Great build!
I see you use a s50 crank? is that from the euro engine?
I have a 3.0 stroker myself With the s52\m54b30 crank, and that is making a lot of trouble With the dampener coming loose.
Have you had any issues?
It is S50US crankshaft out of our US 3.0 engines. 86mm stroke.
I have had 3 dampers fail with the rubber separating from the metal ring and with high RPM rev limiter abuse, the crank harmonics are always an issue with 86mm and longer stroke cranks. I am going with an ATI damper now so hopefully I can prevent all those issues
Mike
IG: @mikevanshellenbeck
+1
I had zero issues at all with the other AR manifold. It was completely awesome, it just couldn't fit the huge frame Borg Warner that I wanted to run as it was custom built for a 6262/ GT35R frame size turbo. A S366 / EFR9180/ GT40/ GT42R + would not fit on it as the downpipe would run into the shock tower and I didn't feel like cutting all that up. AR happened to come out with the V2 manifold just around that time and it was avertised as even more power potential, more equal length, and I could fit a larger turbo so I went for it.
The V1 still kicked ass and took names though.
Mike
IG: @mikevanshellenbeck
I've been KILLING/enjoying my v1 AR top mount for years (15k miles)...no issues, but...
Mike "tests" hardware a bit more thoroughly, if you will. - He give his hardware HELL!!!!!
I was wondering if he found any solid, measureable reason for the change.
I see.
thanks
You should definitely trade me...... If you go back to page one of your build that's what I pretty much have, not nearly as pretty.
Well a little more progress. I've been swamped launching Van's Parts so I haven't had much time to work on the M3.
I did get in some supertech one piece std. size valves. I went with black nitrided intake, and inconel exhaust. (I also happen to sell these now if anyone needs a set, PM me. I will be a supporting vendor soon but I haven't been able to get the right people to email me back yet). Email me mike@vansparts.com
Here are the valves, just std. size for a simple swap. I wanted to go with these one piece so I don't worry about breaking off a stock valve face at 7500 rpm drifting. I haven't had any issues in 5 years running stock valves, but it would be just my luck after it's all back together that one would come apart.
Minimal update, but things are happening.
Mike
IG: @mikevanshellenbeck
Bump your limiter up to 7,700 and most harmonic issues will diminish or vanish. I was told the nastiness happens at 7,400 and if you rev through it quickly you greatly minimize your "exposure".
I have a 3.0 aluminum block built single Vanos that has a 7,800 rev limit. I DO have an ATI damper as well, but it's seen the rev limiter plenty of times and has about 9,000 miles on it now. I have had 3 oil analysis done now by Blackstone and the particulates in the oil are normal for a non-race engine.
I'm certain I don't beat on my car the way you would Mike, and it's not forced induction but I'm still happy with the results.
That's great info, thank you. My goal was 7700-7800 rpm, but I'm still just a little gun shy since it's somewhat uncharted territory drifting with a lot of power at that rpm. Even Chelsea Denofa in his 800+ whp Formula Drift monster E46 only turns to 7200 rpm or so.
Which ATI damper are you running? The VAC offering? I need one that has an OBD1 trigger wheel, and I'm not really willing to pony up the dough personally at this point to have another custom damper made that will suit my specific needs. I was told the "colby damper" was rated for 11000 rpm and 1800hp, but didn't have a trigger wheel, whereas the VAC unit is rated at 600hp, but does have an OBD1 trigger wheel option. I am shooting for somewhere in between those numbers. I just hope the VAC one will suffice. Only one way to find out
Mike
Last edited by MikeE36; 02-16-2015 at 03:36 PM.
IG: @mikevanshellenbeck
I reved to 8000 rpm, and that did not help me.
The stock balancer broke the woodruff key 3 times, the last time it destroyed the surface the balancer sits on on the crank.
But its 89.6 mm stroke.
mike..
whats plans for this season... gonna compete in pro/am or what?
