
  • Then remove the larger 22mm bolt with the crescent wrench it will clear the oil pan with a little persistence.
  • Then spray the area with some carb spray to clean off some road grime.

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E30 POWER STEERING DELETE PORTS

 

Here are the parts ready for assembly

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GARAGISTIC E30,E36,Z3 POWERSTEERING DELETE BLOCK KIT

STEP #2  OF PSD INSTALL:

  • first place a crush washer on each bolt.
  • then place the delete block over the bolts.
E30-E36-Z3-power-steering-delete-INSTALLATION
POWER STEERING DELETE SET-UP

 

STEP #3 OF PSD INSTALL:

  • place a crush washer over the bolts.
  • then place this assembly on the rack and tighten down the bolts.
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STEP TWO OF POWER STEERING DELETE INSTALL

 

YOU’RE FINISHED INSTALLING YOUR POWER STEERING DELETE! e30 power steering delete

 


TL;DR
GARAGISTIC POWER-STEERING DELETE BLOCK INSTALLATION 

Installation is simple. You will need to remove the stock reservoir, pump and hoses. You’ll want to keep your stock banjo bolts and stock copper washers;  You’ll need them to  bolt your new power steering delete in place.  To take preemptive leaking issues, you’ll want to remove your power steering, this is a great way to stop any unwanted leaks from the “hose mod”. For any question regarding your Garagistic PSD install, email gofast@garagistic.com!

Garagistic PSD’s can be found here

Whats the big deal about the bmw clutch fork pivot – 21511223328?

Dont let this little part fool you! These Clutch Fork Pivot Pin – 21511223328 bushings should be changed anytime the clutch fork or release bearing is removed. These units have improved durability and with ensure smooth, squeak-free shifts. Having this part in hand when your doing any job that requires the dropping of the transmission will save you time and hassle later on.

BMW Clutch Fork Pivot Pin - 21511223328
BMW Clutch Fork Pivot Pin – 21511223328

Symptoms can include “clutch doesn’t quite feel like it should” or maybe the the “release point is a little bit off”. The reason for that, in some of the cases, is the clutch pivot pin inside the bell housing in the transmission is worn out.
A stock clutch pivot pin with a high performance clutch can show seroius wear in as little as 7,000 miles. There can be significant wear on the tip of this pivot pin making it quite a bit shorter than this brand new factory pivot pin that we sell here.
The price of this pin is very small , but can become expensive because there’s a lot of time involved in pulling the transmission all the way out of the car.
A great upgrade can be a silicon bronze replica of the part. A clutch pivot pin made out of silicon bronze, is far superior material compared to the plastic that the original one is made out of.
The clutch fork can also wear, at the location that the pivot pin rubs. So its always a good idea to replace the fork as well.
Replacement couldn’t be any easier once everything is taken out of the car (which includes the transmission). The factory pivot pin is just simply pushed in to the bell housing and held on with a spring.

You can find replacement bmw clutch pivot points here

 

Things to look for when buying an E30

Buying an E30? Do your home work before spending your hard earned money! We are going to go over a few things to look for when buying an e30.

 

Alex R tracking his e30
Alex R tracking his e30

To start off, you want to get in the car and open up the hood. This is where you can do a detailed inspection of the engine. The first place to really look would be the valve cover. The gasket does deteriorate over time. Not to expensive and takes about half an hour to install.
The next place to check would be all the intake lines, as well as the air filter. These do break down, as well as the intake boot (super common!), because it is rubber and will dry rot. These can be big issues for intake leaks and can cause the m20 to idle up and down (other wise known as hunt for an idle).
While you’re in the engine bay, you also want to look at the air conditioning unit. This system runs on R12 refrigerant and is not easy to find or fix. These systems are better left alone than to retrofit with R134A, but if you need it you can do it. It’s just a very, very expensive job.
The last place to check in the engine bay is the power steering unit. These systems are notorious for leaking. Although alot of people delete them for racing application, its not to expensive either route. Power steering deletes can be found here:

E30 power steering delete
E30 power steering delete

Now, we’ll get under the car and check underneath the transmission. Make sure that there is no oil around the rear main seal. This is a big job and will  involves taking out the shifter, the drive shaft, and the transmission. Don’t get one of these e30s with a broken rear main seal.
While you’re checking for a broken rear main seal, you also want to check if it has any exhaust leaks. The pipes before the cat converter can be pretty expensive, as well as the catalytic converter.

