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Swaps, Turbos, Buildups / Re: M42/M44 ITB Kit Design
« on: June 02, 2015, 11:59:39 AM »
I wish I could help... 
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Swaps, Turbos, Buildups / Re: M42/M44 ITB Kit Design
« on: May 28, 2015, 02:46:34 PM »
Hey there!
Lambertius, do you know that the individual cylinder displacement of a M52B28 is only 3.6% more than that of a M42b18 (84×84 vs84×81mm), Cr are almost identical (10 and 10.2), cc vol are identical and I'm pretty sure you just have to add 2 cylinders to your manifold to make it fit a M52B28 (port must be identical as well as intake manifold "print")?
My point is that you can most probably reuse all you did on the m42 with the M52 and see a bigger gain as this engine is very well known to be choked and de-rated from factory. I bet you can yeld 20%, at least.
You would also hit a larger customer base...
what do you think anout it?
Lambertius, do you know that the individual cylinder displacement of a M52B28 is only 3.6% more than that of a M42b18 (84×84 vs84×81mm), Cr are almost identical (10 and 10.2), cc vol are identical and I'm pretty sure you just have to add 2 cylinders to your manifold to make it fit a M52B28 (port must be identical as well as intake manifold "print")?
My point is that you can most probably reuse all you did on the m42 with the M52 and see a bigger gain as this engine is very well known to be choked and de-rated from factory. I bet you can yeld 20%, at least.
You would also hit a larger customer base...
what do you think anout it?
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Swaps, Turbos, Buildups / Re: M42/M44 ITB Kit Design
« on: May 07, 2015, 02:17:55 PM »
There are 2 features of interrest regarding your project (well, actually one as the second is for my project but can be interresting to others) on megasquirt 3 ECU:
1- there is an ITB mode which is a blend of MAP/MAF speed density algorithm. MAF is used at low RPM as ITB don't produce as much vaccum as OEM intake systems and make it difficult to tune the low RPM part of the map on MAP sensor, and MAP at HI RPM.
2- you just have to hook up a 50$ fuel composition sensor to make your car a flex fuel one. E85 can bring some more power....
I'm looking at e85 as I would like to raise Cr to 12.
Add all together and the 200hp mark may be reached!
1- there is an ITB mode which is a blend of MAP/MAF speed density algorithm. MAF is used at low RPM as ITB don't produce as much vaccum as OEM intake systems and make it difficult to tune the low RPM part of the map on MAP sensor, and MAP at HI RPM.
2- you just have to hook up a 50$ fuel composition sensor to make your car a flex fuel one. E85 can bring some more power....
I'm looking at e85 as I would like to raise Cr to 12.
Add all together and the 200hp mark may be reached!
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Swaps, Turbos, Buildups / Re: M42/M44 ITB Kit Design
« on: May 07, 2015, 11:00:16 AM »
If I ever have the bucks my plan is to use a megasquirt MS3X ECU. Cheapest/most capable ECU.
BUT I wouldn't go for a complete ITB + muffler + ECU kit as it would be to much to spend in one go. Plus my muffler is already doing the job.
But now that i think about it if you go megasquirt and provide a base map which close enough to a final tune then...
BUT I wouldn't go for a complete ITB + muffler + ECU kit as it would be to much to spend in one go. Plus my muffler is already doing the job.
But now that i think about it if you go megasquirt and provide a base map which close enough to a final tune then...
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Swaps, Turbos, Buildups / Re: M42/M44 ITB Kit Design
« on: May 06, 2015, 03:56:20 AM »
lambertius, I seriously think about it too.
may be within 6-12 months If I can sort a few things out by then.
that's for an E30 LHD tho.
may be within 6-12 months If I can sort a few things out by then.
that's for an E30 LHD tho.
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Swaps, Turbos, Buildups / Re: M42/M44 ITB Kit Design
« on: May 01, 2015, 03:15:01 AM »
thank you again for taking time to reply and keep us in the loop.
I'm glad to hear rama is going to modify the casting mold. it will make the kit more versatile (street, race, etc...)
I look forward the result of the dyno, before and after exhaust swap... that would definitely put numbers on a long time unanswered question.
keep on!
EDIt: posted a comment on brintech's FB page...
I'm glad to hear rama is going to modify the casting mold. it will make the kit more versatile (street, race, etc...)
I look forward the result of the dyno, before and after exhaust swap... that would definitely put numbers on a long time unanswered question.
keep on!
EDIt: posted a comment on brintech's FB page...
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Swaps, Turbos, Buildups / Re: M42/M44 ITB Kit Design
« on: April 27, 2015, 02:00:00 PM »
very good job!
that's is so tempting....
May i just warn you against advertising your kit as being M42/44 compatible, or at least to restrict it to E36 as both don't use the same engine managment.
E36 use O2 sensor/knock sensing/MAF (motro 1.7 if my memory is right) while E30 use AFM and some of them are equipped with o2 sensor which means you won't be able to work in closed loop on all E30. and even so i'm not sure that the E30 ECU is as smart as E36 one. so be carefull
otherwise I was wondering if it would be possible to lenghten further the intake by 1 inch to drop the torque peak to around 3800rpm without running into clearance issues. as the power is not dropping at max RPM and to make it a little bit more street-friendly it could be interesting to shift a little bit lower and still fall in the power band...
thank you anyway for all you did so far!
that's is so tempting....
