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captains quickguides using gpsMaybe try a search? All logos are registered trademarks of their official owners. To find out more, including how to control cookies, see here. That’s especially true when it’s bolted to the excellent, raspy-sounding S54 in the beloved E46 M3. Only a small percentage of the dozens of cars I’ve owned have been automatics, and I’m currently undergoing the laborious and expensive process of swapping my E34 Touring over to a three-pedal configuration. Driving a manual is just more fun. It’s more involved, more engaging, and offers an additional layer of control when driving. However, the SMG is neither. When these cars were new, their buyers, many of whom were still riding high on the money they made during the dot-com boom, opted for the latest, fanciest tech for their new sports car. As a result, it seems like SMG E46 M3s are easier to find than their six-speed siblings. In fact, few who have driven one have had the opportunity to drive one properly. These cars love to be flogged, and they repay that abuse in spades. Nothing short of road salt and freezing temperatures (which tend to turn sticky summer tires into hockey pucks) keep it in the garage. Incredibly, he sold an air-cooled Porsche 911—purchased well before the infamous boom in prices for such cars—to fund the purchase. To this day, he has no regrets. After spending some time in his car, I can understand why. He’s slowly transformed his car into a near-perfect replica of his dream car, an E46 M3 CSL, forbidden fruit for us Americans. The processes has included replacing the entire roof with a carbon fiber panel. Apparently, the SMG has learned from this behavior, and it has learned well. There’s a good reason for it, too. Instead, I got a thrill ride. That question was answered when he launched the car in S6 from the very first stoplight. Once I had regained my breath, I scraped my eyeballs from the inside of the rear window. I was speechless.http://tsukanov-art-collection.ru/pict/enterasys-vh-2402-l3-manual.xml

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Each lightning-quick shift came with an immediacy and brutality not unlike a Viking raid. I had never experienced anything like it from any manual transmission car I had ever driven. But someday, when I shop for an E46 M3 of my own, there’s a very good chance that I will make the same choice Bill did. If you think that’s wrong of me, I can’t wait for the opportunity to show you how I came to that conclusion. Hold onto your eyeballs. —Cam VanDerHorst Unveiled in 2020 before quickly selling. The PVGP has been a. In our festive annual tradition, BMW. Ask several BMW enthusiasts, and you’re likely to get an array of different answers,. Join us for the largest gathering of E30s on the planet. It. He has written for Autoweek, The Drive, and Scale Auto Magazine. A self-admitted wagon fanatic, he owns an E34 530i Touring, and helps take care of his girlfriend's E39 540i Touring. June 19, 2021 In our festive annual tradit. Please try your request again later. Why did this happen. This page appears when Google automatically detects requests coming from your computer network which appear to be in violation of the Terms of Service. The block will expire shortly after those requests stop. This traffic may have been sent by malicious software, a browser plug-in, or a script that sends automated requests. If you share your network connection, ask your administrator for help — a different computer using the same IP address may be responsible. Learn more Sometimes you may see this page if you are using advanced terms that robots are known to use, or sending requests very quickly. Most taxi drivers are renowned for knowing their way around, but it would seem that this one needs to update his A to Z, as he has got a bit lost. Sadly, you'll have to get out and start your journey again. We may earn money from the links on this page.A comfortable compromise. Your options?http://gorod-r.com/userfiles/entered-apprentice-educational-proficiency-manual.xml An inherently less-efficient automatic dressed up with manual shift buttons or a slightly jerky-shifting manual transmission with robotized shifting and clutch (assuming your needs and budget can handle a Toyota MR2, a Ferrari, or a Maserati).Shoving the stubby gear lever to the right selects between S and A, and a rocker switch shuttles between the various Drivelogic programs. There's a hill-start assist that feathers the clutch to keep the car from rolling as you step from brake to throttle, and a slip-alert system that prevents wheelspin on deceleration even with dynamic stability control (DSC) switched off. Fear not, power-on wheelspin is allowed. The car steps off in second gear (with more clutch slippage than in other modes) and executes