The door handles and glove box go bad often in these cars. They are brittle at this age. Cracks in the dash and a  broken odometer common. The odometer gears found here will fix your mileage counter.

E30 odometer gears
E30 odometer gears

If the speedometer does not work then check the speed sensor in the back of the differential. It’s about a ten dollar part and will take you maybe five minutes to install.
Last but not least, you want to check the body. California and Arizona cars are usually clean but still check. East coast cars often have fenders rotted out, as well as parts of the rocker panel. Another common spot is the sunroof.
Another thing to look at when buying an e30 is the rear shock tower mounts. Cars that are lowered on stiff suspenion car rip the metal out of the trunk so be sure to take a peak under the carpet in the trunk. If that needs repair our rear shock tower reinforcment kit can be bolted or welded into place.

 

BMW rear shock reinforcment
BMW rear shock reinforcement

 

That’s just some of the very basic things that are wrong with these cars. Please keep in mind these are are almost 30 year old. But with our garagistic products you can be sure that we will help you keep these little e30s running forever. All products can be found here.

 

Refreshing your E30, Z3, Z3M, or 318ti rear suspension (subframe bushings)

Refreshing your E30, Z3, Z3M, or 318ti rear suspension (subframe bushings)


Time to talk a little about how to refresh the rear suspension (subframe) on your E30, Z3, Z3M, or 318ti. The most often neglected part in these rear subframes is the rear subframe bushings.  Delrin or poly bushings in the rear suspension of a BMW E30 3 Series chassis can make a world of a difference.

The first thing you should do is water pressure/clean the rear suspension while its still on the car. No one wants to work on a dirty bmw.

In this writeup we are going to talk about our rear subframe bushings, rear trailing arm bushings, raised rear subframe bushings, diff bushings, differential reinforcement and a few other things.

If your BMW is excessively lowered, you may want to consider our raised sub-frame bushings. These cars already have excess camber from lowering .

All the bushings you need for a rear subframe overhaul are available in our online website at store.garagistic.com
Looking at the outer end of the subframe there will be a bushing at both ends. This original bushing must be removed. This can be done using a bushing remover tool or other alternate means. Now, its easier to do this when the whole subframe is out of your e30 but this can be done in the vehicle as long as you got the original bushing out first (which can also be done in the vehicle).

Please note: You can only install an OEM subframe bushing while the subframe is still in the car. Any “two-piece” aftermarket units such as ours but be install with the subframe out of the car.
Once the bushing is out, we clean the inside where it came out. It doesn’t hurt to then we’ll lubricate lightly so it makes the new subframe bushing easier to install. Lithium grease, Liqui Moly copper anti-seize compound, Super lube are all good choices. Use gloves.

Once we have that, we’ll also put a coating on the subframe bushing.
We have found that the copper anti-seize works best with urethane bushings as far as preventing squeaks in the future. We’ve used all kinds of silicon lubricants as well as others. This is a little bit messy.

Please note: If you use our raised subframe bushings, you will want the thin side on the top and thick side on the bottom. If you use the standard geometry bushing, the thick side goes on the top and the thin side goes on the bottom.

E30-rear-subframe-bushings
E30 rear subframe bushings

On our subframe bushings there are alignment tabs that line up with the subframe. Line them up and then install the bushing (a press helps in this case but is not needed). Push the E30 rear subframe bushing all the way up until it meets the bottom of the carrier.

You can use a press of tap the bushing into place using a mallet .
Now, we repeat for the other side of the bushing.  Again, we’ll lubricate the inside of this where it touches the carrier as well as the bushing.

Now, finally, we have the aluminum sleeve. This is where the bolt goes through. It only function is to keep the bolt from touching the bolt. Again, we’ll put some lubrication in the hole and a little from the other side as well. A little bit on the sleeve itself. We fit the sleeve down through the hole and this may take a little bit of work with the mallet as well (a press will make it alot easier). Even a 20 ton harbor freight press is a great help here.

You will then need to repeat it for the other side. You would now be able to install the subframe back into the car.  You will want to reuse your stock washers that go above. You will also reuse the original through bolt and nut for fastening it to the vehicle. This is ready to go.
Now, its time to install the trailing arm bushings. Your subframe is not adjustable, but using our camber/toe kit it would be. This will not affect the rear trailing arm in any way, we just want to mention it while on the point of the trailing arm bushing area. If you dont already know about camber/toe kit, they can be found here.

