Can’t go wrong with CES
Sent from my iPhone using Tapatalk
“If liberty means anything at all, it means the right to tell people what they do not want to hear.”
― George Orwell
7500 should be no problem for hydraulic lifters. My E90M3 runs 8600 with hydraulic lifters. Someguy2800 is a member with a built turbo M52 who runs 8000 with stock hydraulic lifters. He uses radical cams and M50NV springs.
I run only 7200 on my built turbo S52. My Schrick 264/256 would drop off fast after that. Many say the S52 crank is not stable at much higher rpm so I have not pushed it. I do have an ATI damper but that won’t make the crank more rigid. Plus the turbo is so responsive and provides so much torque that there is no need for me to run to 8000.
Someguy2800 has an E30 drag car that runs 150 in the quarter and uses a built auto with 7000 stall converter, whereas my E36M3 has full interior with AC and heat and stereo and 6 speed manual and is a street car that I drive 6k miles per year. He probably makes 1000 rwhp on E85 or race gas, while I make only 750 on pump gas.
The autocross class that I race in has a displacement based minimum weight limit, and the turbo increases that weight to the tune of 280lbs. So with the 2.0 Honda motor and the turbo, my car was a minimum weight of 2,480 lbs. I am currently under that so don't worry about me struggling to reach that weight. With a turbo 2.8 or 3.2, the weight would go up to 2,640 or 2,720. With an NA LS 5.3 that'd be 2,860. Realistically for autocross and the tire sizes that I can run, 400-ish whp and 400 ft/lbs torque is about the limit of what can be used. Getting that with a 2.0 turbo Honda motor is simple and I will be there without too much effort. That and being at 2,480lbs of weight is the ideal scenario.
And though it's taking a ton of planning and some interesting technical solutions and work, it'd most definitely not going to be a trailer queen, or a weekend warrior. It'll be back to full daily driver status as it was before and just as pleasant to drive as it's always been, with the added bonus of about double the power it had before (on the street).
If I weren't a "purist" and was chasing more power/less weight, I'd be all aboard the K swap train. That trend is blowing up with good results.
Past: '99 Hellrot/Dove M3 | '97 S14 1JZ | '06 Triumph Daytona 675 | '01 330I M-Tech I | '99 Silvia S15 | Current: '96 Estoril/Black M3
We run hydraulic lifters with our CAT cams (290*). The issue is the diameter of the lifter at such a high lift long duration cam. We switched to the 92 lifters (larger diameter) so the cam would not be hitting the edge of the lifter. It MIGHT work with the s52 lifters, but I think you'd get a lot of wear, and possibly binding because of lateral load on the lifter.
We also run solid lifters on our M54 engines. Giant PITA to setup since the lifter needs to be removed to replace the shim (which means removal of cams). Once setup they are fine for couple years though. We rev those engines to ~7900 (with s52 crank, ATI damper though). Used to run to 8400, but longevity at this point is more important. I think with solid lifter you gain a repeatable lift on the cam, so the valve opens a bit more consistent, and porbably faster that it would with hydraulic. It a tiny compromise. The bigger benefit is that the valve train is way lighter, so much better suited for high RPM.
2011 M3 Sedan
2006 GMC Sierra 2500HD LBZ
1999 323i GTS2
1995 M3 - S50B32/S6S420G/3.91
1990 325is
1989 M3 - S54B32/GS6-37BZ
Hers: 1996 Porsche 911 Turbo
Hers: 1989 325iX
Hello world haven't posted in ages. Our litttle e36 s52 weren't quite as cool as the european version with their claimed 333HP but the balance, gearing, weight, and handling made and still makes them a lot of fun.
That parts from the wrecker were readily available made it "cheap" to turn into a poor man's race car. 100hp per litre was remarkable at the time. Except to put a medium sized turbo on this engine (for ~500HP) there is really no good reason to touch the engine and that is just changing the rings on the head.
It is a wonderful value and still much more car than most amateur drivers will ever need. It was never a great platform for a 1/4 mile car although I know you lunatics did so. It was never a great platform for power add-ons although I have the old vortech supercharger kit on mine and would love a turbo
Buying a salvage car with a blown engine and sticking an lsx type engine in it is probably the best route to NA torque and horsepower on the chassis, the engine sits low and you get an almost 50/50 weight distribution with it.
That said it doesn't need it. If you manage your revs you have about as much power as you could want with a set of fresh michelin ps2's on it.
I would love to put a turbo in it similar to pbonsalb had in his darn near 10 years ago. Great fully streetable power without the need for traction control that you can use to get groceries or change the tires and take to a track day.
If I was young again I would probably look at a Miata but instead I should probably go to the garage and bolt my M3 back together and see how much damage has been done from not starting it for almost 5 years.
... getting the long 6 cylinder crank shaft to spin at higher revs was said to induce vibration that would grenade your engine. There were a couple of highly tuned race motor that were very expensive and required post race rebuilds that could do more but there is no reason to build such a thing unless "rules". Completely unreliable past race day.
Last edited by RobertFontaine; 08-16-2020 at 05:17 PM.
97 BMW M3 (s52b32) - VF-Supercharger kit ( Vortech V2-SQ supercharger, 32 pound injectors, VF tuning ), VDO/LeatherZ Gauge Kit (Oil Temp, Oil Pressure, and Boost), UUC Motorwerks RSC36 Exhaust, Stainless Steel 6-2 Exhaust Headers, Bilstein Sports, Rear Adjustable Camber bushings, Wheel Spacers 10mm in front 25mm in back, Uprated Clutch, UUC Shift Knob, Short Shifter and Clutch Stop, Cross Brace, Mason Engineering front strut bar, Contour Wheels, Euro Ellipsoid (Angel Eyes) HID Headlights, braided steel brake lines, aluminum thermostat housing, mishimoto aluminum radiator and silicone hoses and a partridge in a pear tree
To me there’s just something really special about a high revving NA motor. The sound, the fun of revving it out, the immediate throttle response, the linear powerband (not having to wait for boost to hit), plus less complications and headaches than running a F/I setup; it’s just a really great feeling and visceral experience.
04M3 TiAg 69k slick-top 3 pedal
99M3 Cosmos 61k S50B32 euro 6Spd
88M3 AW 43k miles Project FS
WTB: 3.5" Eurosport/Conforti CAI
Sub'd
LMAO that because honduh tards will remortgage their house just to make 500hp when BMW guys are smart enough to know that’s just absolutely retarded. I also don’t know where you got the idea that it’s “easy” to make 500hp from an NA 2.4L. No one cares about honduhs. Also, literally every single other 4 banger on the planet is more capable than a honduh engine, that’s why there isn’t a single honduh engine to be found anywhere on the list of the worlds fastest 4-cylinders.
https://www.dragimportnews.com/top-10/quickest-4cyl/
Remember when 4 pot people would ask about exhausts and everyone said don't do it it'll sound like a Honda. Now 4 cyl Honda motors are being swapped in. We've truly gone full circle.
In regards to the whole topic, if you've got the money to play I see reason why not to build an S52. Plenty of people blow 20-30K on far less and don't bat an eye. However if you'd like to keep say under 10K I agree with the room, S54 all day. Back to back the S54 was a better feeling motor to me.
Bookmarks