smooth, fairly slow shifts (lasting about one second) at relatively low revs to limit torque. A2 feels similar, except that it launches in first gear. These are mother-in-law-onboard modes. Settings A3 through A5 quicken the shifts and raise the shift points. At 60 mph, A4 and A5 will allow a six-three downshift; A1, A2, and A3 only kick to fourth. Drivelogic is programmed to hold lower gears in hilly or sporty running, but it tended to run a gear too high in most curves on our handling loop in A5 mode, so S is the ticket in the twisties. SMG won't be mistaken for a torque-converter automatic, but the A-mode shifts are more convincing than those executed by any other automated manual we've tried. To upshift, either tug on the steering wheel's right paddle or pull the stubby shift lever backward. For a downshift, use the left paddle or push forward on the stick. The lever's logic seemed backward to us, so we used the paddles almost exclusively. To engage S6, you must first switch off the DSC. Shifts happen in the blink of an eye in this mode--the quickest take as little as 0.08 second. By comparison, the Ferrari 360 F1's 0.15-second shifts feel as leisurely as lunch at il Cavallino. The tires bark in second gear. They'll atomize in first. As the tach needle passes 7500 rpm, the amber lamps used to indicate max engine speed during warm-up on all M products illuminate sequentially in counterclockwise fashion until a red lamp at 4000 lights up to indicate it's time to upshift as the engine hits its 8000-rev redline. We won't get that, so for best results engage S6, floor the throttle to call for an aggressive clutch drop, then back off to 75 percent to allow the tires to hook up at about 3000 rpm. Then keep your foot down, upshifting at 8000 rpm. Our most recent three-pedal M3 outran the SMG by 0.3 second, with the entire advantage gained in first gear. The SMG hit 60 mph in 4.8 seconds and ran the quarter in 13.4, 0.3 second slower than our long-term M3 at both points, and each crossed the quarter-mile at 107 mph, suggesting they were equally powerful. Running in the A5 mode slowed the SMG by another 0.2 second. You may be able to find more information about this and similar content at piano.io. One point of contention was that it was only ever available with the divisive SMG transmission. I had bought a car that I’d wanted to own ever since a certain Mr. Clarkson had introduced it as possibly the most extreme road-car BMW had produced to date. He chose the Isle of Man, a place that is arguably known only for its extreme motorbike racing event that takes place every year, as the venue. When the review hit our scenes, I was barely seventeen years old and only just old enough to drive in the UK. At the time, prices were still pretty reasonable and so I took literally all of my money out of the bank and spent it on my dream car. When I bought the car I already had some reservations about the SMGII from friends who’d experienced it for short periods of time and disliked it. It doesn’t ruin the car but personally. I was never happy with a computer doing all my hard work for me. I’m the type of person who likes that special, extreme “race-car on the road” feeling and the CSL gave me that. What it didn’t give me was complete control over the driving experience. To get it to even contemplate setting number six you have to turn DSC off, otherwise you’d be triggering traction control with every shift. At this point it feels like the car is firing the gears at you with a canon from somewhere behind the rear bumper. In my opinion however, it’s not consistent. When the SMG makes a bad gear change, you end up annoyed that you could have done it better yourself and it can do this a lot at anything less than full speed. I enjoy driving my car on the road and rarely use the car on track. I guess the main question people will be asking is, why did you do this. Why not just modify a Manual M3 instead of hacking your classic car apart. Well firstly, I like the way the CSL is put together. It’s nearly perfect. All it needed was a clutch pedal and a real gear stick. SMG is fine! SMG is better, you just can’t drive it properly!” This always scared me enough to put me off. Fast forward again to five and a half years later. I looked through my phone recently and realized I’d not taken a picture of my so-called “pride and joy” for about ten months. I was falling out of love. After putting myself back on the market for something new and exciting, it wasn’t long before I came to the decision that the next best option was a GT3RS but I didn’t have the extra ?50,000 sitting in the bank that was required to get to that point. As fate would have it, I decided instead to do a few things to get the CSL back up to scratch. After the first raft of work, we soon realized we had a lot in common and quickly became