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Read the WELCOME ALL BMWFANATICS post.
E46 M3 *No longer Supercharged :)
- Thread starter Andy1GP
- Start date
Carbon
///Member
444YYY@TheFanatics said:
A Charge Cooler MUST be a separate system with a radiator and a pump, otherwise you will just heat up the air to 90'C before it enters the engine so your intake temp will always be over 90'C. You want to cool it down to ambient temp.
As Andy drained the charger and found the antifreeze interesting, I would bet it is a separate system, most likely driven by an electric pump, not from a pulley.
Gizmo
Banned
Seeing as the HPF intake is aluminium and needs to be modified, look into adding in a laminova core as you already have the pump, plumbing and radiator. That reservoir however is way too small and also being heated up by the hot surroundings of the engine bay. If you build a much bigger aluminium reservoir that drops into the open space next to the DME box then not only do you get much more coolant volume but also its shielded from the heat of the engine bay and also for the occasional track day you can dump dry ice into that open space around the reservoir to keep it chilled, the DME box is waterproof anyway so there won't be an issue there. The condensation that forms on the reservoir will simply drain out of the large drain holes in the bottom of that empty void.
Ok, nevermind. Your M3 has the ABS pump there, the black E46 M3 here doesn't.:blueCry:
Ok, nevermind. Your M3 has the ABS pump there, the black E46 M3 here doesn't.:blueCry:
Andy1GP
///Member
Yes it has an electric pump that lives in the front bumper. Passenger side.
Thats still a good Idea warren and Ill see if can modify that manifold and get a new neater and larger water reservoir.
I have a new problem alltogether. Today after stripping the vanos we noticed that there are 2 exhaust spline shafts. So I now need an intake spline before I can continue reassembly.
Any help or leads will be greatly appreciated.
I believe there was a vanos unit sold by rotinaj and I would've snapped up the whole unit as it was a steal. Anything similar will suffice.
Thats still a good Idea warren and Ill see if can modify that manifold and get a new neater and larger water reservoir.
I have a new problem alltogether. Today after stripping the vanos we noticed that there are 2 exhaust spline shafts. So I now need an intake spline before I can continue reassembly.
Any help or leads will be greatly appreciated.
I believe there was a vanos unit sold by rotinaj and I would've snapped up the whole unit as it was a steal. Anything similar will suffice.
Ratslaaf
///Member
Hey Andy,
Relating to your AFR concern earlier where you only have a voltage readout, here's a handy image to show how voltage relates to the AFR you are getting. Not sure if you have a narrow band or wide band sensor in there, but based on the voltage you getting it'll be easy enough to determine.
Ideally what you need to do is Log the car as you drive, as AFR needs to be monitored under different RPM and loads. As you can see, a narrow band sensor is hardly ideal for measuring anything outside of Stoic, but the MSS54 ECU (in stock form) isn't compatible with wide band sensors. For logging I use Testo as it's designed to talk to BMW ECU's directly and you get very rich data out of it. It'll also log timing and knock detection against AFR and RPM in order to get you a very good idea what's happening in the car.
I suggest, however, that you first get the car on a dyno and track AFRs using a proper wide band meter (the one they stick into your Zorst) and have AFRs plot against RPM. Lets make sure everything gets a clean bill of health and then obsess over the nitty gritty details
The guys at HM Auto has such a meter and it is integrated into their Dyno.
Relating to your AFR concern earlier where you only have a voltage readout, here's a handy image to show how voltage relates to the AFR you are getting. Not sure if you have a narrow band or wide band sensor in there, but based on the voltage you getting it'll be easy enough to determine.
Ideally what you need to do is Log the car as you drive, as AFR needs to be monitored under different RPM and loads. As you can see, a narrow band sensor is hardly ideal for measuring anything outside of Stoic, but the MSS54 ECU (in stock form) isn't compatible with wide band sensors. For logging I use Testo as it's designed to talk to BMW ECU's directly and you get very rich data out of it. It'll also log timing and knock detection against AFR and RPM in order to get you a very good idea what's happening in the car.
I suggest, however, that you first get the car on a dyno and track AFRs using a proper wide band meter (the one they stick into your Zorst) and have AFRs plot against RPM. Lets make sure everything gets a clean bill of health and then obsess over the nitty gritty details
The guys at HM Auto has such a meter and it is integrated into their Dyno.
Pics of the exhaust and inlet
Exhaust is longer and inlet is as per the vernier readout.
See whether the engineers can continue with the exhaust shaft and cut more threads into it and then you cut off the extra length.