Castro Motorsports
SLR Speed, Spec Clutch, Fuel Injector Connection, Turbojoe Tuned, Socal Sidewayz, Motorsport Hardware, StreetFighter_LA
instagram @jefgroffaction
I know for a fact that the engine won't survive with the stock damper on the crank. I am hoping it will be okay with the ATI unit though doing it's job. I wouldn't dare try 8000rpm with a stock damper
I will be running as many pro-am rounds as my budget allows. We are having some really gnarly events in Lone Star Drift this year, with several japanese drivers flying out again (Yokoi, etc.) to tandem with us. My budget is tied up in my business mostly so I don't have a tire budget yet to speak of, but I am determined to drive at least 2 or 3 rounds this year. I spent over 10k in Kendas in 2013, so I'd really like to get someone to help me with that given how much smoke my car makes
I will also be doing a few road course DE days, as I really miss that environment of just lapping for 25 minutes several times a day, and using the same set of tires all weekend
Also will be out testing the car at a local track after the engine is broken in on the new turbo setup.
Mike
IG: @mikevanshellenbeck
Some updates to keep this thread alive! Here are some pictures that I posted in my FI thread:
Current line card I'm working on if anyone is interested:
A’pexi
ABA Clamps
ACL
ACM
ACT
Advics
AE
AEM
Aeromotive
Aeroquip
Afe Power
Agency Power
Airaid
Aisin
ASCO
Akebono
AKG
Alta
AMC
ARP
Ate
ATPTurbo
ATS Diesel Performance
Atsugi/Paraut
Autogage
Autometer
Automotive Parts Center
Avid Racing
AVO Turbo World
B&M
Bando
BBK
BD Diesel
Behr/Hella
Belltech
Bendix
Bilstein
Blackworks Racing
BLE
Blox
Bocar
Borg & Beck
Borg Warner
BorgWarner (KKK)
Borla
Bosch
Bowa
Brembo
Brian Crower
Brosol
Buddy Club
Bully Dog
C&M Hydraulic
Car Dolly
Carrillo
Castrol
CEF
Centerforce
Centric
Clevite
Clough & Wood
Clutch Masters
Cobb
Cofap
Cohnen
Cometic
Comp Cams
Competition Clutch
Continental
Corsa
Corteco
Cosworth
CP pistons
Crane
CSF
CTEK
Cusco
Daikin/Exedy
Danblock
Dart
DBA
DC Sports
DEA
DeatschWerks
Defi
DEI
Delphi/Lockheed
Denso
Deves
DiabloSport
Doowon Climate Control
Driven Racing Oil
Driveshaft Shop
Drop Engineering
Dynatech
Eagle
EBC Brakes
Edelbrock
Edge
Eibach
Elring
Enduro
Eneos
Energy Suspension
Enkei
Eurospare
Exedy
FASS fuel systems
FAST
FCC
Febi
Ferodo
Ferrea
FHE
FIC
Fidanza
Flennor
Flex-a-lite
Flowmaster
Fluidampr
Four Seasons
FTE
Fuelab
Garrett Turbo
Gates
GK
GlovePlus
Glyco
GMB
GoFastBits
Goodridge
Goodyear
Gorilla Automotive Products
Graf
GramLights
Grams
Greddy
GrimmSpeed
GTSpec
H&R
Halla
Hallmanboostcontroller (HBC)
Haltech
Hasport
Hawk
Hella
Hepu
HKS
Hotchkis
Hurst
HushMat
HuskyLiners
HyperRev
Hypertech
Idemitsu
Ingalls
Injector Dynamics
Injen
Innovate
Install Bay
Invidia
ISC Suspension
JE Pistons
Jurid
K&N
K1 technologies
Kelford Cams
Killer B Motorsport
King Engine Bearings
Koni
KOOKS
Koyo
Kraft Werks
KW Suspensions
KYB
Laso
Liqui Moly
Loctite
LSD
LuK
M7
Magnaflow
Magnecor
Mahle
Manley
Marshall Instruments
MBRP Performance Exhaust
MEYLE
Mintex
Mishimoto
Mitsuboshi
Moroso
MotoRad
Motul
Mountain
Mr. Gasket
MSD
Muteki
Nabco
NGK
Nokya
Nissens
Nissin
NPW
NRG
NSK
NT
NTK
NTN
Nu-Geon
Okada Projects
OMC
OPparts
OS Giken
Pagid
Painless Performance
Paraut
Parts-Mall
Pentosin
Performance
Perrin
PEX
PIAA
PLX Devices
Power Division
Pro Parts
PROCAR
Progress
Project Kics
Project Mu
Prothane
Pyoenghwa
QA1
Quaife
Quarter Master
Race Ramps
RaceQuip
Radium Engineering
Radtech
Rally Armor
Rays
RC Injectors
Ready-Aire
Redline Oils
Rev-X
Rigid Industries
Rocky
Royal Purple
Russell
Sachs
Samco
Sanden
Sanyco
SCAT
SCT Performance
Sebro
Seibon
Shuriken
SKF
Skunk2
Smarty
Snow Performance
Sonax
South Bend Clutch
SPAL
Sparco
SPC Performance
SPEC
SRP Pistons
SSR
ST Suspensions
STACK
Stage 8
Stoptech
Superchips
Supertech
Synapse
Takata
Tama
Tanabe
TCI
Technafit
Tein
Textar
Thermal R&D
Tial
Tokico
Torque Solution
Tovic
TRW/Lucas/Girling
Turbo XS
Turbonetics
Turbosmart
Unwired Tools
URO
Valeo
Valvoline/Zerex
Varga/TRW
Venair
Vernet
Vibrant
Volant Performance
Volk Racing
Wahler
Walbro
WASPcam
WeaponR
WeatherTech
Whiteline
Wilwood
Wiseco
ZEX
Zimmermann
/shameless plug for Van's Parts.