friends. Over a beer some weeks later, we started to cook up a plan. I began researching and already knew that people had been converting standard M3s from SMG to Manual. The difference is that the SMG has an ECU and hydraulic pump to move the gear selector, whereas the manual has a clutch and gear lever. Some guys on the US M3Forum had already done the hard work of researching the parts required, it was just a matter of sourcing a bellhousing to add the springs required to centre a gear lever (they can also be machined to convert them, but finding a genuine manual one takes away some uncertainty). So I got to work. I bought all the parts I needed and checked off my list until I was ready to bite the bullet. Since very few had ever been done (at time of writing, there may only be four in the world), Darragh and I decided that it would be good to document the process. The first step is to make some space under the car. We removed the undertrays, exhaust, propshaft and heatshield from the transmission tunnel. We then removed the original transmission and put it onto the bench next to the donor. Removing both bellhousings gave us the opportunity to inspect the gears and have a look at what else was different. We also decided to tap the gear position sensor to go full OEM with the job. The next job was to remove all of the SMG paraphernalia. This included the actuator, pump and reservoir which all came away as one system once the gearbox was out of the way. Now for the scary part. The underseal was removed, the welds were ground off and the plate was free to be removed. The area was then treated and painted. Again, the area was treated and painted to return it to factory standard. It’s possible to buy a full manual wiring harness but we wanted to have the ability to put the car back to its original condition if required and so we kept the SMG harness and ECU in the car. This may change in the future if I ever decide to make the modification more permanent. In this case however, all that was required were a couple of wiring adaptations and for some extras to be added when we routed in the clutch line. Next, the pedals went in. Amazingly, the SMG pedal box simply has an empty axle on the side where the clutch pedal would sit. All brackets are present for springs and switches. As luck would have it, we found a donor pedal box pretty easily, meaning we just needed to buy a clutch master and slave cylinder. Finally, after the clutch was bled, it was time to code the car. This is where the CSL was a little tricky. And now, time for a drive. Having a clutch and a gearstick suddenly means I’m using the whole left-hand side of my body again instead of just my finger tips to click a paddle. When I really want to, I feel like I can actually change gears just as quickly as the SMG box, but this time, I know exactly how long each will take. I don’t have to select the “ferocity” of the gearbox for different situations. I just have to change the way I drive. I’m not saying this is how all CSLs should have been but, just like Porsche with the 991 GT3, it really should have been an option. From the perspective of someone who works in the car industry, I can understand why. For me however, this isn’t just a track car. It doesn’t just exist for its Nurburgring time. That’s why cars like this thankfully autonomous-tech free masterpiece E46 BMW M3 are becoming the go-to car for enthusiast collectors and drivers alike. Here’s how you can own one for used Honda Civic money. Advertisement The Fault The 2001-2006 BMW M3 is one of the best driver’s cars ever made. That is a declaration made not only by me, but by countless commenters, journalists, and automotive wannabes. I bought and sold the roughest example in existence that I sorely miss to this day, so I can certainly understand why the car-loving public makes such a fuss about this naturally aspirated six cylinder German coupe, the six speed manual transmission version in particular. Unlike the phenomenal DCT or DSG double-clutch gearboxes used in performance cars of late, the SMG was a single clutch setup that took away the third pedal and replaced it with computers. It made the car react as if it was taken over by a socially awkward yet unruly teen that was learning how to drive stick, every single day. More gas! MORE GAS! STOP RIDING THE CLUTCH, DANNY. As if BMW simply wanted to spit in the faces of their collective owners, they inadvertently made the SMG the most failure-prone component on the M3—and on a German car made in the early aught, that’s saying a hell of a lot. The hydraulic and electric SMG pump that regulated the gear changes was prone to leaking and outright seizure over time, making the car completely undrivable when this one expensive component went on the fritz, as it often did. Advertisement What these combined issues did was