M54 Madness, the remix

[hoveringuy]

Any updates?

Doing something similar with an M54B30 (S50B32 Euro headers, M50B25 manifold, still deciding on whether to use M50B25NV intake cam on exhaust, M50 single Vanos setup) into an E36 sedan here in New Zealand. Originally I was going to delete Vanos entirely until I discovered the M50 Vanos setup fits the M54 intake cam.

I'm thinking about using the red label 413 DME as it already has the Vanos control etc but am a bit stuck on the fuel requirement of the bigger displacement engine. Is it advisable to adapt the fuel rail to suit the 24lb purple M54B30 injectors or stick with the green 17lb M50 items? Will the 413 Bosch run the new engine ok or will a new chip be necessary? I notice in one of your other threads you started with a Dinan S50 chip but later had TRM write a custom one for you.

Apologies for all the questions but I'm really having a hard time deciding which way to go with this project. Kudos for the work done so far, you've been one hell of an inspiration!

I'll be dropping the head off in the next several weeks. I will probably spring for a set of Schrick cams.

I ran the 413 ECU for a few years and if you are able to modify the maps yourself it would work nicely. A stock 413 will run lean. I was never 100% satisfied with it because i feel that TRM couldn't remote tune as well as if they had the car on their dyno, although it was a satisfying daily driver.

I haven't tackled the injectors in the M50 manifold yet but will most certainly use the M54 24lb injectors.

[Ahmedsinc]

Any updates?

Doing something similar with an M54B30 (S50B32 Euro headers, M50B25 manifold, still deciding on whether to use M50B25NV intake cam on exhaust, M50 single Vanos setup) into an E36 sedan here in New Zealand. Originally I was going to delete Vanos entirely until I discovered the M50 Vanos setup fits the M54 intake cam.

I'm thinking about using the red label 413 DME as it already has the Vanos control etc but am a bit stuck on the fuel requirement of the bigger displacement engine. Is it advisable to adapt the fuel rail to suit the 24lb purple M54B30 injectors or stick with the green 17lb M50 items? Will the 413 Bosch run the new engine ok or will a new chip be necessary? I notice in one of your other threads you started with a Dinan S50 chip but later had TRM write a custom one for you.

Apologies for all the questions but I'm really having a hard time deciding which way to go with this project. Kudos for the work done so far, you've been one hell of an inspiration!

[mike25]

Just read the initial thread, now I am even more interested. I am new to BMW still so im not exactly 100% sure of the differences between the M52TU and the M54 discussed in steve's swap, but I am sure i will figure it out along the way. I have never done any tuning, never even played with it, so the Megasquirt setup is going to be a challenge, but its a learning experience right? I will be reading Steve's megasquirt blog to see what i can absorb before starting my project. I am a Mechanical Engineer, so i am no expert in the electrical realm. But nothing is impossible!

Steve, your the man. That is all.

If you do not fancy going with Megasquirt you can use the standard MS43 ECU.
Ergen Motorsport in UK offer a plug and play MS43 ECU for non E46 chassis - they remove the CAN bus requirements in the ECU, but leave the EWS as standard retaining its security (most people think EWS has to be removed, but it does not) - and it works.

[TheDonVon]

Have you seen Steve's original thread?

http://www.r3vlimited.com/board/showthread.php?t=116803&page=2

It may offer you the answers you are looking for?

Just read the initial thread, now I am even more interested. I am new to BMW still so im not exactly 100% sure of the differences between the M52TU and the M54 discussed in steve's swap, but I am sure i will figure it out along the way. I have never done any tuning, never even played with it, so the Megasquirt setup is going to be a challenge, but its a learning experience right? I will be reading Steve's megasquirt blog to see what i can absorb before starting my project. I am a Mechanical Engineer, so i am no expert in the electrical realm. But nothing is impossible!

Steve, your the man. That is all.

[mike25]

Subbed. I am swapping an M52TU and am really interested in seeing what you do with the megasquirt instead of the stock DME.

Have you seen Steve's original thread?

http://www.r3vlimited.com/board/showthread.php?t=116803&page=2

It may offer you the answers you are looking for?

[TheDonVon]

Subbed. I am swapping an M52TU and am really interested in seeing what you do with the megasquirt instead of the stock DME.

