1996 332IS
Built 3.2
CES/Steed TS Precision 6466, spraying a "$π!℅" load of meth.
Technique Tuning 80# tune.
1/4 mile 10.84 @ 136.72
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Adam, I just found out yesterday we have the same diff builder.
Manual transmission mount on left, automatic transmission mount on right:
This is probably a good place to start:
After installing the Surge tank and A1000 fuel pump (again), I decided to clean the fuel filter. I honestly haven't taken it apart since I built the fuel system in 2012....but were probably talking about a total of 2000 miles of use total.
So with the fuel system running great, I decided to work on tuning the VANOS to help with spool and power delivery. It did not end well:
I had approximately 20 degrees of total misalignment of the exhaust cam, which happened in 2 steps over a 2 day period. After chasing my tail over everything I could think of, eventually I bit the bullet and pulled the VANOS off.
This is what the fixture for aligning the helix spline showed:
The bolt holes are supposed to line up.
Luckily, I have the tools to fix it, and the engine was back up and running again 5 hours later.
Loc-tite for the helix spline:
While I had the engine apart, I checked the plugs for timing (on the ground strap) and fuel mixture:
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And this happened:
Jetting up:
Lots to chose from:
Adding some octane to the equation:
Here we go:
At my favourite place:
The result with a 3.46 OPEN diff:
I was rocking the 1 wheel peel....HARD! LOL
New oil....will probably use this stuff after I rebuild the engine this fall:
Estimated power must be around 550-600whp right?
Taking into accout the 11.4s time slip, open diff and race gas.
Any regrets on not going with forged rods yet.... ;-)
Who says I don't have them sitting on the shelf? :P
Without changing anything in the power department, I'm confident the car would run a 10 with a proper LSD. There is at least 3 tenths left in the 60 ft, and that compounds heavily in the 1/4! Also, the last 1 second of the run was on 18 PSI of boost with no nitrous. (I shut the nitrous off at 6800 RPM, and the boost feed forward was setup to run with nitrous....so it dropped about 1 PSI off the juice)
This is what the run looked like:
PDM Channel 15 is the Current draw of the Nitrous Solenoid. (Proving when it's on) For those wondering why the current draw decreases the longer it's on, it's because the solenoid is cooled by the nitrous making the coil more efficient.
At launch, I let the clutch out slowly to let the car roll off the line, then bog the engine down to 2000 RPM, and then pull through to 3900 RPM where 1 rear tire starts to spin. From 3900 RPM to when I shift into second gear comprises 1.3 seconds of 1-wheel-peel. If I let RPMs stay higher during launch when I engage the clutch fully, it blows off the tire resulting in well over 2 second 60 ft times. (I've run 11s with 2.5 second 60 ft)
The shift to 2nd gear takes 0.297 seconds.
The shift to 3rd gear takes 0.286 seconds.
The shift to 4th gear takes 0.224 seconds.
Ignition timing is anywhere from 2 degrees to 7 degrees, depending on manifold pressure and engine RPM. 7 degrees would be at 6800 RPM and 19.4 PSI manifold pressure for example....
Probably the most dramatic thing about the tune is the exhaust manifold pressure. At 7000 RPM and 19 PSI manifold pressure, exhaust pressure is at 39.5 PSI.
Clearly, I'm at the limit of this turbine/housing combination.
In testing on 91 octane pump fuel, I could barely get 15 PSI manifold pressure to work without getting knock. (Very soft ignition timing) Getting 19 PSI of boost, and an approximate 75 shot of nitrous to work took a heavy mix of 114 octane race fuel. How heavy? By calculation, I was around 102 octane. The down side is that 114 Octane race fuel costs $8/liter where I live.
Last edited by PEI330Ci; 09-11-2017 at 10:34 AM.
Jeez adam such low timing. I am interested to hear how you're controlling the nitrous and what its jetted for. I am going to be experimenting with mine again soon.
The timing is linked directly to how much back pressure I'm seeing.
Nitrous is activated by RPM (2500) and throttle position (80%), then deactivates by RPM (6800). It's jetted for a 75 shot. Fuel is added by the ECU through the injectors, and I've got a 100ms delay on the fuel to account for delivery time from the nitrous injection point to the injectors.
I have a much more elaborate nitrous control strategy....but haven't had time to get the PWM side dialed in.
Last edited by 5mall5nail5; 09-17-2017 at 08:41 PM.
I'm running 20 microliters on the 75 jet. Keep in mind I have a very powerful closed loop fuel control system, so I could be a little bit off. I haven't really looked into it...I just dialled in the 25 jet...and then tripled the fuel for the 75...
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GTX4088R fits
210 diff is in
lots of stuff to button up.....
Sheer awesomeness, Adam! The power you are extracting from your M54 is truly impressive!
--Peter
Progress:
This was a couple of weeks ago.
I had to pull the engine to do the turbo swap:
Left the oil system together, which made things a little easier:
The WG pipe has milimeters of clearance with the GTX30...I was hoping that this would mean the GTX40 wouldn't have an problems with it:
Starting to assemble the GTX40 with new everything:
Comparison between the GTX30 and GTX40:
Test fitting the GTX40 exhaust housing (1.06 A/R twin scroll)
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