E46 330i Automatic - M54B30 Turbo

[PEI330Ci]

The currently unlisted M54 Intake manifold from PPF:

[chikinhed]

Isn’t there an oil scraper that goes in the oil pan?

[PEI330Ci]

Isn’t there an oil scraper that goes in the oil pan?

Why would I need one?

It's not so much a scraper, as a slosh protector between the rotating crank and the oil foam in the wet sump pan.

With a dry sump, there's nothing there to slosh....

[zemaestro]

That PPF intake is horrible

[budgetbmw3]

I cant wait to see pictures of everything put together and some vids of the car. Your old setup was already great, this is going to be a crazy setup. I may have missed it but what driveshaft/diff/axle setup are you going to be running for this?

[E.Hands]

That PPF intake is horrible

I know this is more than just your opinion. Please explain the logic behind your statement .

[Commanderwiggin]

Intake looks great Adam!

[PEI330Ci]

Intake looks great Adam!

Thanks!

Paul Yaw and Shane T gave a big thumbs up to the injector angle.

[PEI330Ci]

I may have missed it but what driveshaft/diff/axle setup are you going to be running for this?

Axles - DSS
Diff - E46 M3 (210mm) built by Wanganstyle with custom Cusco centre section.
Driveshaft - Luxfab

[bubela]

Whoa... I have some catching up to do on this insanity.

[Commanderwiggin]

Thanks!

Paul Yaw and Shane T gave a big thumbs up to the injector angle.

Definitely way better injector angle than mine lol.

[Def]

I would probably install a brace somewhere on the plenum down to the engine block. Doesn't need to be much, but it'll make sure everything is happy.

6061-T6/T4 has a fatigue strength of ~10-12 ksi at 10e6-10e7 cycles, but a yield strength of ~30-40 ksi. It can be perfectly happy strength wise, but all the vibrations on an engine, and it being fairly stiff and unsupported on the end will cause it to have a really high natural frequency in bending, which will rack up some serious vibration cycles while the engine is running. Putting a brace on the far end will probably reduce fatigue stress by a factor of 4-8 without looking up any formulas.

[PEI330Ci]

I would probably install a brace somewhere on the plenum down to the engine block. Doesn't need to be much, but it'll make sure everything is happy.

6061-T6/T4 has a fatigue strength of ~10-12 ksi at 10e6-10e7 cycles, but a yield strength of ~30-40 ksi. It can be perfectly happy strength wise, but all the vibrations on an engine, and it being fairly stiff and unsupported on the end will cause it to have a really high natural frequency in bending, which will rack up some serious vibration cycles while the engine is running. Putting a brace on the far end will probably reduce fatigue stress by a factor of 4-8 without looking up any formulas.

Thanks for the info.

The M54 Block has a spot on it for a support bracket on the OEM intake, I'll probably re-use that point.

[PEI330Ci]

Detail shots of the injector angle:

[PEI330Ci]

Turbos:





Garrett GTX3076R Compressor wheel:



Garrett GTX4088R Compressor wheel:



Forced Performance HTZ GT4205R Compressor wheel:





The difference in the finished machining between the Garrett and FP is quite stunning in person.

GTX40:



HTZ GT42:



- - - Updated - - -

And yes, the HTZ GT4205R fits on the engine with the SS TS manifold:

[Def]

Interesting that the Garrett has a much larger blade root fillet radius than the FP compressor. Obviously Garrett is trying to reduce peak stress there at the expense of some flow area, while FP has chosen to go really aggressive.

[someguy2800]

I'll bet it was more of a concession to cutter size and machine time.

[Def]

I'll bet it was more of a concession to cutter size and machine time.

I've never seen a fillet radius selected solely to get a slight decrease in machine time. It has a very real impact on maximum stress on a part like this (blades loaded in bending).

I think it probably speaks to Garrett having a more conservative engineering approach, or even having people familiar with durability-limited turbomachinery stress analysis on staff.

[wazzu70]

I'll bet it was more of a concession to cutter size and machine time.

Thats what I always assumed it was. More of a mass production cutter choice.

Def, I would have thought the less finished blades (machine marks visible) would add more stress risers and be worse for long term robustness.

{Edit} Reread and then figured you were not talking about the blade itself but the fillet radius where the blade meets the back face. Here the FP has a much smaller radius which would definitely be worse for robustness doue to fatigue. Is this what you were talking about??

