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RHD Engineering ITB KIT Group Buy Feeler

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    RHD Engineering ITB KIT Group Buy Feeler

    Im pulling the trigger soon on Rama's kit. Is anybody else interested? It would be about $1500-1600 with group buy pricing and shipping.

    This is just a feeler - if enough of you are interested I will contact RHD and get the ball rolling however being that the price of this kit is what it is I am not expecting 10 people to be ready to throw down.

    If you are interested in this part then I am sure you are familiar with its quality and development.

    #2
    Wish I had the money to throw down for this. Would be a sweet buy
    sigpic
    91' 318is Brilliantrot
    Yes, it still has an m42

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      #3
      We already his kit for the m20, and his build quality is legit.

      He backs up the claims with dyno numbers and lap times.. almost thinking about getting a kit for the M30 going on to one of the racecars.
      1984 Alpina B6 2.8/1 #35
      1991 325i MT2 Touring (JDM bro)
      1991 Racecar (Chase Schmidt's former drift car - M30)
      2006 BMW X3
      2011 Audi A3 - wife's other German car

      Comment


        #4
        yes the m42 kit there was alot of development from enthusiasts worldwide. the m42 with ITB kit and a chip tune would easily trump a stock m20b25. With the manifold that Rama offers standard on this kit, the factory air flow meter can be utilized and factory motronic is actually able to cope.

        Glad to hear from you Jeremy that the build quality is exceptional. I am going to be ready to order by the end of the year... hoping for 150whp with the ITB kit, chip tune and 7lb RHD flywheel. Also too my engine is running no mechanical fan, AC or power steering which really helps get the power to the ground.

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          #5
          Looking to pick up the m20 set with cf airbox around Christmas or the new year.

          Comment


            #6
            Originally posted by 5Toes View Post
            the m42 with ITB kit and a chip tune would easily trump a stock m20b25....hoping for 150whp with the ITB kit, chip tune and 7lb RHD flywheel.
            I'd be impressed if you actually get the ~150 +/-5whp that stock 325s tend to put down out of ITBs and a tune on the M42, without using an overly optimistic dyno. Keep in mind you're talking about going from 138bhp to 170bhp, I don't see gains of 32bhp from the ITBs and chip without cams and solid lifters (for revs) to go with them.
            @turbovarg
            '91 318is, M20B25, T3/T04E 60 trim (18psi), megasquirt, coilovers, Z3 rack, cold AC
            [b u i l d]
            [Car of the month: April 2018]

            0c8b7c9527af628a346878feb14bf757

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              #7
              I would be if I had the money :-(


              My Daily Driven 318is

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                #8
                Originally posted by varg View Post
                I'd be impressed if you actually get the ~150 +/-5whp that stock 325s tend to put down out of ITBs and a tune on the M42, without using an overly optimistic dyno. Keep in mind you're talking about going from 138bhp to 170bhp, I don't see gains of 32bhp from the ITBs and chip without cams and solid lifters (for revs) to go with them.
                We will see. I just saw a comprehensive video of a miata 1.8 stock internals with jenvey itb kit, standalone, and 279 274 cams and it was making north of 175whp. Very similar engine to the m42. Not identical by any means but similar efficiency ranges.

                90hp/liter with ITB kit I think is possible. I will be dynoing my car once these are installed.

                my sssquid chip made a very noticeable difference on its own, possibly 10hp.

                another reason I am keen on this kit is that with tuned trumpets and stock cams/cam overlap I can set this thing up for max efficiency at 3000rpm (my cruising range while hypermiling).

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                  #9
                  I would predict significant gains with a standalone tune. With the stock AFM and ECU there is no way 30+ hp can be achieved.

                  Turbo M42 Build Thread :Here
                  Ig:ryno_pzk
                  I like the tuna here.
                  Originally posted by lambo
                  Buttchug. The official poster child of r3v.

                  Comment


                    #10
                    Originally posted by 5Toes View Post
                    We will see. I just saw a comprehensive video of a miata 1.8 stock internals with jenvey itb kit, standalone, and 279 274 cams and it was making north of 175whp. Very similar engine to the m42. Not identical by any means but similar efficiency ranges.

