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Go Back   E46Fanatics > Tuning & Tech > Driveline, Engine & DME Tuning

Driveline, Engine & DME Tuning
Talk about driveline improvements, NA tuning and DME tuning your E46 BMW here. This includes diffs, intakes, exhausts, chips, software and OBD tuning.

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Old 03-21-2013, 07:04 PM   #401
jamex
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Don't pay any attention to that boner-killer. Cool project. Will be checking out this thread for your updates
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Old 03-21-2013, 08:32 PM   #402
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You're cool. Can we be friends?
I shut him down every. Single. Time. - he posts. I'm 20whp more than stock and still on stock cams and headers.
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Old 03-21-2013, 09:45 PM   #403
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For all the money you have spent you could of done this:

http://forum.e46fanatics.com/showthread.php?t=977520
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Old 03-22-2013, 10:59 AM   #404
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For all the money you have spent you could of done this:

http://forum.e46fanatics.com/showthread.php?t=977520
I spent less than $500USD for 20whp. I think I'll be ok.
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Old 03-23-2013, 04:20 PM   #405
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New CCV is installed.

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I just ordered ZHP control arms, new tie rods, precat O2 sensors, and most importantly a new set of intake manifold gaskets. OEM everything.

Plan is to delete any unnecessary wiring for Euro-spec engine mgmt.

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Old 04-08-2013, 11:30 AM   #406
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So did the Shark turn your CEL off on your headers?
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Old 04-09-2013, 08:23 PM   #407
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So did the Shark turn your CEL off on your headers?
I got a tune from VAC. They were able to turn off the post-catalyst O2 sensors.

Seth
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Old 04-10-2013, 03:36 PM   #408
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Numbers?!
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Old 04-10-2013, 03:45 PM   #409
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Heh, never dyno'd it. Here's the scoop:

I sent them my base calibration from my DME a couple years back, told them my mods (headers, intake manifold, no cats, exhaust, etc). They sent me a calibration, with a slightly raised redline (per my request after some research), and after working out the issues with the crossed O2 sensors, definitely feels faster, but I've never got around to dynoing it. One problem is that once I fixed the O2 Sensor issues, I had moved to Charlotte, NC, so I wasn't able to dyno on the same dynos I did the baseline on (dynapack). Hence, the power gain wouldn't be accurate. After that point, I lost interest in finding a number for number's sake. I may get around to going to a place around here with a dynojet. Seems like that's what people on here use for the most part.

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Old 09-15-2014, 06:50 PM   #410
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Well, I finally got around to dynoing the car. I went over to Roush Yates performance. Greg Biffle showed up as I was pulling my car off the dyno to dyno one of his turbocharged side-by-side.

Car has 245,000 miles on it.

193 HP and 177 lb*ft of torque.



She runs a tad lean. Right around 13.7-14.2. For peak power, I probably want to be on the low end of that scale.



There is a significant dip in torque (about 20 lb*ft) at 6200 RPM, which translates to about 23 HP. This dip is hurting the peak power number. I'm thinking this has something to do with VANOS, since it is so abrupt, and the AFR isn't going super lean.

If the dip in torque is fixed, and the torque curve keeps its current trajectory, I estimate 155 ft*lb of torque at 7,000 RPM. This translates to 207 HP.



However, you can hear the headers and the intake "tuning up", where they start to resonate together at their tuned frequencies. I suspect that the torque curve will start to gain again, but because the headers are a tad too short for this redline, the resonation is heard at about 6600 RPM. So, I think it could look more like this:



Say it makes 165 ft*lb at redline. That's 220 WHP.

So, I think there's room for growth, probably somewheere between 200-220 RWHP, just by fixing that issue which I think is the VANOS.

Even without the weird dip in torque at 6200 RPM, I'd say the headers are doing their job. The engine makes 17 ft*lb more peak torque than it did stock, with 100,000 more miles on it, and less compression due to wear (used to make 190 psi on all 6, now it makes 140 psi on all 6).

Also, here's a video. You can hear the intake and exhaust "tuning up" right at the end of the pull, on the intake side.



And here's the exhaust note.

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Last edited by shm21284; 09-15-2014 at 06:57 PM.
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Old 09-15-2014, 08:16 PM   #411
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Very nice numbers.

It goes to show what a 323 can do with some mods, I'd say you're in the "330" performance arena.

You DO need to correct your AFR number.



