The answers to FAQs:
Q: How much power does it make?
A: None. The ECU isn't connected to the wiring harnesses yet, so the engine doesn't run. (See bottom right of image below)
Q: How much Nitrous you spraying?
A: To start with a 25 Shot, but I don't have the solenoid plumbed into the intake yet. (See above picture)
Q: How much boost?
A: It has a 4 psi WG spring, so whatever that nets.
Q: What will it run in the 1/4 mile?
A: Slower than 11.49
Q: How much did this cost?
A: Money - About the same as 2 new nicely optioned 3 series. Time - All of my free time for 5 years.
Q: Why did you do this?
A: I don't have a rational explanation; I've always just wanted to build a fast car.
Q: When will it be on the road?
A: Ask my wife. She has a secret list of jobs I have to do before I'm allowed to work on the car.
Do you have any data comparing the M54 intake manifold to the M50? The m50 is more top end power, m54 is more low end torque based, but haven't seen any comparison dyno results in a boosted application (hoveringuy is about to try it in his NA e30 m54). Just curious if you plan to try both
I don't have any data, and probably won't pursue it. I already have 2 intake manifold projects on the shelf in line for testing....
- - - Updated - - -
Something a few of you might find interesting:
In M1 Build, I've setup the Oil Pressure warning to have High and Low limits, based on engine RPM and Oil temperature. This will allow a safe "window" to be defined, that takes into account the oil temperature.
Most Oil Pressure alarms are static, whereby a set value is used regardless of the engine RPM and Oil temperature.
There is a similar alarm for fuel pressure, where differential fuel pressure is monitored that takes into account manifold pressure and fuel system pressure. For example if you set base fuel pressure at 50 PSI, and were running 20 PSI of boost, the ECU would look for 70 PSI in the fuel system. (Provided you were running a manifold referenced FPR)
Adam, I remember a while back you were messing with in cylinder pressure sensors, any plans to continue that? Is the motec capable of interpreting such data?
Great work as usual Adam! Just curious if you've thought about using nut plates vs individual nuts? They're typically k-nut style lock nuts and make it a bit easier to install (dab of epoxy to hold in place) although you can't reuse them more than twice.
-Greg
"You may all go to Hell, and I will go to Texas."
Davy Crockett
www.Angry-Ass.com
My Build Thread Part 1, Part 2
DIY E31 X-Brace Mod and Install
DIY Rear Seat Backrest Modification for E32 Armrest
It's on my wish list. The Motec side of the project kind of blew up, so I've been both distracted....and broke.
The acquisition system for these type of sensors is very specific; I don't think Motec's input software is setup to handle it. The hardware can do it, but you need as a minimum, 1 data point per crank degree of rotation. At 7000 RPM, that's a 42,000hz sample rate. I know that for ignition timing, the CPS actually samples higher than that, but we're talking about a different kind of signal. Then there's the software side, which is also very specific. This is why the TFX system is employed, as a specific tool, and then I believe you can get outputs for peak cylinder pressure, but it won't be able to address the timing. Plex Tuning has also recently released a system, if anyone is in the market. Whatever system is employed, the pressure sensors are $1k each, minimum...so it takes a bit of commitment to do this. (You need 3 sensors to monitor 1 cylinder completely)
Greg,
I take this stuff apart a lot, so it needs to be something that's both easy to use, and can withstand a lot of cycles.
For this reason, I've moved away from using locking style nuts, and prefer to double nut things if I need to lock them in place (This is what I've done on the exhaust, with the V-band clamps)
As odd as this sounds, I've already got a V2 in my head for the entire electronics layout. You learn as you go...but I need to finish this one first and enjoy the car a bit.
OLD
E30
636whp
1/4 mile: 10.91@144.38
http://www.youtube.com/watch?v=L_f7fUVqblI
NEW BUILD
335d
520whp
635wtq
120.51mph trap speed
"You may all go to Hell, and I will go to Texas."
Davy Crockett
www.Angry-Ass.com
My Build Thread Part 1, Part 2
DIY E31 X-Brace Mod and Install
DIY Rear Seat Backrest Modification for E32 Armrest
Adam, I am awe struck! I haven't been on the forum in a while and last night I stumbled across your new project car, between last night and today I have gone through all 10pages and I am simply blown away at the level of detail you have put into this build, it is so inspiring!
I followed your coupe build some time back which brought me a tremendous amount of respect and inspiration, this new build however is on a whole new level! Take a bow sir!
Hi there,
I was googling for any kind of info about m54b30 head exhaust porting and found your thread.
I'm from Ukraine and own a 2003 e46 330 Clubsport
http://bmw-club.lviv.ua/attachment.p...2&d=1375747316
it started consuming engine oil ... almost a liter for 1000km, so I've decided to rebuild the engine.
I'll be installing kat-less exhaust and think of porting the head, since yes, there's quite a difference:
http://s40.photobucket.com/user/Jack...9_IMG.jpg.html
I've seen the m54b30 head sliced but still I don't know how far I can go in the width(left and right). Could you plz share some info, or pictures.
Thanks!
Last edited by quan408; 07-18-2015 at 11:05 PM.
~BLKSPY-D s366 E36~ the first ever bottom mount s366 E36 in the U.S. since 2008
Where specifically have you read about these problems, I would be interested to learn more about this?
As you are aware, I've got an engine project on the go since 2010 that makes my current engine look like a toy. Just have to find the time....
Where did you send your transmission to, to have it rebuild and how much torque will it hold now?
What does that have to do with strength during normal operation? Studs ripping out due to high in cylinder pressure and studs ripping out because the material properties have changed due to highly elevated temperatures are completely different failure modes and cannot be compared.
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