Adam, does the injector angle match OEM? Is the injector spray from the injectors you are using the same, or is the manifold made to match with the EV14 spray angle?

[vollosso]

Man I did a Wiggins in almost that same placement real close to some ribs on the block. I regretted that for the whole time I had the build. Hah. Next build I turned 90 down behind the air compressor and it was way better off.

Top notch stuff as usual man.


Sent from my iPhone using Tapatalk

[Def]

Thats what I always assumed it was. More of a mass production cutter choice.

Def, I would have thought the less finished blades (machine marks visible) would add more stress risers and be worse for long term robustness.

{Edit} Reread and then figured you were not talking about the blade itself but the fillet radius where the blade meets the back face. Here the FP has a much smaller radius which would definitely be worse for robustness doue to fatigue. Is this what you were talking about??

Adam, does the injector angle match OEM? Is the injector spray from the injectors you are using the same, or is the manifold made to match with the EV14 spray angle?

Yes, I'm talking about the blade root radius. It will have a higher stress, and have a cyclical component on top of it, which is probably going to dominate the part's failure mode (high cycle fatigue failure).

The machined tool path ridges aren't good for fatigue, but the higher stressed parts like the blade root have much better surface finish on both parts, and that's what you really want to tightly control. The blade hub/back face doesn't really matter as it's so low stress.

[someguy2800]

Note to self, replace compressor wheel due to fatigue in 400,000 miles. Put it next to the oil change sticker.

[PEI330Ci]

Adam, does the injector angle match OEM? Is the injector spray from the injectors you are using the same, or is the manifold made to match with the EV14 spray angle?

Complex answer.

The OEM M54B30 injector bungs are angled, but still pointed at the port floor. This was done due to space constraints with the injector electrical connectors, and the CCV capture system. BMW had injectors made with a 25 degree spray angle to point the fuel directly at the back of the intake valves:



When you put an aftermarket injector into the M54B30 intake manifold, it sprays fuel at the port floor, not at the back of the intake valves. This makes tuning part throttle tip-in, and even idle very difficult. (I've had a lot of difficulty getting good response under light load) In searching for help on the fuel film tuning, I initially found that pointing the injectors at the valves was a common fix, but that it had unexpected additional benefits. It helped with fuel mixture preparation so much, that it helped improved the mass fraction burn % before 20 deg ATDC which improves both power output and burn stability. (Smoother dyno plots) If you are close to the edge for cylinder knock, having a more consistent burn speed across all combustion events means you can be safer with timing.

The PPF M54 intake manifold points the injector directly down the port at the inlet valves. So the fuel spray axis is similar to OEM, but how it achieves this is different....

Man I did a Wiggins in almost that same placement real close to some ribs on the block. I regretted that for the whole time I had the build. Hah. Next build I turned 90 down behind the air compressor and it was way better off.

Top notch stuff as usual man.

This is my first time trying something like this. What was it that bothered you about putting a coupler in that location? Heat?

Until I'm able to put the engine back in the car, I won't be doing anything further past the 90 degree elbow on the compressor outlet. I still have to figure out the engine mount, the turbo inlet, and there is a dry sump pump and whole host of large hoses that need to fit in there as well.

Note to self, replace compressor wheel due to fatigue in 400,000 miles. Put it next to the oil change sticker.

I tend to change parts out before they get anywhere near the end of their fatigue life....I'm not too worried about it.

[vollosso]

There was just zero access there between the inlet pipe or filter, compressor, and subframe. The coupler ended up being non-remove-able. It was nice as I could flex or rotate the pipe but it was basically permanent.

Oh and at some point I clocked the turbo a bit and the coupler was touching the block and was even more permanent


Sent from my iPhone using Tapatalk

[Def]

Note to self, replace compressor wheel due to fatigue in 400,000 miles. Put it next to the oil change sticker.

This can happen much MUCH quicker than that. If there’s a sharp bend on the inlet pipe right in front of the compressor, the total pressure distortion across the compressor face can make each blade flex a small amount during each revolution. At 150k+ RPM, you can go well into the billions of cycles in a relatively short time. Aluminum also has no endurance limit (plateau of fatigue strength), so it WILL eventually fail when subjected to cyclical loading.