ABS issue
Already in 2007, I observed the failure of the ABS system at speeds above 220km/h during road trips through Germany. Then still on a German temporary registration (5-days KKE), there was no need to comply with any vehicle inspection such as MOT, APK, TuV, MFK or whatever.
When I decided to register #231 on a Dutch registration I had to resolve the Dutch APK relevant issues for which we performed a pre-registration checkup in the winter of 2008. During those inspections, I discovered that the impulse sending wheels of the rear-wheel drive flanges were corroded as can be seen on the following picture.
This explains for the ABS failure at very high road speeds. However, for obtaining a Dutch registration in May 2008, this was a non-issue, as the RDW institute would not test the car under such extreme conditions. Since #231’s ABS system was fully functional within the legal speed limits in the Netherlands with a margin of 100km/h, this wasn’t a critical issue hence why I placed this issue on the back-log and planned to solve it in the winter of 2009/2010.
Then in June 2008, the engine failure came in between. With the following engine rebuild between March and September 2009, addressing the ABS issue was not important at all and remained low on the priorities list. Granted, I could have combined this the installation of the rebuild engine, but decided against that to obtain focus to the main objectives for that time.
With the running-in phase almost completed, solving the ABS issue is placed higher on the priorities list, especially since the speed at which the ABS warning light illuminates has lowered to about 190km/h on the speedo-meter. This reduces the margin to less than 70km/h from the legal limit. Although this still is more than enough to have my driver’s license being put through the ‘shredder’, but with the expected decay, it can become a relevant issue sooner or later and I’d rather resolve it in my own time and not with a fixed time-table to meet the criteria for obtaining the next road-worthy certificate.
I have just received the parts quotation from my dealer and although the drive flanges are just Euro 42,87 each, their status is backorder from factory. With other words, delivery time cannot be confirmed at the moment.
Appearance of the differential
Another issue that bugged me for a long time is the corroded diff-housing that deteriorates the otherwise very clean bottom of #231. Just like the ABS issue, this issue was placed on hold following the earlier mentioned engine failure.
Since the drive-shafts need to be removed for resolving the ABS issue, this is a good opportunity to improve the differential at the same time, therefore I plan to remove it as well according to the following scheme.
1: Remove drive shafts, inspect them and replace the boots of the universal joints if necessary.
2: Replace drive flanges and solve the ABS issue
3: Remove differential from car
3: Disassembly of the LSD, but leave the pignon-shaft in place because of the required pre-tension
4: Remove the rust and clean the housing.
5: Paint the housing with black POR15
6: Reassemble the differential, use new parts where necessary.
Front shimmy
I already have ordered two new lower control arms for the front suspension to solve the shimmy that I have experienced during recent road-trips. I have decided against aftermarket such as Meyle HD or Lemforder for two reasons.
1: Originality
2: I am not convinced on Meyle HD on my father’s A6 quattro were I preferred these over OEM. The ride still is a bit deteriorated by mild vibrations, even when new OEM shock absorbers with all the associated parts were installed soon after to eliminate other sources.
Front wheel arch liners
Following the experiences of member BMWWGN’s experiences with his recently acquired South African E28 M5, I decided to check the cover liners of the front wheel arches as well. This resulted in the decision to replace them on #231 as well, including the rubber seals. Fortunately, #231 doesn’t suffer from corrosion in the enclosed area behind these liners so there is no need to do some bodywork there.
All the required parts have been ordered; some of them already have arrived. I will update this thread from time to time and report the progress.
Already in 2007, I observed the failure of the ABS system at speeds above 220km/h during road trips through Germany. Then still on a German temporary registration (5-days KKE), there was no need to comply with any vehicle inspection such as MOT, APK, TuV, MFK or whatever.
When I decided to register #231 on a Dutch registration I had to resolve the Dutch APK relevant issues for which we performed a pre-registration checkup in the winter of 2008. During those inspections, I discovered that the impulse sending wheels of the rear-wheel drive flanges were corroded as can be seen on the following picture.
This explains for the ABS failure at very high road speeds. However, for obtaining a Dutch registration in May 2008, this was a non-issue, as the RDW institute would not test the car under such extreme conditions. Since #231’s ABS system was fully functional within the legal speed limits in the Netherlands with a margin of 100km/h, this wasn’t a critical issue hence why I placed this issue on the back-log and planned to solve it in the winter of 2009/2010.
Then in June 2008, the engine failure came in between. With the following engine rebuild between March and September 2009, addressing the ABS issue was not important at all and remained low on the priorities list. Granted, I could have combined this the installation of the rebuild engine, but decided against that to obtain focus to the main objectives for that time.
With the running-in phase almost completed, solving the ABS issue is placed higher on the priorities list, especially since the speed at which the ABS warning light illuminates has lowered to about 190km/h on the speedo-meter. This reduces the margin to less than 70km/h from the legal limit. Although this still is more than enough to have my driver’s license being put through the ‘shredder’, but with the expected decay, it can become a relevant issue sooner or later and I’d rather resolve it in my own time and not with a fixed time-table to meet the criteria for obtaining the next road-worthy certificate.
I have just received the parts quotation from my dealer and although the drive flanges are just Euro 42,87 each, their status is backorder from factory. With other words, delivery time cannot be confirmed at the moment.
Appearance of the differential
Another issue that bugged me for a long time is the corroded diff-housing that deteriorates the otherwise very clean bottom of #231. Just like the ABS issue, this issue was placed on hold following the earlier mentioned engine failure.
Since the drive-shafts need to be removed for resolving the ABS issue, this is a good opportunity to improve the differential at the same time, therefore I plan to remove it as well according to the following scheme.
1: Remove drive shafts, inspect them and replace the boots of the universal joints if necessary.
2: Replace drive flanges and solve the ABS issue
3: Remove differential from car
3: Disassembly of the LSD, but leave the pignon-shaft in place because of the required pre-tension
4: Remove the rust and clean the housing.
5: Paint the housing with black POR15
6: Reassemble the differential, use new parts where necessary.
Front shimmy
I already have ordered two new lower control arms for the front suspension to solve the shimmy that I have experienced during recent road-trips. I have decided against aftermarket such as Meyle HD or Lemforder for two reasons.
1: Originality
2: I am not convinced on Meyle HD on my father’s A6 quattro were I preferred these over OEM. The ride still is a bit deteriorated by mild vibrations, even when new OEM shock absorbers with all the associated parts were installed soon after to eliminate other sources.
Front wheel arch liners
Following the experiences of member BMWWGN’s experiences with his recently acquired South African E28 M5, I decided to check the cover liners of the front wheel arches as well. This resulted in the decision to replace them on #231 as well, including the rubber seals. Fortunately, #231 doesn’t suffer from corrosion in the enclosed area behind these liners so there is no need to do some bodywork there.
All the required parts have been ordered; some of them already have arrived. I will update this thread from time to time and report the progress.