Here are some progress pictures! I am back from vacation and things are moving along quick this week!
While on vacation I went to a drift event at MMP (Miller Motorsports Park) and drifted my buddy Nate's turbo Miata. What a blast! I was really cramped in the car, with my helmet constantly hitting the main hoop, and my left elbow constantly hitting the door bar, but it was a blast!
Back to the Gorilla!
I hope to have the engine assembled and the turbo kit on Monday:
Picture of the block/pistons from 2009 (M52 block/head, S50 crank/cams):
Honed once or twice now. Another time and it will get 11+ CR pistons
Cleaned up the shop at home a bit (the bench anyway) - we can fit TWO cylinder heads on the bench now, and actually still see the bench!
Swapping out stock 2 piece BMW valves for Supertech one piece valves (black nitrided intake, inconel exhaust, single groove keepers on both.)
Supertech 84lb dual valve springs and Ti retainers looking great and taking the abuse like a champ:
210mm 4 clutch flat plate diff rebuild pics:
Thanks for looking!
Last edited by MikeE36; 03-27-2015 at 02:47 AM.
IG: @mikevanshellenbeck
looking good!
whats the advantage of single groove valves?
where did you get a hold of that valve spring compressor?
I do not know if there is any advantage or not, but I know the supertech inconel exhaust valves only came in single groove and since I wanted to run inconel exhaust valves for sure, i just went single groove on the black nitrided intake valves also.
The valve spring compressor is a tool we bought and then modified and cut the little rectangular pad that fits over the retainers larger to clear the Ti retainers and supertech dual valve springs (it was designed for stock retainers/springs and did not fit quite flush until being modified a little larger). I can't remember the brand at the moment but I'll find it for you. It makes valve spring/retainer/valve swaps a breeze.
Mike
IG: @mikevanshellenbeck
Well it's 3:30 am here so I'm calling it quits for tonight. Got quite a few things accomplished and mocked up. I still need to get an ATI damper on order but I think that's the last piece of the engine puzzle. Here are some pictures from today's progress:
More on Sunday! Off to Lonestar Drift Round 1 this weekend to spectate and hang out.
Mike
IG: @mikevanshellenbeck
Mike I love you and all of your cars.
Awesome progress and congrats on getting the business up and running! You know I'm going to want to come spectate on the build lol
1995 325i | OBD1 S52 | S50 cams | AA Turbo TD06 20g / 42lb / Porsche maf | .140 MLS | F1 s3 clutch | Ultimate SSK | AKG 75D subframe/diff bushings | 3.23 LSD | Powerflex LCAB/RTAB | e46 fca | Raceland coils | BMP rear arms | DEPO HID | AEM Failsafe | Aeromotive FPR | Walbo 255 | 3" Magnaflow muffler/cat/res | 17x8.5/9.5" 225/45 & 255/40
Well the uppipe and upper WG dump fitment leave a lot to be desired. I guess they didn't fully bolt everything down when mocking the setup up and building it or something but it's pretty aggravating... Going to have my local fabricator friend move the WG dump to the other side of the uppipe instead if we can.
Pics:
Mike
IG: @mikevanshellenbeck
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