Do not machine the base.
This is the inlet length.
Exhaust is longer and inlet is as per the vernier readout.
See whether the engineers can continue with the exhaust shaft and cut more threads into it and then you cut off the extra length.
Do not machine the base.
This is the inlet length.
Andy1GP
///Member
Wow guys thanks sooo much for the help and info!
Gert I will definitely be using HM. In fact reverting back to stock to check everything and establishing a baseline is a great idea. Ill see if I can get the car running stock soonest. And then get a baseline dyno. Hopefully with the new modified manifold get the charger back on and see what kind of gains we are getting.
Peter thanks a million for the pics. If Xack doesn't come through with his lead Ill take it to the engineers and have more thread cut closer and trim it to length as measured.
I foresee good things to come
Gert I will definitely be using HM. In fact reverting back to stock to check everything and establishing a baseline is a great idea. Ill see if I can get the car running stock soonest. And then get a baseline dyno. Hopefully with the new modified manifold get the charger back on and see what kind of gains we are getting.
Peter thanks a million for the pics. If Xack doesn't come through with his lead Ill take it to the engineers and have more thread cut closer and trim it to length as measured.
I foresee good things to come
that manifold does not look great I would also want to change it
from the pics it seems the runners have a much smaller ID than they should?
I would want to keep the charge cooler though maybe have a custom manifold made up similar to the HPF one
I would use a little water wetter on the cooler system this will stop corrosion and help a little with heat transfer
depending on the water pump it may benefit from coolant which has lubricating properties
from the pics it seems the runners have a much smaller ID than they should?
I would want to keep the charge cooler though maybe have a custom manifold made up similar to the HPF one
I would use a little water wetter on the cooler system this will stop corrosion and help a little with heat transfer
depending on the water pump it may benefit from coolant which has lubricating properties
Xack
Active member
Andy1GP@TheFanatics said:Wow guys thanks sooo much for the help and info!
Gert I will definitely be using HM. In fact reverting back to stock to check everything and establishing a baseline is a great idea. Ill see if I can get the car running stock soonest. And then get a baseline dyno. Hopefully with the new modified manifold get the charger back on and see what kind of gains we are getting.
Peter thanks a million for the pics. If Xack doesn't come through with his lead Ill take it to the engineers and have more thread cut closer and trim it to length as measured.
I foresee good things to come
I'll get back to you by Monday, pretty sure the unit is still available. Thanx for the LM and the full two hour fanatic car talk, phew we almost didnt leave lol... awsome collection we got there Andy, there's nothing not to drool about.:blowheart:
Andy1GP
///Member
So Today I start the OEM conversion. The car will be put back together as it left the factory.
Once its back to stock the car will get new Rod bearings. Will be run in. Tested to see if the motor is making the power it should. And by that time hopefully the new intake manifold will be ready.
Sometimes taking a step back is necessary to take 2 steps forward.
The plan for now is to modify the HPF manifold to fit the SC application.
I'm still undecided as to whether to use an intercooler and single WMI on the intake tract. Or to have a charge cooler built into the HPF manifold along with the same WMI setup.
I have a particularly nice Intercooler which can be used, although a bit on the large side volume wise. And coincidentally its a BMW OEM cooler
Here it is
Once its back to stock the car will get new Rod bearings. Will be run in. Tested to see if the motor is making the power it should. And by that time hopefully the new intake manifold will be ready.
Sometimes taking a step back is necessary to take 2 steps forward.
The plan for now is to modify the HPF manifold to fit the SC application.
I'm still undecided as to whether to use an intercooler and single WMI on the intake tract. Or to have a charge cooler built into the HPF manifold along with the same WMI setup.
I have a particularly nice Intercooler which can be used, although a bit on the large side volume wise. And coincidentally its a BMW OEM cooler
Here it is
Andy1GP
///Member
Yesss!
It makes sense if you think about it. Also I won't be happy until I know the car is actually 100% (vanos etc) and I wanted to do bearings anyway and with it non charged it will be easier to run them in.
Then we are going to do the software progressively with the SC installed and gradually ramp it up until we hit a happy reliable daily setup
It makes sense if you think about it. Also I won't be happy until I know the car is actually 100% (vanos etc) and I wanted to do bearings anyway and with it non charged it will be easier to run them in.
Then we are going to do the software progressively with the SC installed and gradually ramp it up until we hit a happy reliable daily setup
seems a bit extreme the charger system is not that bad... then again I guess it is the safest route
