Messages

1

Swaps, Turbos, Buildups / oil catch can ?

« on: March 26, 2009, 10:29:14 PM »

Run a hose from your valve cover fitting to the catch can.
If the catch can has two fitting vent the other one to atmosphere with a little filter to stop blowing shit all around the engine bay.
The existing hose from valve cover to your intake needs to be plugged up.
Fill the catch can with stainless steel wool/scouring pad to help absorb the gunk.
Empty it when half full.
Do not plumb back into intake.
Rev that engine hard and worry no more about oil mist in manifold.

2

Swaps, Turbos, Buildups / E36 318IS Turbo Build

« on: February 23, 2009, 04:21:32 AM »

Probably wont make 3psi till 8grand anyhow:D

3

Swaps, Turbos, Buildups / E36 318IS Turbo Build

« on: February 23, 2009, 02:40:15 AM »

Cant believe that exhaust. Thats the funniest shit ever!
That is actually the standard headers, which being 4-2-1 extractors are quite long for a factory car, then the connecting pipe does a 180 turn and up into the engine bay about eleventybillion miles away!
I thought my comments months ago may have set you on the right path to correct research. Wrong.
Thanks though, i laughed hard

Newbies, dont do anything like this, read about successful conversions on m42's and rwd turbos in general.

Al

4

Swaps, Turbos, Buildups / evo pistons?

« on: February 23, 2009, 12:31:01 AM »

Nissan sr20 pistons are 86mm bore and 22mm gudgeon, have similar compression height to m42 and are very strong and cheap. The 3sgte comp height is too tall. you'd need a 4mm head gasket. The sr pistons need flycuts for valve relief. They have a 5cc dish before flycutting and afterward with a 1.7mm headgasket my engine is 8.6:1 static comp with m42 conrods. Cost me $50 aud for four s/h sr20 s15 silvia pistons and rods. cant use rods though b/e too large. Cheers Al

5

Swaps, Turbos, Buildups / Hi there

« on: November 25, 2008, 12:12:43 AM »

^^^Read all the previous pages.
Loads of information there about ecu's and injectors.
The author has spent much time compiling his experience in this thread, i dont think he will likely email you when all the info is already here.

6

Swaps, Turbos, Buildups / Hi there

« on: November 21, 2008, 02:57:00 AM »

Hi man, quick question regarding the 2mm block shave- did you have cam chain length/tensioner issues?
Cheers

7

Swaps, Turbos, Buildups / E36 318IS Turbo Build

« on: November 21, 2008, 02:43:39 AM »

mate no need to be rude hes giving it a go and i cants see any problems with it.

most fwd cars have turbo in the same spot and are alot tighter fit , with head sheilds and wrap it wont be a issue at all.

good luck looks good sumthing different to the usual.

Hi fellow aussie, was just my opinion, better to be harsh and realistic than have him listen to a sweetened version. He needs to rethink the design.
With factory turbo ff cars the turbo is mounted lower and heat shielded.
Being an east-west design there are less meltable parts along the block.
The exhaust header is directly over turbine housing-quick spool up.
They generally run top mount intercoolers or side mounts so the inlet path isnt 10 feet long.
I suggested a turbo blanket and heat wrap if he wants to persist, but the inlet and exhaust routes are terrible and unfixable with turbo in that location.
Remove the washer bottle and coilpacks. Mount it near the shock tower.