E30-rear-camber-toe-brackets
E30 rear camber and toe brackets

They basically allow for camber adjustment as well as toe adjustment by moving the locating points of the two bushings within the trailing arm mount by turning the eccentric hardware.
Now, installation for the trailing arm bushing is easy. The bushings just fit into the arm and the sleeve goes in the center. You will need to remove the original bushings. The easiest way to remove them is cut off the mushroom rubberhead on one side of the bushing and press it through the other side and they’ll come out fairly easily.
This can be done on the vehicle, just like the subframe ones. (they are a little easier than the subframe ones).

As with the subframe, the first thing we’ll do is place some lubrication  all the way around the trailing arm hole and on each bushing.

E30-rear-trailing-arm-bushing
E30 rear trailing arm bushing

Please note: The trailing arm bushings are two different sizes. There is a thick and thin flange type. The thicker flange goes on the inside (of the car).  The thinner flange is on the outside (furthest from the center of the car).

Just like the subframe bushings, these go in with a tap of the mallet. Now, we’re ready for the sleeve. Again, we’ll get plenty of lubrication through the bore. The bore on the trailing arms is serrated to hold extra lubricant. Get as much lubricant as you can in there.
Finally, we’ll lubricate the sleeve as well. Now, its easiest to goe in from the outside of the control arm. (goes in from the outside). Again, you may need to strike it gently with a mallet.

Once you get all the trailing arm bushings installed the trailing arm is then ready to go back up into the subframe. You can use the original through bolt and nut to secure it in place. We do offer replacement hardware that has a thicker shoulder to eliminate some more play.
Now, finally for the garagistic diff bushing install. Now, again, as with the rest of the things we have gone over, the original diff bushing will need to be pressed out using a press. You can also remove the cover from the differential with the differential still in the vehicle and do this at your bench if you prefer.

Similar to the rest of the bushings, lubricate the bore in the diff cover. If you dont already know, a great upgraded diff cover for the e30 or 318ti is the Z3M unit. It holds a little bit more fluid and has fins to keep the fluid cooler under track use. As for which diff bushing is best, we go over that in detail here. 

The lip on the diff bushing is closest to the back of the car. (You cant actually place it in the other way) Now, that we have the diff bushing in, press in the sleeve where the diff bolt goes into.

This uses the original through bolt from the original bushing to install it into the chassis bracket.
With that, your rear suspension is all done. Remember, we have all of the  bushings we mentioned here in our online store at www.store.garagistic.com

They are available in 80a poly, 95a poly, or delrin. 

We also offer a fully restored setup on a core exchange basis here.

Garagistic E30, E36, Z3 Front control-arm bushings

Garagistic E30 & E36 & Z3 Front control-arm bushings


Today we’re going to talk about e30 front-control arm bushings, specifically the ones that are on e30s, e30 m3s, e36s, and e36 m3s. Just like all of our other poly Bushings we make in the United States. They come in three different flavors. They come in 80 poly, which is a soft poly, you’ve got your 95 poly, which is a hard poly, then you’ve got delrin, which is incredibly hard.

 

E30s and E36s both came with options. They either had offset front control arm bushings, or center control arm bushings. That really depends on your goals or what your car had originally. E30 m3s all had offset front control arm bushings. Early e36 m3s also had offset control arm bushings. Standard e30s had center control arm bushings and late model e36 m3s also had center control arm bushings. Could you upgrade from a center to an offset? Yes, you could and you would basically gaining about 10mm of track, because you’ll basically move out your wheels.

 


BMW-e30-e36,-z3-poly-offset front-control-arm-bushings-garagistic
Take your pick of Garagistic front control arm bushings for your E30, E36, or Z3!

To buy Garagistic E30, E36, Z3 front control arm bushings click here!

 



That’s one of the main things why you would switch to a offset front control arm bushing. The 80s by far are most street friendly. It’s going to absorb a little bit more noise. It’ll still transmit a little bit more noise over factory, just because of the solid fact that the bushing is actually solid in geometry, where you would find the stock bushing would have holes. It was made for comfort. It is made to give a little bit. That way the noise was kept a little bit lower. 80 is your street-friendly one. It’s good for autocross, it’s good for occasional track days. Overall it’s a good bushing.