make the SMG variant of the car less desirable to the real drivers in the crowd that would accept no less than gears they could row on their own. That means that SMG-equipped cars can now be found for thousands of dollars less than their manual counterparts, lesser still if they need mechanical attention. With a plethora of cheap M3s on the market, here’s how to make your dream M3 for a fraction of the price of any born-this-way manual. Advertisement The Fix Changing from the slop fest SMG to a rifle-action manual requires the purchase of parts, either from a dealer or from a reputable online used parts dealer. Unlike BMW’s E60 M5 and E92 M3, the E46’s SMG and manual options use the same gearbox, allowing for cheap conversion from one to the other - a process made simple less daunting by following the tutorial made by user MP675 on M3Forum. Advertisement Advertisement When all the parts are gathered, it’s time to get to work with the filthy job of taking off a dirty transmission, modifying it, and putting it back in your used car to make it new again. Advertisement For those that aren’t afraid of smashing your nails against metal, I’d urge you to look over the entire detailed tutorial. I’ll outline the main procedure here. First, you need to take out the SMG pump and transmission, which includes removing the exhaust, plastic underbody, and unbolting the driveshaft from its rubber coupling, called the guibo. Remove 11 bolts and yank it off the engine. On second thought, don’t yank. Advertisement Advertisement You should end up with an SMG transmission that looks more machine than man. Now’s the point where you give it a heart, or brain, or any other arbitrary trait that makes a human a human. You have to remove the gear selector, all viscous couplings, and change the transmission’s bellhousing to the manual version, making sure to then tap the hole used for the car’s gear selection sensor. Advertisement Advertisement After affixing the slave cylinder to the new bellhousing and installing the throwout bearing, it’s time to hack modify the car’s interior - the fun part. You’ll have to remove the shifter blockoff plate and weld or rivet the transmission support brace in the tunnel. Advertisement Advertisement After that finicky job is done, you can start the not insignificant job of reinstalling the transmission. After that’s done, the clutch master cylinder must be mounted, the brake pedal removed, and both clutch and new brake pedals must be installed. Advertisement The brake pedal has to change because the footpad on the automatic version is much wider, plus it would foul on the new clutch pedal and look weird as hell. Advertisement After that, you should modify the interior plastic to accomodate the throw of the new-to-the-car clutch pedal and wire in the clutch safety switch. This is the component that does not allow the car to be turned on while in gear, making this swap indistinguishable from stock. Advertisement Now that all the mechanical components are in place and functioning properly (after a thorough top-up and bleeding of all fluids) you have to find a place that will code the car to the correct transmission combination. Any BMW specialty shop or independent shop that has a dealer-level scanner should be able to version code the car. If you don’t do this, the car will run but poorly since it doesn’t have any idea what transmission it has, and that’s kind of important. Advertisement A shop shouldn’t charge you more than a few hundred bucks at the most for this service, and when it’s done, the car will be, for all intents and purposes, a stock BMW M3 with a manual transmission. You’ll now be able to sell it for more money, you’ll have peace of mind that there will be no more costly SMG pump rebuilds, and your left foot will finally have something to do other than develop an annoying itch. Advertisement If you had followed the steps here (laid out in detail in the full tutorial ) and initially bought low, you’d have one of the best BMWs every made for the price of a used Honda Civic with a transmission that will quit way, way after you have. Advertisement Photo Credit: MP675 On M3Forum.net, Freddy “Tavarish” Hernandez Tavarish is the founder of APiDA Online and writes and makes videos about buying and selling cool cars on the internet. You can also follow him on Twitter and Facebook. Add in all the time and personal energy you put into this project, even without you doing the labor. Add the stress of now driving around in a project car that also now doesn’t have a matching VIN status from the factory. See all replies. There is no clutch pedal. As well, the SMG is capable of operating completely automatically if desired. Die-hard manual transmission enthusiasts may find it hard to believe that an electronically-controlled transmission without a clutch pedal could be