Originally posted by flyboyx
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M62B44,M60B40 heads & cams, Eaton M112 (now with NOS)
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Originally posted by Mykk540i/6 View Post
I found there to be roughly 4cc of volume in the piston tops.
The only MLS head gaskets I could find available for the M62B44 is 1.74mm thick. So now I have enough information to calculate compression ratio:
...not quite the 11:1 compression that most believe the M60 heads on M62 block to produce. But it's good news for me using the supercharger.
Have you run the numbers yourself to verify?
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Originally posted by alistairolsen View PostAn engine of an unproven spec, thats out of the car and hasnt been run yet, booked into an event 5 weeks away....
I can't decide if youre brave or stupid, but I salute you!1989 325i LS Swap (Money Pit):https://www.r3vlimited.com/board/sho...d.php?t=244933
COTM Feb 2019: https://www.r3vlimited.com/board/sho...d.php?t=428404
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I wanted to compare the piston tops of the M60B40:
They sit roughly. 035" out if the hole @ TDC and have no dish!
M60B40 compression ratio calcs:
I'd really like to see some M62 chambers to get an accurate M62B44 compression calc
This also means that the M60B40 has the more desirable quench/squish height compared to the M62.
If the M62 combustion chambers are indeed larger CC... this, combined with lower piston height and the piston dish means the compression is much lower then advertised.Last edited by Mykk540i/6; 12-25-2017, 07:38 PM.
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Originally posted by Mykk540i/6 View PostWe're in deep now boys
1988 325i SETA - Daily driver
1988 340iL - Track car
My M60 V8 swap thread here
[oo==OO==oo]
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Had a bit of a derailment, delayed the engine build just a bit. But really I wouldn't have been able to ontinue working on the engine until the end of January anyhow.
The clutch seized in my 540i/6. I had pedal pressure but the clutch wouldn't disengage. I could fire up the car in gear to move it around the yard but was undriveable on the road. I replaced the clutch slace blindly starting with the easy stuff first; That misleading worked for a day and then back to the original problem.
While the engine was out I dialed in a different cam timing, something I was going to do before the race event in January so I might as well do it now.
The Spec Kevlar disc welded itself to the pressure plate. Took a screw driver and hammer to separate them.
The replacement is an O.E style LuK brand clutch. It is sooo much easier to drive on the street. I'm going to do the easy break-in period, hopefully get more then a year out of this clutch unlike the previous.
In the same garage space where I changed my clutch there was an early 90's Supra the with the engine out. He also had a Spec brand Kevlar clutch disc and StageII pressureplate.... he managed to get 3 months out of his.
...pretty aggressive driving, but regardless I think I'll stay away from Spec from here on out.
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I got a Southbend S52 clutch for my M60b40/5sp.
ill see how it holds up.We're in deep now boys
1988 325i SETA - Daily driver
1988 340iL - Track car
My M60 V8 swap thread here
[oo==OO==oo]
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