Your 95 is your step up from that. A car that’s a little bit more dedicated to tracking. A little bit more noise is okay to make sure that the control arms in the front don’t move. Delrin is your full, all out race, drift application where noise is not a concern. You don’t want the control arm to move at all. It will transmit a little bit more noise, but it will get the control arm to basically not move at all in unwanted directions. That would be the main purpose of having that.

The symptom of a bad control arm is basically, it’s that symptom when you first get your e30, basically you go over a bump and that steering wheel shimmies and wobbles and you don’t know what’s going on. That’s usually the control arm bushing. You go over a bump and the wheel does whatever it wants. The whole control arm moves as a unit, when there’s nothing to attach to. Cheap upgrade at the age that these e30s and e36s are nowadays, this is probably neglected part on the car. It’s something worth looking in to even as a factory upgrade for your e30 or e36. When it comes to E30 front control-arm bushings, Garagistic bushings are the way to go.  Our USA-made front control-arm bushings come with a lifetime warranty.

All parts can be found on the Garagistic app (ANDROID OR APPLE) or on our website www.garagistic.com and if you have any questions, please feel free to shoot us an email or give us a call. We’d be happy to help.


To buy Garagistic E30, E36, Z3 front control arm bushings click here!


DOWNLOAD THE GARAGISTIC APP!

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apple-garagistic-app-e30-bmw

 

 

BMW poly and delrin transmission bushings – E30, E36, E46, E21, E39

GARAGISTIC E30 Polyurethane/Delrin transmission bushings

Today we’re going to talk about Garagistic transmission bushings. Now these are our poly and derlin units. They can be found on virtually every BMW. They are all the same so your e30, your e36, e46, e90, e92s, f-series, all of them actually take the same transmission bushing. Even e21s got these so this is actually virtually compatible with almost every BMW made to an extent. Ask us, if you have any questions about that. Whether you should go with poly or delrin transmission bushings really depends the primary application of your car.

They are available in our 3 different durometers. You’ve got your 80 series which is your soft poly. You’ve got your 95, your hard poly and then your derlin. Now, you’re going to want to be careful which durometer you pick on your transmission as well as your differential because these are the only two bushings that will transmit a lot of noise. You will hear the transmission line with these kind of parts that are not factory like these.


TAKE YOUR PICK OF GARAGISTIC TRANSMISSION BUSHINGS

e30-transmission-bushing-derlin-poly-E30-E36-E46
BMW E30 E36 E46 E90 DELRIN        TRANSMISSION BUSHINGS

 


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E30, E36 AND Z3 DELRIN OFFSET FRONT CONTROL ARM BUSHINGS

BMW-80A-POLYURETHANE-TRANSMISSION-BUSHINGS
BMW 80A POLYURETHANE TRANSMISSION BUSHINGS

Your differential will make a noise and your transmission will make these noises as well. This is a bolt-through design so it’s meant to basically be a fail-safe. This bushing will basically never leave your transmission. It’s not isolated so it does inherently transmit a little more noise. Your 80 being the most bearable and your derlin being your full-on race application.

This is a very common neglected part on e30s, e36s, e46s. You’ll often see transmission bushing sagging and ripped and torn. Sometimes we’ve seen cars where they are disconnected in half, especially under track duty and drifting and stuff like that. Basically, these are our transmission bushings. If you have any questions about whether they are compatible with your BMW, please feel free to give us an email. They can be found on our online store at garagistic.com. They can also be found on our Garagistic app. The app if you don’t already have it is a great download. It’s a good way to get deals, flash sales, instructions so definitely take some time to download to app. As with all our poly stuff and almost all the things that we make, there’s a lifetime warranty so you can always rest assured you’ve got the Garagistic guarantee that that you got a perfect product every single time. Garagistic transmission bushings, just like all Garagistic bushings, are 100% USA made with a lifetime warranty.

All parts can be found on the Garagistic app (ANDROID OR APPLE) or on our website www.garagistic.com and if you have any questions, please feel free to shoot us an email or give us a call. We’d be happy to help.



garagistic-e30-bmw-app

apple-garagistic-app-e30-bmw

Garagistic: E30 rear trailing arm bushings

GARAGISTIC:
E30 rear trailing arm bushings


E30 rear trailing arm bushings; What are they and why do you need them? Today we’re talking all about Garagistic rear trailing arm bushings, specifically for your E30, your Z3, your 2002, your M Coupe, they all take the same rear trailing arm bushing, which would be similar to this one. It basically replaces the OEM part number 33329061945.