Good luck,
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Old 09-15-2014, 08:23 PM   #412
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Yep, it is a tad lean. I might see what the long term fuel trims do. I just swapped the intake manifold over the weekend and haven't seen the trims richen up yet. I don't expect damage unless I'm driving around at WOT for a while. Might be nice to see what this thing would do with a freshened engine. But at that rate, why not swap a B30 engine??
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Old 12-24-2014, 01:10 AM   #413
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So, a few months ago, a friend of mine was driving the car, and money-shifted it. Redline in third with full clutch engagement back to second. I calculated 8500 RPM based on gear ratios and engine speed when he shifted. Once the engine came back to idle, it was idling very roughly. I suspect a mildly bent valve, but won't know until I tear it down. I've been driving it since that incident and I've put about 5,000 miles on it, but immediately bought an M54B30, MS43.0, and EWS from a local guy. I'm just about done with the swap. I'll start a thread in the general E46 section outlining the engine swap and ecu/drive by wire conversion.

Good thing is, I've been beating the ever living fuck out of this thing since it happened, and she's still holding strong, save for the rough idle. Impressive, given she has 255,000 miles on her, 4 track days, and an owner who gives her hell every day...
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Old 12-26-2014, 01:12 AM   #414
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So, a few months ago, a friend of mine was driving the car, and money-shifted it. Redline in third with full clutch engagement back to second. I calculated 8500 RPM based on gear ratios and engine speed when he shifted. Once the engine came back to idle, it was idling very roughly. I suspect a mildly bent valve, but won't know until I tear it down. I've been driving it since that incident and I've put about 5,000 miles on it, but immediately bought an M54B30, MS43.0, and EWS from a local guy. I'm just about done with the swap. I'll start a thread in the general E46 section outlining the engine swap and ecu/drive by wire conversion.

Good thing is, I've been beating the ever living fuck out of this thing since it happened, and she's still holding strong, save for the rough idle. Impressive, given she has 255,000 miles on her, 4 track days, and an owner who gives her hell every day...
A B30? Yuck.
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Old 12-26-2014, 01:42 AM   #415
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We will see how she does. I hear there are harmonics issues on the B30 but I've never verified that myself.
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Old 12-26-2014, 12:41 PM   #416
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We will see how she does. I hear there are harmonics issues on the B30 but I've never verified that myself.
You don't want to.....



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Old 12-26-2014, 01:12 PM   #417
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Rob, any tips on maximum engine speed or recommended reliability bolt ons?

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Old 12-26-2014, 01:50 PM   #418
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We will see how she does. I hear there are harmonics issues on the B30 but I've never verified that myself.
It has the same crank as the s52 which runs stock +700rpm (7200rpm redline) compared to the m54b30 (6500rpm redline), so there is room for some higher revs than stock provided that your valves dont start to hover (s52 doesn't have hydraulic lifters I think). But that last isn't a harmonics issue obviously.
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Old 12-26-2014, 02:01 PM   #419
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any tips on maximum engine speed or recommended reliability bolt ons?
Can you edit & spell my name correctly ?

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It has the same crank as the s52 which runs stock +700rpm (7200rpm redline) compared to the m54b30 (6500rpm redline), so there is room for some higher revs than stock provided that your valves dont start to hover (s52 doesn't have hydraulic lifters I think). But that last isn't a harmonics issue obviously.
What you're Not considering is the fact that the M54B30 motor uses an Aluminum block, this aluminum block & S52 crank combo vibrates like a tuning fork after 6600 RPM,.......thus killing the oil pump which in turn quickly kills the motor.



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Nitrous is a little trickier than boost, but it's not the spray that kills motors, it's STUPIDITY!!
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Old 12-26-2014, 02:17 PM   #420
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Can you edit & spell my name correctly ?



What you're Not considering is the fact that the M54B30 motor uses an Aluminum block, this aluminum block & S52 crank combo vibrates like a tuning fork after 6600 RPM,.......thus killing the oil pump which in turn quickly kills the motor.



Rob43
Ah, sorry about that. Another innocent victim of cell phone typing.

I have the VAC oil pump shaft. To me, it seems like a solid design. I took my M52tuB25 to 6800 RPM every day, but at the track, I limited myself to 6200 RPM, maybe a couple blips up to 6500. Never had any issues with the pump in that engine, but as you said, its a different crank shaft. Is the VAC oil pump sufficient on a B30 at higher RPMS?

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