8

Swaps, Turbos, Buildups / E36 318IS Turbo Build

« on: November 20, 2008, 01:57:00 AM »

That is really quite a stupid place to mount a turbo imo, for numerous reasons.
It will generate much more heat than the surrounding parts can handle, as mentioned above.
Think about your radiator and thermo also.
Turbo blanket is a must, if you leave it there.
What exhaust manifold design/shape/length are you using?
The thing will take 500rpm longer to spool than a turbo mounted closer to the exhaust. Maybe longer, if thats just a long tube from the standard extractors!
Heat wrap the entire exhaust manifold to retain heat.
The intake is going to be so long, and the route doesnt flow well, and by the time you pass the hot air through your intercooler and back infront of the engine bay itll be hot again!
Or is the hot pipe passing around to the r/h side of cooler first?
This will create more heat into the engine bay. And still be longer than necessary.
Dont place an intake pod filter anywhere near that engine bay because it will be sucking in air so hot that intake temperature will still be nasty, even after ic.
Aesthetically speaking, its ugly as fuck!
Good luck chief.:cool:

9

Swaps, Turbos, Buildups / Hi there

« on: November 12, 2008, 05:36:36 PM »

The information you share is priceless!
Work shall commence shortly.
Cheers

10

Swaps, Turbos, Buildups / M42 turbo piston application (possibly)

« on: November 12, 2008, 03:01:26 AM »

Well, ive found a set of good condition s/h sr pistons for $50aud.
Ill use the pistons on m42 rods,with 86mm bored block and lower static compression with head gasket thickness of choice.
Based on once i receive pistons, measurement to determine true compression height and dome cc differences.

Ill post results once certain.

11

Swaps, Turbos, Buildups / Hi there

« on: November 11, 2008, 07:49:52 PM »

Excellent, that's just the information i needed.
I think i will leave standard injectors as is for good cold start/idle/atmospheric conditions and provide additional rail and injectors along the intake runners, such as your suggestion. Should make tuning for boost easier than one set of larger injectors, then having to remap entire rev range and hope for smooth transition. And requiring standalone expensive ecu.
I plan on using my smt6 and a tech edge wide band unit i built up.
These are made in australia and are quite cheap to purchase kits.
They are a true wideband unlike factory o2 sensor, which is useless for accurate readings.Especially when relying on afr information for home tuning.

Thanks again

12

Swaps, Turbos, Buildups / m42 stock manifold material and thickness

« on: November 11, 2008, 03:02:44 AM »

Actually just read that the material is stainless steel.
Mine are definately mild steel, perhaps an australian spec thing, they look factory?

Though the info i read is from an australian site link below
http://http://www.motortraders.net.au/groups/group.asp?group=1&menu=89

13

Swaps, Turbos, Buildups / BMW Rods specifications table

« on: November 11, 2008, 02:38:51 AM »

Hi man, saw your thread on 318ti also.
Have you looked into nissan sr20det pistons?
They are forged standard, very strong and many aftermarket options are available, with differing compression ratios and dish cc size off the shelf, at good prices.
They are 86mm bore, 22mm pin diameter, so would couple with the 140mm m42 standard conrod.
The compression height is 32mm, and m42 is(as far as i can gather)31.65mm.
So with a thicker head gasket to lower static compression, these pistons may be a cheap FI application without milling block to suit shorter rods.
These nissans are plentiful in australia,nz, japan and the us but not sure on the silvia's following throughout europe.

Your thoughts?

14

Swaps, Turbos, Buildups / Hi there

« on: November 10, 2008, 07:55:30 PM »

Ahh, that goes some way to explaining your choice of piston/rod combination.
Here in aus, nissan engines dominate, so sr pistons are plentiful and cheap.
Just going off compression height figures i think they may be suitable.
SR20det=32mm ch, M42=31.65mm ch
So with a thicker head gasket than m42 standard they may be good with standard 140mm 22mm pin rods.
Or a good high comp n/a option for strength, with standard head gasket.

So back with the e30 318is, without the original o2 sensor how do the standard fuel injectors behave?
Or does the bosch have provisions to read a wide band lambda, which you use for smt6 and air/fuel ratio meter also?

Cheers Al

15

Swaps, Turbos, Buildups / M42 turbo piston application (possibly)

« on: November 10, 2008, 03:10:42 PM »

Sorry, it was late.
I meant standard m50 rod length, cheers for info and link.