more satisfying than a traditional manual gearbox. I’m not going to say that it is better than a traditional manual gearbox, but there are some advantages which make it possible to drive the M3 more smoothly and safely at higher speeds, and add an element of excitement that wasn’t there before. First, note that the SMG system is not an automatic transmission than can be shifted manually - like BMW’s Steptronic or Porsche’s Tiptronic - it is a manual transmission with a clutch, but without a clutch pedal, that can change gears by itself in response to driver input. BMW developed the SMG in close collaboration with Getrag and Sachs, and uses a similar technology in the Williams BMW Formula One racing cars. It took me a while to figure out what mode I was in. Turn the key, and the 333 horsepower inline 3.2 litre six cylinder engine roars to life, emitting a dull rumble from the M3’s quad tailpipes. The SMG can be changed between manual and automatic modes any time while the car is running simply by tapping the floor gear lever to the right. Tapping to the left will put it into Neutral. Alternatively, the driver can shift up by pulling back on the floor gear lever, or change down gears by pushing forwards. (This is the opposite direction to that of some semi-automatic transmissions.) The SMG DriveLogic system has six settings: the lowest setting starts the car off in second gear, shifts sooner, and goes into sixth gear more readily to save fuel - the highest setting starts off in first gear, revs the engine higher before shifting, and tends to stay in lower gears to keep the engine revving faster for more responsiveness. It’s also more aggressive when downshifting. My experience, after driving the M3 around town in rush hour traffic, is that it’s easier to let the transmission shift automatically in this type of driving environment - even though there’s no clutch pedal. Under moderate acceleration in the Automatic mode in the lowest DriveLogic setting, the transmission shifts gears at about 2500 rpm, and shifts slowly - even slower than you might with a normal manual transmission. At the same acceleration rate but at a higher DriveLogic setting, the transmission will shift more quickly at higher revs, usually about 3500 revs. If you really put your foot into it, the shift points go even higher. When slowing down or when coasting down a grade, the SMG will automatically shift down gears, and when braking, the downshifts become more aggressive. Compared to a regular automatic transmission, the SMG is more performance-oriented, but depending on the DriveLogic setting and your driving style, the shifts are generally not as smooth. In Manual mode, things get exciting. In the lowest DriveLogic setting, shifts are slower and less aggressive, but in the highest setting, shifts are faster at higher revs. Under hard acceleration in the maximum DriveLogic setting, the shifts are much faster than you could do yourself. BMW says the fastest shifts take just 80 milliseconds - and they’re aggressive enough to jolt the rear-end quite severely. Further, if the driver chooses the highest DriveLogic setting and turns off the DSC (Dynamic Stability Control), the SMG shift times “match the sporting performance of a true race car,” reports BMW. In this situation, the driver can make use of what’s called the “acceleration assistant”. By pushing the gear lever forwards and keeping it in that position while stopped, and then pressing the gas pedal to the floor, the engine will rev to the “optimum” starting speed. The driver releases the gear lever, and the M3 accelerates “with optimally controlled slip”. BMW says this function is unique to the M3. The most amazing thing is that the SMG system does its own double-clutching - that is, blipping the throttle to match engine speed to the transmission speed to make shifts smoother - when downshifting. And it does it much faster than any driver could do manually with a standard manual transmission. Observers who don’t know you have an SMG transmission will think you are a really, really good shifter. However, there are some situations where it’s difficult to keep both hands on the wheel while shifting with the paddles. When accelerating from a standing stop while turning a 90 degree-plus turn, it’s necessary to change into second gear before the turn is completed, and it’s difficult to reach the paddle with the right hand at that severe steering angle. The same thing applies when negotiating sharp turns when shifting is necessary. In these situations, I found myself using the floor lever. As the SMG is very similar to a manual transmission, the car tends to roll back when starting on a hill. To prevent this, a special function called the “climbing assistant” can be engaged in either manual or automatic modes for forward or reverse travel. All the driver needs