To date, we’ve probably done approximately 30 of these subframe reinforcements and we’ve seen the cracking on cars with mileage as low as 30,000 miles to cars as high as 150,000 miles. Fortunately for our customer, the cracks weren’t so bad that a major floor replacement was needed: See here We always recommend reinforcing your subframe before the fractures happen but as you’ll see in the images below, this subframe floor had already started to crack. Symptoms include clunking from the rear and outright subframe failure.”
#E46 M3 SUBFRAME ISSUE PRODUCTION YEARS SERIES#
Motor Trend explains, “The suit originated in 2006 and claimed that defects in E46 3 Series models cause fractures in the rear-axle supports in the subframe. I was just curious if the results had started to show more contamination right before doing the rb's in the oil but it sounds like the results were clean and consistent and you decided to do them anyway just for peace of mind.If you’re thinking of buying a E46 M3, you should be aware of the all too common subframe cracking issue that affected all E46’s. Nice - and there's nothin wrong with that we can never be TOO sure so it doesn't hurt to do them anyway like you did. And since I don't plan to add 100K on the car (at least during my ownership), I won't have to worry about it in the future, and track days will be more worry-free. But, sooner or later, it'd need to be done so my thinking: As rod bearings are wear items every 100K, for peace of mind, I just pressed the reset button a bit earlier. I just recently purchased my M3 from its first owner just last December, but previous owner did have the blackstone analysis done at every oil change results were always normal. You'll definitely need a stretch gauge to do it accurately if you're going with that facelift S54 rebuild.ĭon't mean to hijack this thread, but prior to doing your RB's did you do consistent oil analysis to keep an eye on them? If so what were your results like leasing up to the rod bearing job They're a tad bit more difficult in terms of the tightening sequence, so a lot more people go with the ARP bolts in this case. If you're buying a facelift M3, they have the (M10) bolts and they are absolutely able to be replaced with OEM or aftermarket bolts. I personally would re-use the rod bolts on pre-facelift M3s because they're paired to your rods, I've never heard of anyone blowing their motors because of bad rod bolts, have you? Something important to note is that if/when you're doing a rod bearing replacement on a pre-facelift E46 S54, BMW doesn't sell the rod bolts (M11) separately because they're suppose to be paired with the con rod, and I'm assuming BMW wants you to shell out for new connecting rods if you were replacing the bolts, because they're meant to be together for life. BMW even has an official fix for non-damaged cars. Unlike the E36 M3, the E46 models did not receive sheetmetal reinforcements from the factory and subframe and floor failures continued to be a problem well into the E46 production. It's been a problem that plagues the V10 M5's and M6's and plenty of other M production models. Rear subframe and floor failures are quite common on the E36 and E46 models. I don't think pre or post LCI cars are exempt from rod bearing failure. I know that the post LCI cars are better in terms of rod bearings, but what about the subframe? Did BMW ever improve it over the course of M3 production?Īlso if anyone has gone from E9x 335 to M3 how was the transition? This class-action suit was brought on due to numerous complaints, and BMW will inspect and repair at no cost to the owner or leasee of the vehicle. Basically due to engineering defects, the sub-frame of the E46 will eventually have tears on them. Hello all, I am currently looking at a few e46 m3s I would like to buy. If you own an E46, this may apply to you.
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