                    90hp/liter with ITB kit I think is possible. I will be dynoing my car once these are installed.

                    my sssquid chip made a very noticeable difference on its own, possibly 10hp.

                    another reason I am keen on this kit is that with tuned trumpets and stock cams/cam overlap I can set this thing up for max efficiency at 3000rpm (my cruising range while hypermiling).
                    to properly tune for 3000rpm you'll need really really long runners which might be tougher to fit and you probably wont see the same gains in the topend which kind of defeats the purpose. i would advocate as them as long as practical even though it might not be optimum it might make it more purposeful to drive
                    Last edited by digger; 10-27-2016, 11:00 PM.
                    89 E30 325is Lachs Silber - currently M20B31, M20B33 in the works, stroked to the hilt...

                    new build thread http://www.r3vlimited.com/board/showthread.php?t=317505

                    Comment


                      #11
                      The AFM is definitely going to inhibit air flow and limit the maximum bhp possible. Still though there is nothing to lose running motronic for awhile before standalone can be purchased.

                      With the longer runners and a retarded intake camshaft the powerband may be able to be smoothed out. The m42 has loads of room for a custom length runner setup, though the airbox may not be able to be fitted with this and motronic would have to be ditched at that point.

                      This thread can be for discussion/speculation of the kit but it has already been proven to be very efficient and worth purchasing.

                      Comment


                        #12
                        also m20b25s do not dyno 150whp lmao... where did you get that number? a competitive m20 in a pro3 car is right around 155wheel... and that is a racing engine with chip and exhaust... a stock m20 is gonna be around 140whp which is right where a ITB m42 is gonna be.

                        my gutted m42 sedan is noticeably faster than my brothers 325is (his car is stock and high miles). an m42 with work of this caliber and complete interior should be leading against any stock internals m20 car

                        Comment


                          #13
                          I want to clarify things about the AFM because there is still a lot of confusion. So, I'll put it plainly: The M42's stock AFM is not restrictive and is good for ~190bhp. Even at that point I have seen little to no indication that it is inhibiting air flow, it just hits its max output voltage of ~4.8V. The data below was taken on my 2.1L M42 which is rated at ~205bhp.

                          I logged the air flow signals from the stock AFM and my MAF conversion back when I was still actively developing it. You can see that the MAF effectively flows no more air, even at top RPM. Sure, the AFM flat-lines up top, but that is a voltage limitation of the sensor since it was not intended to have this much air flowing through it.

                          The "bump" in air flow with the AFM at ~3000RPM is not a real difference in air flow. The mechanical flapper door in the AFM hits a resonance at that RPM which causes the door to open more than it should and it is effectively "lying" about the air flow there. The WOT fuel map in a stock tune reflects this because it leans out in that RPM range to compensate for the incorrect AFM signal.

                          Similarly, the "dip" in the AFM signal around 6500RPM is another mechanical resonance in the moving parts. You can see that the AFM flow signal goes right back up to where the MAF signal is, but then it hits its output limit.

                          Also, ignore the AFR plots. I reset the ECU before some of the runs, so the O2 adaptation wasn't settled and caused extra-rich running.


                          Hopefully this puts some of the mythology about MAF conversions to rest, at least for the M42. On an internally stock M42, a MAF does NOTHING for power. Zilch. Nada. Even on a strung-out build like mine I have no evidence to suggest that the AFM is a bottleneck. The AFM does have its own issues, so this isn't to say that a MAF conversion is without any benefits, but there's no power to be gained.

                          Comment


                            #14
                            Originally posted by 5Toes View Post
                            also m20b25s do not dyno 150whp lmao... where did you get that number?
                            Read my post again then talk to some specE30 guys kiddo. 150 +/-5 is perfectly reasonable to expect from a healthy M20 depending on the dyno.

                            Edit:
                            read up http://spece30.com/forum/16-general-...o-dyno-results
                            @turbovarg
                            '91 318is, M20B25, T3/T04E 60 trim (18psi), megasquirt, coilovers, Z3 rack, cold AC
                            [b u i l d]
                            [Car of the month: April 2018]

                            0c8b7c9527af628a346878feb14bf757

                            Comment


                              #15
                              Originally posted by 5Toes View Post
                              also m20b25s do not dyno 150whp lmao... where did you get that number? a competitive m20 in a pro3 car is right around 155wheel... and that is a racing engine with chip and exhaust...
                              ..actually, a competitive PRO3 car is more than that. A lot more. And that's from actual dyno results. The real numbers for PRO3 cars at the pointy end are never shared publicly, but mid pack cars are usually in the 165+.

                              Before piggyback systems were outlawed, one was rumored to be around 190.
                              1984 Alpina B6 2.8/1 #35
                              1991 325i MT2 Touring (JDM bro)
                              1991 Racecar (Chase Schmidt's former drift car - M30)
                              2006 BMW X3
                              2011 Audi A3 - wife's other German car

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