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#21
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#22
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As others have said, DO NOT drive the vehicle until you change both the front and rear differentials. Otherwise, you may grenade your transfer case since the rear and front shafts will be spinning at wildly different rates. Regarding the shifter, when you say it's sloppy, do you mean it doesn't return to center and kind of leans over toward 5th? If so, those are the detents I was talking about, and, unfortunately, the tranny does need to come out to replace those. All my bushings turned out to be fine (I replaced anyway), but it was the sticking detents that had me hunting for the gear gates. Hopefully, your oil pan isn't leaking, but 3 out of the 4 M54 BMW motors I've had developed pan leaks. A thin film of oil would blow all over the bottom of the motor, and I'd get a telltale little drip on the pickup point of the subframe after being parked. This was after all the other fixes - valve cover gasket, oil filter housing gasket, breather system, etc. Was never a lot, but got everything messy under the car and was annoying. Oh, one other thing, from my earlier comment about tightening suspension. I'm not sure I was clear, but what I meant was the full weight of vehicle has to be resting on its wheels when you tighten everything up in the front. Those bushings do not pivot on the bolt as the suspension moves. The rubber actually twists in the shell.
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2012 xDrive35d 2001 BMW X5 3.0i 5MT and two 1987 Corvettes - Callaway Twin Turbo and Guldstrand Grand Sport 80 Block Tester |
#23
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I use an easier method when tightening "on the ground" bushings: I just use my floor jack to lift the wheel carrier up until that corner just barely lifts off the jack stand. That way I can get that torqued down before even putting the wheel on. ∞ more space to work.
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2011 E70 • N55 (me) 2012 E70 • N63 (wife) |
#24
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E39 530dA -02 M-Sport Messing metallic E53 X5 3.0dA -06 Sport Stratus grey E70 X5 40d -12 M-Sport Space grey |
#25
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In terms of the shifter, it's "wiggley" and maybe best to describe it as the "detents" are hard to find or are just sloppy. It doesn't lean over to 5th but feels like something is worn. I guess when comparing it driving a manual e90, the e90 is like super exact detent feeling in comparison. Quote:
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2003 BMW X5 3.0i -- MT5, 3.64s final gears, H&R lowering springs, K-Mac bushing kit 2007 BMW X3 3.0Si -- MT6 |
#26
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Thanks for posting.
I have a set of 4.10 gears for the 4.6 on my garage floor. I think it has been on my yearly mod list since 2017. Thread is inspirational. Due to the increased torque resulting from the change to 4.10 gearing less fuel is required getting up to speed. It's any sustained speed that hurts mileage since the engine will be at a higher RPMs to be there. Changing to a higher ratio burns more fuel to get up to speed, especially if you want to accelerate at the same rate as before the change. Cruising at the same speed as before will increase mileage. The opposites can be true depending on the magnitude of the ratio change and whether the engine is running more or less efficiently in high gear. If the change is from a 4.10 ratio and there is no change in the way or where you drive any difference in mileage should be negligible. If you drive a lot of freeway miles the difference in mileage will be higher. The same is true based on how much the ratio changes. If the change were to be something like 3.36 to 4.56, the mileage would noticeably decrease and conversely increase going from the lower to the higher ratio. My experience has been that even a small change in ratio is very noticeable when driving, and noticed anytime you take a drive. At the going price for a pair of used differentials they are a good performance gain value. If one is into mods it's about how many tenths faster is it to 60 or the eighth or quarter mile.
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X5 4.6 2002 Black Sap, Black interior. 2013 X5M Melbourne Red, Bamboo interior Dallas Last edited by bcredliner; 04-30-2020 at 05:05 PM. |
#27
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E39 530dA -02 M-Sport Messing metallic E53 X5 3.0dA -06 Sport Stratus grey E70 X5 40d -12 M-Sport Space grey |
#28
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The 3.64’s on an M54 will require more energy (fuel).
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02 BMW 5 Speed Supercharged Ethanol Burnin Meth Injected E53 |
#29
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Not true. Very broad understatement. By your logic, everyone should never shift out of first gear then. Which obviously doesn't make sense. You neglect the frictional losses of the engine that are inherent to speed as well as characteristics of a NA engine.
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That's why Clavurion said there's a "sweet-spot" with this. Because conversely you can't get performance out of an engine by "lugging" it everywhere you go. At the same rate, you can't get efficiency near-redlining the engine everywhere you go. Hopefully that makes sense.
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2003 BMW X5 3.0i -- MT5, 3.64s final gears, H&R lowering springs, K-Mac bushing kit 2007 BMW X3 3.0Si -- MT6 |
#30
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Here's an update for anyone that's following along. I moved onto the rear differential and I've already loosened three fasteners that hold the carrier to the subframe. There's two in the front with rubber bushing next to the input flange then the last one that bolts up from the carrier's "oil-pan" housing to the subframe. Then lastly I disconnected the cv-driveline. To get to this, I had to undo the left/right exhaust from the center exhaust echo-chamber (I made up this name and I'm going to use it) in order to hang down the heat shielding for cv-driveline flange access.
I will need to get an inverse torx socket from the store tomorrow. I don't have an E10 (I think the size is) to get the cv axles off. Otherwise, I hope the cv-axles will give me enough clearance to just drop the carrier out. I still have yet to get the thrust rod bushings changed out in the front which I'm hoping to get done at my old boss's.
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2003 BMW X5 3.0i -- MT5, 3.64s final gears, H&R lowering springs, K-Mac bushing kit 2007 BMW X3 3.0Si -- MT6 |
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