Emma Watson and 2 E34's (Low Mount Turbo M50 Project)

[zwill23]

God damn it. Is this after street testing it or a second dyno session? The heat management is great, but man there has to be something majorly off with the tune settings. Maybe the motors timing is mechanically off? Not sure if it's easy to skip a tooth installing the timing chain on these motors...

Sorry dude, hopefully the head gasket was just your fuse like Northern said :(

[Northern]

fingers crossed it's just head gasket...

[Dj Buttchug]

Update.


Severe engine misfire at idle...



There is coolant in cylinder 6....



Just let me die.

[Dj Buttchug]

Now working on controlling more of the radiant heat in the engine bay. Made a rough and dirty heat shield over the downpipe to give the transmission bell housing a break from the heat. Shielding also will help with heat moving up the fire wall. Adding Thermo cool lace wrap over the charge air pipes. 25% finished with the hot side pre intercooler. Post cooler is done. We will see if this product works.

[Dj Buttchug]

Air cooling pipe for alternator.


Leak checked radiator last night. Road testing this weekend.

[Dj Buttchug]

Few more pics of the new cooling system finishing up. Mounts, hoses ect. Nothing exciting really.

[Dj Buttchug]

View from the top. 1st part of the mounting is done. Next is to build the feed hoses from the expansion tank to the spider hose under the intake.

[Dj Buttchug]

Two coolant Radiators now, sort of. Because why not. Better than rubber hose I suppose.

[Dj Buttchug]

Ran out of metal for top mounts. Will likely do those this week.

[Dj Buttchug]

3 hours per side to build new mounts and fit them to the chassis. Very time consuming, measuring distances, using levels, test fitting 3-4 times before tacking mounts to chassis rails.

[Dj Buttchug]

I didnt go over 7-9 psi on the dyno run. IAT correction wasnt pulling much time because intake air was cooler, most likely due to the fans we had blowing right near it.

Lets start over now.

Cut out the first set of radiator mounts.

Shave the water pump snout another 1/2 inch.

Mock up, refit new mounts upper and lower.

Create several new custom coolant lines.

Completely re route oil return from pump to vanos plug at front timing case to oil drain bung I welded into the oil pan.

Install Zions Autosport radiator (which isnt all that bigger than stock)

FML

[varg]

I'm not sure how much boost you were running during that dyno session or what your compression ratio is but comparing your ignition table to mine, which is a lightly tweaked version of my base table, you have less advance and also pulling timing earlier for IAT and ECT. If you were locked in at 15° and seeing up to 230° ECT you're pulling 3°, and I don't know what your IAT was but it would retard the timing further. Retarded ignition timing will increase EGT, <12° of advance is pretty drastic at low boost, I'm not seeing that until around 18psi on my table. I have had serious under hood temperature issues with my turbo E34 but my downpipe is only mildly discolored. No dyno sessions though, the most sustained load my car has seen is in my 60-130 runs.

[Dj Buttchug]

Fuel Table (very rough and no where near finished) This is what we ended up with starting fresh. Master fuel is set at 8MS. Injectors used are Bosch Green Giants 450cc. The above timing table I drafted and used driving the car around town testing. It seemed to work well for the conditions I was driving under and it mirrors alot of timing tables I have looked at from other FI builds with similar specs to mine... Figured it was conservative enough to use with no signs or sounds of detonation.

[Dj Buttchug]

Manifold is straightened. Added some relief cuts. Working on mocking up turbo oil pressure regulator. Random pics of process. Overall level of difficulty to turbocharge an E34 correctly 12/10. Would not recommend.








The heat issue has me a bit puzzled as well. Airflow is big deal but the ambient temp in the shop was probably 70 ish degrees during the session. Posted below is the timing table I had constructed on my own based off zero actual tune data... Take a look and hit me with some input. It should be noted that while the car was on the dyno we changed the whole table to 15 degrees and started from scratch so this table below was not the one used during tuning.

[Northern]

Yeah I wasn't going to say shit, but I was also thinking it was weird to get that hot. I went the other way and was thinking too little timing, but I also have no idea how long they were on the dyno.

If it's not timing, I'd look at your target AFR and consider running a little fatter as part of your cooling strategy with the cooling system upgrade.
EGT sensor is more work, but if EGTs are hot enough to melt/warp things, then it's probably worth implementing.