[wazzu70]

I'm sure in the end its not a big difference regarding the coolant flow. The M50/2 based engines can make a ton of power without fuss. Mike R just laid down an 8.9s pass woth his 1000+whp stock ECU, no nitrous run. If the engine can take that, a simple 500whp setup has no issues whatsoever.

[Leo_328i]

Does the M52tu have the same coolant path as the M54? I have never worked on one so I dont know.

IMO the coolant flow in the M54 is much better to support higher power, but unless you are doing a big turbo build thats mostly irrelevant.

Yes, all the double VANOS engines have the reverse cooling. In theory it should allow for slightly more power as the cylinder head should be kept cooler than the older design. The question is how much difference does this really make.

[wazzu70]

Does the M52tu have the same coolant path as the M54? I have never worked on one so I dont know.

IMO the coolant flow in the M54 is much better to support higher power, but unless you are doing a big turbo build thats mostly irrelevant.

[totheredline]

I love this build. I used to own an E46 touring and I was pretty active on e46fanatics. God forbid someone tried to do serious engine modifications on the m54... everybody would jump on the thread and be like "the head will never support the flow, the harmonics are horrible, you cant do this, you cant do that." One of the shittiest car communities ever. (I fkn hate e46fanatics)

My point being, you prove that theyre all full of shit and you can get an m54 to produce power. E46 guys are just jackasses

[hoveringuy]

I can't see a strong advantage either way, if you're using an aluminum block for each build. I don't have much direct experience in a high-rpm build like you're planning, but I suspect that your best option would be one that involved a steel block.

Otherwise, not too much difference between an aluminum M52 and the M54.

I should be taking my head to the machinist soon.

[Leo_328i]

Steve, I love your work mate, this is really cool stuff.

I do have an interesting point I'd like to discuss in here as its quite relevant to us watching in anticipation of your results.

There was a guy that has fitted the M54's double vanos to an M50/M52 single VANOS head. (This guy - http://forum.e46fanatics.com/showthread.php?t=902606)

My question is whether its better to start with the older motor which already has the intake ports matched to the M50 intake manifold and then retrofit the double vanos or to go through the route you are currently planning.

This is of extreme interest to me as I was planning to build a motor later this year based on an aluminium block M52 single vanos block. My plan was to keep the stock 2.8l crank to keep harmonics in check, lighten the rotating assembly and use 140mm rods. I plan to spend a lot of time between 6000-7200rpm on this setup and want to avoid harmonic issues with the 89.6mm crank.

However, I can see that by using the older engine as a base, I will not have the reverse cooling system and electronically controlled thermostat that is present in the double vanos engines. In the older engines the coolant cools the block first and then the cylinder head, but with the M52TU/M54, it cools the head first which is great for keeping cylinder head temps down.

The questions are whether this means much and whether there is anything else I've missed here?

Cheers!

[hoveringuy]

Is the old motor dead? Planning to sell? It would be going in an E34 BTW, and going back to OBD2.

Nothing wrong with it... just easier starting with a motor that's not already in the car.

When I pull it will be almost complete. The only parts I'll need are the thermosat and maybe alternator.

Anyone who is in the area is welcome to drive the car!

[StereoInstaller1]

Is the old motor dead? Planning to sell? It would be going in an E34 BTW, and going back to OBD2.

[shanehutton]

Yes. Being attack car I do get to ignore things like fuel economy and low end torque. The car is only 2200lbs so it doesn't take much to light up the rear tires with the 4.10 rear end. I think it will still be plenty capable of lighting them up if I get too ambitious exiting a tight corner. With the headwork and cams I figure the M50 manifold should really get things going up top.

The oil pump shaft / crank issues of the b30 is exactly why I decided to go with the b25. The rod ratio is much better for high revs and the crank doesn't suffer from the vibrations that seem to be affecting the oil pump shafts. I did secure the oil pump sprocket with a spring pin as I assume it is still prone to back off and I didn't want that happening.

As for the crank pulley, I cut it off. Less weight to spin and more room at the front of the engine. Win Win. :p

I assume I will post up a thread on the build eventually. I don't want to jack this thread and all it's awesomeness.

Building the wiring harness this weekend.

Interesting Shane, but using as a track car has a different set of objectives: low rpm torque is not required, so I understand M50 inlet in this application, maximising top end flow.

Is there an issue with the oil pumps in M54B25, as there is with M54b30, when revving to 7,500rpm on a prolonged basis?

How have you removed the additional outer crank pulley? Physically removed it? Or used an alternative single pulley?