Basically what we got here is the flavors that we usually do all of our poly bushings kit in. You’ve got your 80, you got your 95, and you got your Derlin. Derlin being your all out race application. 95 being a little bit of dual purpose, you know a little bit more, emphasizing a little bit more performance than comfort. Then you’ve got your 80, which is basically your auto cross comfort. It’s a great street application. Often after these age these bushings are incredibly worn out and it’s time to replace them. Even when they’re brand new they don’t inherently have this lip on there, so they tend to kind of have a little bit of play anyway just because they’re actually meant to move a little bit to give you a little bit more comfort in your BMW.

BMW-e30-rear-trailing-arm-bushings
                                 Garagistic polyurethane bushings

 

For track enthusiasts that tends to be not what their main priority is, it’s basically the best handling possible. These definitely give that edge. It’s great for track, auto cross, drift. Even your street cars though, they can definitely benefit from the rear trailing arm bushings. Now this will also fit various other BMW’s like the 1602, 2002, E21, E12’s, E30’s, you know 318ti, the Z3 otherwise known as the angry shoe, it can benefit from having these kind of rear trailing arm bushings on there. Garagistic E30 rear trailing arm bushings are made right here in the USA. We also offer a lifetime warranty on all E30 rear trailing arm bushings.

All parts can be found on the Garagistic app (ANDROID OR APPLE) or on our website www.garagistic.com and if you have any questions, please feel free to shoot us an email or give us a call. We’d be happy to help.

Where to get Garagistic rear trailing arm bushings:

BMW SOLID DELRIN REAR TRAILING ARM BUSHINGS:
https://store.garagistic.com/BMW-E30-…

BMW 80A POLYURETHANE REAR TRAILING ARM BUSHINGS:
https://store.garagistic.com/80a-e30-…

BMW 95A POLYURETHANE REAR TRAILING ARM BUSHINGS:
https://store.garagistic.com/95a-e30-…


garagistic-e30-bmw-app

apple-garagistic-app-e30-bmw

BMW E36 / E46 REAR TRAILING ARM POLY BUSHINGS (RTAB)

BMW E36 / E46 REAR TRAILING ARM POLY BUSHINGS (RTAB)


Topic of the day, rear-trailing arm bushings.  Welcome to the Garagistic Blog! Your premier BMW performance online store for E30’s, E36’s, E46, and other class of BMW.


BMW-E36-E46-rear-trailing-arm-poly-bushings-RTAB
We have them in 85a poly , 95a poly and delrin! 85a polyurethane transmission mounts are meant for that OEM + feel. That means you want a subtle upgrade for your street car without to much of a compromise in comfort, these are a happy medium. 85a are designed for the street enthusiast. 95a is great for dual purpose aggressive street and track applications. Derlin is best for race application only.

Today we’re going to talk about e36 and e46 rear trailing arm bushings. A often neglected part on e36 and e46. Now this part was on all of those chassis, whether it’s a 3-30, a 3-25, or an M3. The rear trailing arm bushings are all the same. Inherently, they usually float for comfort from the factory, and by float I mean, there is no lip on there, and they made that for comfort. Having that control and being able to absorb those bumps in the road, it was meant for comfort. That was the ultimate driving machine. In case you track your ultimate driving machines, that’s when you would upgrade your rear trailing arm bushings, which are at this age, most likely worn out anyway.

As with all of our bushings, they are made in the U.S.A., Westminster, California. They come with a lifetime warranty and again, we offer them in all of our three classic flavors. You’ve got your 80 poly, which is your street friendly, soft poly. It’s very good for auto cross, occasional track days. It’s a good trade off if you plan on driving your e36 or e46 on the street.

Then you’ve got your 95 here. Our color for that is usually blue, and that’s basically more of an auto cross track application. You track more often and it’s a good, hard, poly. It’s the hardest poly available.
Then you’ve got your derlin, which is basically, it’s a very hard basically track application, good for drift, good for road course. It’s basically meant for you’re all out track car, where you don’t want any other variables in your suspensions. Especially moving suspension components in unwanted directions. It comes with aluminum race, and that way it doesn’t touch the poly bushings or anything like that.
They all have a lifetime warranty. These can be bought on our website, at Garagistic.com or through out Garagistic app. Be sure to download the app if you don’t around have it. It’s a good way to get coupon codes and basically be in the know about our latest products. These are good with all the other e36, e46 bushings we make as far, you know, just like differential bushings and sub frame bushings, and front control arm bushings. Be sure to check out the website, we make all of them in house, and if you have any questions about the e36 and e46 rear trailing arm bushings, we would love to hear from you.  In summary, rear-trailing arm bushings are a must have for your track or street car.  Garagistic rear trailing arm bushings, like every other Garagistic bushing, are 100% made in the USA and come with a lifetime warranty.