to do is to depress the brake pedal and pull the paddle for a short period of time. When the brake is released again, the M3 is ready to drive away within two seconds without first rolling back. The SMG has some safety features: if you slow to a stop without shifting down gears, the SMG will automatically shift down to first or second gear. It will, however, prevent you from over-revving the M3’s very expensive motor. On one occasion, I mistakenly pulled the left paddle instead of the right paddle, sending the engine up to its rev limiter. It takes a while to get used to which paddle upshifts and which paddle downshifts and which way the gear lever is pushed to upshift and downshift and in the excitement of spirited driving, mistakes can be made. Overall, I found the SMG transmission has a distinct advantage over a regular manual gearbox in its speed of downshifting and upshifting and the secure feeling of being able to grip the steering wheel instead of fumbling around for the gear lever. Still, as I mentioned, tight turns make it difficult to operate the paddles. As well, drivers raised on the traditional push-in-the-clutch, pull-back-the-gear-lever, let-out-the-clutch will find it hard to get used to this new, simpler system. In a way, the SMG’s automation takes some of the fun out of shifting. And by having access to our ebooks online or by storing it on your computer, you have convenient answers with Bmw M3 Smg Vs Manual. To get started finding Bmw M3 Smg Vs Manual, you are right to find our website which has a comprehensive collection of manuals listed. Our library is the biggest of these that have literally hundreds of thousands of different products represented. I get my most wanted eBook Many thanks If there is a survey it only takes 5 minutes, try any survey which works for you. And by having access to our ebooks online or by storing it on your computer, you have convenient answers with Viewcontent Php3Farticle3Dsmg Vs Manual M326context3Dlibpubs. To get started finding Viewcontent Php3Farticle3Dsmg Vs Manual M326context3Dlibpubs, you are right to find our website which has a comprehensive collection of manuals listed. The hydraulic pump often fails resulting in a costly repair. If this happens to a car you own it often make sense to convert the car to a manual rather than fix the SMG unit. Manual E46 M3’s tend to be more desirable and cost quite a bit more than manual M3’s so often times owners can buy an E46 M3 SMG and have it converted to manual for about the same price as buying a true manual. The SMG to manual conversion process. Since the SMG transmission and the 6 speed transmission are internally identical all that is required to physically do this swap is to modify the bellhousing on the SMG transmission. This modification adds in the shift detents so the driver can feel where the gears are. Since the SMG is shifted by the computer these detents were not necessary in the manual gearbox. Machining the bell housing accurately is critical so that the driver can easily find the gears. If the machine work is not precise then the driver can have trouble finding gears as the gates will not be in the correct location. We’ve seen this problem on some swapped cars that have ended up at our shop for troubleshooting. For race cars it is also possible to swap the 6 speed transmission to a less expensive and rebuildable 5 speed transmission. Overall the cost tends to be about the same as the 6 speed conversion but the 5 speed also has a considerable weight advantage compared to the 6 speed. This swap also requires the installation of a clutch pedal, master cylinder, and slave cylinder into the car. In addition, the transmission tunnel must be opened up to allow the shifter to be installed. A shifter bushing carrier also has to be installed into the car if a factory style shifter is to be used. Since the transmission will be removed this is also the perfect time to change out that worn out clutch and flywheel. In order for cruise control, PDC, and the reverse light to function the car must be wired and re-coded as a manual car. The SMG computer is removed and all SMG components are unplugged. The clutch switch and brake switch must be installed and wired appropriately to retain the function of a true manual transmission E46 M3. We also have a special tune for the SMG to Manual conversion, developed by Frank Smith, that adjusts the idle to the correct level and can be coupled with a performance tune upon request. If you’re considering an SMG to Manual conversion and are near the Orange County, CA area we encourage you to contact us for a quote. Update: E46 Bellhousing Machine and Prep Service for SMG to Manual Conversion You asked, we delivered. We practically get daily calls from BMW enthusiasts and BMW shops around the country doing their own SMG to manual conversion.