May i just warn you against advertising your kit as being M42/44 compatible, or at least to restrict it to E36 as both don't use the same engine managment.
E36 use O2 sensor/knock sensing/MAF (motro 1.7 if my memory is right) while E30 use AFM and some of them are equipped with o2 sensor which means you won't be able to work in closed loop on all E30. and even so i'm not sure that the E30 ECU is as smart as E36 one. so be carefull
otherwise I was wondering if it would be possible to lenghten further the intake by 1 inch to drop the torque peak to around 3800rpm without running into clearance issues. as the power is not dropping at max RPM and to make it a little bit more street-friendly it could be interesting to shift a little bit lower and still fall in the power band...
thank you anyway for all you did so far!
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Engine management / Re: VAG TSI/FSI Coils on M42
« on: February 08, 2015, 11:25:45 PM »
nice share!
(posted for future reference)
(posted for future reference
)
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Swaps, Turbos, Buildups / Re: M42 Turbo Build! Need to dust a S52
« on: January 21, 2015, 01:07:34 AM »
no turbo guru here, but if you want 300HP and an engine able to withstand more fore reliability sake you'd better use after market rods.
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Swaps, Turbos, Buildups / Re: E36 vert build N/A
« on: January 09, 2015, 05:05:18 AM »
alright!
that's too race orientated for my little daily drive... but it's good to know!
thanks for your reply.
that's too race orientated for my little daily drive... but it's good to know!
thanks for your reply.
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Swaps, Turbos, Buildups / Re: E36 vert build N/A
« on: January 05, 2015, 09:36:25 AM »
nice!
out of curiosity how do you determine the correct spacer for the tie rods? I had a look at ground control website and they don't give much info...
and is it worth upgrading the tie rods for a small drop (less than an inch from E30 M-tech chassis) or only when going really low?
out of curiosity how do you determine the correct spacer for the tie rods? I had a look at ground control website and they don't give much info...
and is it worth upgrading the tie rods for a small drop (less than an inch from E30 M-tech chassis) or only when going really low?
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Swaps, Turbos, Buildups / Re: M42/M44 ITB Kit Design
« on: November 13, 2014, 02:46:40 AM »
what's up?
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Swaps, Turbos, Buildups / Re: M42/M44 ITB Kit Design
« on: October 17, 2014, 02:12:02 PM »A higher CR will only happen if you stroke an engine so it will affect ITB diameter more than anything.
that's not 100% true as M42/44 pistons are dished (approx 7cc) and M52B28 pistons which are 99% plug and play are flat top, so you can actually raise the Cr to 12ish:1 only with a pistons replacement. not even talking about using thinner headgasket.
same bore - same stroke.
but a higher Cr won't actually impact VE, it will only squeeze a little bit more the same amount of air the intake/exhaust system managed to suck in. ****correct me if I'm wrong****
If you're running a particularly aggressive engine this would make more sense because you would really need to get a new computer and run it in Alpha-n for the best results.I totally agree a new computer would be needed even so I don't think alpha-N is the best route to go, for a street engine.
My idea is to build a 12:1 stock M42, based on E36 unit fitted in a E30, with a mild cam and few little mods such as fan delete, underdrive pulleys, total seal piston rings, single row timing chain, etc... and, may be, the nice ITB setup you are designing. that would make a nice hi-perf M42 E30 street car at better cost than a stroker/turbo/supercharger.
so as a street car I don't think alpha-N is best, it may be for a race car...
but, once again, thank you for all the info given in previous post!
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Swaps, Turbos, Buildups / Re: M42/M44 ITB Kit Design
« on: October 15, 2014, 11:31:36 AM »
alright that's what I was expecting.
so, is the spacer you fab'd part of the kit? if yes do you think you will do different spacers for different camshafts (let's say the more common: 262,274,280° with 11mm lift) or will you offer a database of spacer length matched to cams so that end user can get a spacer machined to his need?
that is if hood clearance allows longer spacer... which you will tell us soon!
by the way: would you need a longer or shorter spacer with a wilder cam? I guess longer to save low end torque...
as you did not come back on the higher Cr thing I was talking about I guess it doesn't change anything, right?
thanks and sorry for the noobs questions...
so, is the spacer you fab'd part of the kit? if yes do you think you will do different spacers for different camshafts (let's say the more common: 262,274,280° with 11mm lift) or will you offer a database of spacer length matched to cams so that end user can get a spacer machined to his need?
that is if hood clearance allows longer spacer... which you will tell us soon!
by the way: would you need a longer or shorter spacer with a wilder cam? I guess longer to save low end torque...
as you did not come back on the higher Cr thing I was talking about I guess it doesn't change anything, right?
thanks and sorry for the noobs questions...
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Swaps, Turbos, Buildups / Re: M42/M44 ITB Kit Design
« on: October 14, 2014, 08:16:54 AM »
that's nice!
I understand your setup is designed for a stock engine, would it be affected adversely by a wilder cam and or a higher Cr (anything else being stock)?
or would it only be a matter of tuning by adjusting the spacer length?
I understand your setup is designed for a stock engine, would it be affected adversely by a wilder cam and or a higher Cr (anything else being stock)?
or would it only be a matter of tuning by adjusting the spacer length?