All parts can be found on the Garagistic app (ANDROID OR APPLE) or on our website www.garagistic.com and if you have any questions, please feel free to shoot us an email or give us a call. We’d be happy to help.



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Upgrading to Poly/Delrin E30, z3 318ti diff bushings!

POLY/DERLIN E30,Z3,318TI DIFFERENTIAL BUSHINGS


Today were going to talk about poly and Delrin differential bushings for your E30, your, E36ti’s, yours Z3’s. They all compatible.

They all take the same some the sub-frame bushings. They all take the same sub-frames pretty much, theoretically speaking, and the same diff bushing. Today here we got all of our diff bushings that we offer. It’s a Delrin version, which is basically for all-out race guys. It’s good for track application, if you really don’t want that diff to move, Delrin the one for you. It will transmit a little bit more noise, being that it is solid plastic basically.

Then you got your 80-Series, which is the softest poly available. It’s a happy street-friendly durometer hardness. It doesn’t transmit as much noise obviously as the Delrin, being that it will absorb a lot of the noise.  It’s really good for autocross, occasional track days, it’s just an all around good bushing. Then you got your 95 which is the hardest poly available. This is the one that we like, it’s the happy medium. It will transmit a ton, a little bit more noise than the 80 but not quite as much as the Delrin. They all basically have the same geometry, they’re solid bushing. As you can see, there is no holes like the factory bushing. The factory bushing have only is connected two or three points, and it was made for comfort, it was design for comfort. Even when you’re going with the softest poly it’s going to be a great upgrade over your stock bushing because it’s attached physically in more area. BMW-POLY-DELRIN-DIFFERENTIALDIFF-BUSHING-BMw-E30-E36-318TI-Z3

They all have a lifetime warranty,all made in USA, here in Westminster California. It’s meant to replace part number 331 71 135242 and that basically is found in E30s, Z3s and E36ti’s, even your 325iIX’s take the same differential bushing, so it’s also compatible with that. Now this will … it’s something that will add responsiveness, it’s going to limit differential movement.   A failed if bushing basically sounds like an ape trying to escape from your trunk. There’s usually thump, there’s things going on in the trunk. Usually when you put it in gear, stuff like that, you’re going to hear a bang thump something. Monkey’s trying to get out, usually it’s a because the differential bushing is gone, it’s literally not connected anymore.    Installation is simple you will need a press because it does get pressed into your factory differential cover. It’s compatible with M Coupe covers, so even if you’re running on your E30 the upgraded differential cover from the M Coupe or even your E36 or 318ti E36 unit, they’ll accept the M Coupe cover, this will fit it. It’s a great upgrade, very low-cost.  It’s a maintenance thing. These things are are quite old now and it’s usually time to replace them. Now this is kind of a while you’re at it thing. If you guys who put in LS1’s, the M60’s, S54 the big motors putting in a little more power. While you look at your differential it’s probably a good idea to look at our secondary diff mount.

This is one of the piece of the components, but basically what this does is it adds a second ear to your differential. Basically this came in later 36’s and stuff like that. BMW basically realized that they should have two years on the differentials. E30s obviously didn’t, they had one ear. This is a great upgrade, very low budget compared to the damage that could occur to your differential.  It obviously will require another differential bushing and it will also accept a stock differential bushing. That’s also a good upgrade. Hopefully this made your understanding of E30 diff bushings a little bit better. These Garagistic Poly/Delrin E30, z3 318ti diff bushings are made right here in the USA and come with a lifetime warranty.

You can also check out on our app and our website. If you have any questions, please feel free to drop us a line or visit us at our website.

All parts can be found on the Garagistic app (ANDROID OR APPLE) or on our website www.garagistic.com and if you have any questions, please feel free to shoot us an email or give us a call. We’d be happy to help.


BMW POLY OR DELRIN DIFFERENTIAL (DIFF) BUSHING – BMW E30 , E36 318TI , Z3


 


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