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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 04-10-2014, 08:58 AM   #41
SoloII///M
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Yeah, so my breather solution didn't work. The E46 breather connection to the valve cover is much larger than the E36 connection because it's designed to have an air/oil separator in the system. It was injesting a ton of oil. Not good. For now I'm going to run an E36 breather connection (which has a much smaller inlet hose at the valve cover) to a catch can which is attached to intake vacuum. If that still sucks too much oil I may just put the E46 AOS back in. It's the best solution, but I really wanted to keep the area under the intake manifold empty as it makes working on things a bunch easier.

I go back on the dyno tomorrow. We were having a bit of trouble with the cam phaser control in the megasquirt which I think I've resolved, so it should run better all around.
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Old 04-10-2014, 01:23 PM   #42
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Dude, very nice work. I just port matched my head (didn't require a whole lot) and did the b30 manifold this weekend and you are right, F*** taking that thing on and off. After I finish my next set of airflow mods (cams/headers), this may just be the very next one along with a 3.5" MAF and e85 conversion. I'll just make sure to pick up a spare head in between now and then.

Glad to know having an early e46 makes that one part easier.
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Old 04-10-2014, 09:11 PM   #43
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I wouldn't bother with the E85 conversion unless you have forced induction. It just didn't make any power on my motor .
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Old 04-10-2014, 09:16 PM   #44
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John, once you get this all wrapped up & working perfectly........who's gonna drive so it can actually go fast ?
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Old 04-11-2014, 06:24 AM   #45
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Yeah, who knows, that's an ongoing problem :lol:
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Old 04-11-2014, 08:47 AM   #46
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I wouldn't bother with the E85 conversion unless you have forced induction. It just didn't make any power on my motor .
That's very interesting, I wonder why. A friend if mine converted his e46 323 and made about 30 whp. The 328 needs the e46 M3 fuel rail and b30 injectors to work. Idk what a b30 engine needs besides that fuel rail though, probably the green monsters? I know u did all the right stuff for the e85 conv though, I wonder if it is an m54 vs an m52 thing? Idk
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Old 04-11-2014, 08:02 PM   #47
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I suspect his gains came from an optimal tune rather than from the E85. We did back to back testing on two cars and found no gain whatsoever. And yes, both of us had all the infrastructure in place (pump, injectors, etc) to take advantage of it. For what it's worth, the 323 and 328 fuel rail flows more than enough for E85. No need to convert to the M3 rail.

E85 gains on cars that have heat soak problems and cars that have preignition problems. Your engine has to want a lot of ignition advance for it to work and the M54 seems really insensitive to it in our testing.

My dyno day got postponed to next Saturday .
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Old 04-12-2014, 09:45 AM   #48
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His DME adapted to the increased flow. 340lph pump, injectors, and rail. I'll have to get more details from him and post back
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Old 04-12-2014, 05:28 PM   #49
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Yeah, that's not very likely. Something else is going on.
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Old 04-13-2014, 01:14 PM   #50
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So I confirmed he did the FPR from an '02 M3, b30 injectors, and stock tune. Dyno showed 40whp and 30wtq.

U were right the rail is perfectly fine. I misunderstood what he had said.
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Old 04-13-2014, 05:54 PM   #51
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I'll believe it when I see the dyno sheet.
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Old 04-13-2014, 06:59 PM   #52
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I'll see if I can get him to find it. This was a while back
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Old 04-14-2014, 02:59 AM   #53
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So I confirmed he did the FPR from an '02 M3, b30 injectors, and stock tune. Dyno showed 40whp and 30wtq.

U were right the rail is perfectly fine. I misunderstood what he had said.
I think he also installed an S54b32. the S54 was the only e46 era 6 cyl bmw engine I've played with that has enough hardware / electronics to drop or gain 40 rwhp / 30 torque naturally aspirated.
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Old 04-14-2014, 07:09 AM   #54
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I think he also installed an S54b32. the S54 was the only e46 era 6 cyl bmw engine I've played with that has enough hardware / electronics to drop or gain 40 rwhp / 30 torque naturally aspirated.
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Old 04-14-2014, 08:36 AM   #55
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I think he also installed an S54b32. the S54 was the only e46 era 6 cyl bmw engine I've played with that has enough hardware / electronics to drop or gain 40 rwhp / 30 torque naturally aspirated.
I'll believe it when I see dynograph, as I never did. Who knows the real numbers, though I am sure that was some improvement. I thought all cars needed a re-tune when converting to e85 anyway....so I was thrown off a bit.

I also thought our DME had a max fuel trim of 110%. Doesn't e85 require something like 30% more flow to make same amount of power which is why it would require a re-tune?
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Old 04-14-2014, 01:51 PM   #56
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Yes, E85 has much lower energy density than gas so it requires significantly more flow, on the order of ~ 30%
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Old 04-14-2014, 01:52 PM   #57
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Old 04-14-2014, 03:08 PM   #58
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If you want to borrow my porting templates send me your address and I'll put them in an envelope. I do need them back, though.
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Old 04-14-2014, 03:57 PM   #59
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If you want to borrow my porting templates send me your address and I'll put them in an envelope. I do need them back, though.
yes, please!

Several months from now, keep them someplace safe
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Old 04-19-2014, 06:48 PM   #60
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Great day at the dyno. We found another 10 horsepower over my last tune (with the M54 manifold), but the big kicker is the 10lb-ft of torque from 4,000 RPM all the way to 6,200. This manifold is absolutely killer. The loss of the DISA torque bump is kind of a joke when you see the whole curve.

That's the good news. The bad news is there is still more that we couldn't get today. These cars respond really well to exhaust cam tuning in the midrange, but we had the cam parked at full advance on the best runs (except below 4,000 RPM). Clearly when I set up the cams I didn't get the exhaust sprocket correctly set up - it needs another 5-10 degrees of advance to make the most power but we've run out of actuator travel. I'll have to re-set it, making sure to get the sprocket positioned correctly at the very least, or maybe bias it for just a little bit of advance.

I can't run the dynojet software on this computer but as soon as I get in front of my other computer I'll post the sheet.
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