Thats great!! I never got around to doing this on my RR . Any chance you have the link to the BMW website ?

So you still have no fault codes ? Whats your current MPG?

Thanks

 

http://www.google.com/url?sa=t&rct=...461973&ei=u2yTT6aUF4G16AGn7qmgAQ&usg=AFQjCNEpGmBXsma4eM1wGgCVK4ZwtY1RpA&cad=rja

 

thanks for the link.

is it still running well?

 

Rover is running great,
I swapped in new Powder Coated cam covers, new cam chain tensioner, new modded water pump and M60 Thermostat 83c.
The engine seems to run quieter when its warmed up, gas mileage seems to be the same 13.6 in mostly city driving.
The only thing that i noticed is that the temp selectors need to be turned up to about 76 to make it warm in the cabin,
before, setting at 68 would make things warm.
I dont see any other issues I dont have a code reader so i can say for sure if any codes have been thrown,
but definitely NO check engine light.

I think this is a worthwhile modification,
the trans is also running about 25F degrees cooler,
the oil filter housing is running at 185F was 205F
coolant bottle 175F was 198F,
front of engine timing cover cyl head area is 188F was 210F

 

I'm not sure I'd mess with that myself. I think if you alter the way it is designed to work the cylinders/rings may not heat up evenly as they are supposed to. Over time it could lead to blowby and cylinder wear. Not sure how long it would take to manifest if it did happen, but I'm not gonna chance it. I know plenty of people with 400k+ miles on these engines hot thermostat and all.

 

see m62 thermostat mod for a description: http://forums.bimmerforums.com/forum/showthread.php?t=1461973

I personally do not believe that lowering the operating temperature is a good idea. The engine is designed to run at a certain temp. Lower is not necessarily better.

 

BTW-215-225F is considered normal operating temperature, at least for the m62tu as installed in e38/39 BMWs. I run 104C (219F) in my e39.

Also, please be aware of the following:


[h=3]Characteristic map thermostat[/h]The thermostat is integrated in the housing of the water pump.
As on the M60, a conventional thermostat with integrated vent valve is installed on the E31 with M62 engine. This thermostat opens at 85 [SUP]o[/SUP] C.
A new characteristic map-controlled thermostat is used on the vehicle series E38 and E39 with M62 engine.
Function of a conventional thermostat
The control of the engine cooling system with a conventional thermostat is determined by the coolant temperature only. This control system can be subdivided into three operating ranges:

• Thermostat closed: The coolant only flows in the engine. The radiator circuit is closed.
• Thermostat open: The entire volume of coolant flows via the radiator. This ensures the maximum cooling capacity available is utilized.
• Thermostat control range: A part of the coolant volume flows via the radiator. The thermostat sets a constant engine inlet temperature within the control range.

With the aid of the characteristic map thermostat, the coolant temperature can now be influenced specifically within this operating range (thermostat control range).
In this way it is possible to set a higher coolant temperature in the partial load range of the engine. Higher operating temperatures in the partial load range achieve improved combustion, reflected in lower fuel consumption and pollutant emission.
However, higher operating temperatures in the full load range would involve specific disadvantages (ignition timing (angle) reduction due to knocking). For this reason, lower coolant temperatures are set specifically in the full load range with the aid of the characteristic map thermostat.

1	Characteristic curve of a 110 [SUP]o[/SUP] C thermostat
2	Characteristic curve of a characteristic map thermostat
3	Characteristic curve of an 85 [SUP]o[/SUP] C thermostat
4	Partial load range
5	Full load range
6	Partial load range

Control characteristics of characteristic map cooling

BMW is thus the first automobile manufacturer worldwide to use a characteristic map-controlled thermostat for specific control of the coolant temperature in a large volume production engine. With the aid of this thermostat it is possible to specifically increase the coolant temperature in the partial load range. By increasing the coolant temperature under these engine operating conditions, it is possible to reduce fuel consumption. The characteristic map thermostat is controlled by the DME M5.2 in conjunction with a characteristic map.
This characteristic map is determined by the following factors:

• Engine load
• Engine speed
• Vehicle speed
• Intake temperature
• Coolant temperature

Design of a characteristic map thermostat
The characteristic map thermostat is an integral thermostat, i.e. the thermostat and thermostat cover make up one unit.
The principle mechanical design of the characteristic map thermostat corresponds to that of a conventional thermostat. However, a heating element is additionally integrated in the expansion element (wax element).

Cross sectional view of the characteristic map thermostat

The cover of the characteristic map thermostat is made of an aluminium die casting. The electrical connection for the heating element linked to the expansion element of the characteristic map thermostat is integrated in the thermostat cover.

Characteristic map thermostat with electrical connection for heating element

Function of the characteristic map thermostat
The characteristic map thermostat is designed such that it opens (engine inlet) at a coolant temperature at the thermostat of 103 [SUP]o[/SUP] C without intervention of the integrated heating system. Due to the coolant heating up in the engine, a temperature of approx. 110 [SUP]o[/SUP] C is measured at the point the coolant flows out of the engine (installation location of coolant temperature sensor for DME and instrument cluster gauge). This is the operating temperature of the engine, at which the characteristic map thermostat begins to open without control intervention.
In the event of control intervention by the DME control unit, power (12 V) is applied to the heating element integrated in the thermostat. Heating the expansion element means that the thermostat now opens at lower coolant temperatures than would be the case without the additional heating function (thermostat control range: approx. 80 [SUP]o[/SUP] C - 103 [SUP]o[/SUP] C).

1	Opening path of the thermostat
2	Coolant temperature
3	Activation of heating element with 12 V
4	Activation of heating element with 0 V

If the coolant temperature exceeds 113 [SUP]o[/SUP] C at the engine outlet, the heating of the characteristic map thermostat is activated by the DME irrespective of the other parameters.
Diagnosis
The line connection and the function of the characteristic map thermostat are monitored by the diagnosis function in the DME control unit. Any faults are stored in the fault code memory of the DME control unit.
Coolant temperature gauge
The indicator characteristics of the coolant temperature gauge in the instrument cluster have been adapted to the higher temperature level of the engine due to the use of the characteristic map thermostat.
The pointer of the coolant temperature gauge in the instrument cluster is located in the mid-position at coolant temperatures of
75 [SUP]o[/SUP] C - 113 [SUP]o[/SUP] C

 

Thanks for posting more info, based on the amount of soft sludge on the tops of every cam tower I found in my engine,
I would say the engine is cooking the oil light ends out and the heavy ends are thus deposited onto the non moving parts.
That said i cleaned off as much of these deposits as i could when i installed the new cam cover gaskets,
so i will try this lower operating temp, as far as engine longevity goes a cooler running will reduce the side effects of cooking other parts,
I would also figure that the engine will be fine at operating at a lower temperature and the other systems that support the engine will also last longer as the heat stresses will be reduced.
At this point I am happy with modification, and if anything changes i will update this post.

 

Updates? Running good?

 

I have the 185 tstat and mine still runs fine, it kicks the CEL every once in a while because its unplugged at the tstat.

 

I sold the truck last year it was running well no coolant issues or codes thrown