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sergey_e30 hat zuletzt am 30. Juni gewonnen

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  1. After launch, for a while, nothing particularly interesting happened. We picked up the front end a little and, to the great joy, the hood closed without any problems. We made air intakes from the air filters, sawing off the native headlight shields. In the photo, the shields are old and dirty, they were used for fitting, in the final version it will be all new. Left: Right: We adjusted the wiring shields, it turned out well, it gradually becomes
  2. So, everything is ready for the first launch. Of course, there were some small mistakes, they re-pinned a couple of connectors on the wiring and the engine started working !!! https://youtu.be/bOxRtfIPjwk At first there was a small knock of hydraulic compensators, which is not surprising after almost a year of inactivity, I even climbed to see the price of new ones, almost had time to faint, but after a couple of minutes the knock disappeared. https://youtu.be/gnuyNfbCHZ8 It responds perfectly to gas !!! Doesn't smoke, at all !!!
  3. It's time to do the exhaust. The catalysts were sawed off from the exhaust manifolds, they are definitely not needed, and they do not fit. It was a pleasant surprise that the pipe turned out to be exactly 63mm we welded a V-Band to it, but I thought that it was thicker and the diameter would have to be reduced, because two 76x pipes would be very difficult to pull under the bottom. The collectors fit perfectly, the clearance to the body. In Europe I bought a
  4. By the end of work on the flywheel, new spare parts for a small refresh of the S85 just arrived. The engine was removed, the lower part was disassembled installed new inserts, timing drive, sprockets and oil pump chains, other little things and assembled for installation. In one of the previous parts, I wrote that the oil filter housing was installed in front of the driver's side, and the oil pump outlets on the S85 from the passenger side. We made pipes connecting them and fixed them on the
  5. Those who have read the previous parts will remember that the vanos pump was almost completely destroyed. But it was not possible to simply throw it out of this engine, since the main oil pump is driven through it and therefore it was necessary to bring it back to life so that it could function simply as a transmission mechanism. The pump housing was restored on the machine, the seizures were removed. We made the inside and assembled it. Now oil is supplied to it on
  6. Maybe someone can help me with my project? Still looking for: I need a few original details from M3 E30 for my project: Front left bumper bracket M3 E30 Front a-pillar trim M3 E30 I have attached a photo of these parts, if not clear. A friend of mine in Munich can buy them for me if there are difficulties with shipping to Russia
  7. Choosing the clutch was easy. On my turbo m50 at one time there was a SPEC Stage 3+ clutch from an S38 engine with an M5, designed for a moment up to 525Nm. Up to 550 hp, it showed itself very well, and it was possible to drive it like a normal one. Therefore, I decided to buy the same for the S85. Now it remains to make a flywheel for it. The engine was bought without a flywheel, since I did not want to use the original damper flywheel, the price for it was not small, and I thought that it would not be difficult to find a dead flywheel from an S85 for re
  8. Next, we moved on to making the engine wiring. It was decided to preserve the factory look under the hood as much as possible, so the wiring for the ABIT was remade from the original S85 wiring. Several days of work and the initial version of the wiring was ready. Also, changes were made to the algorithm of the operation of some parts, for example, the engine cooling fan at 1st and 2nd speed will be turned on by a signal from ABIT, the air conditioner pump clutch will also be activated from the engine control unit with the ability to turn off when the gas
  9. The removal of the vanos, which I wrote about in the previous part, brought another very big plus: the work on installing the radiator and its pipes was much easier due to the fact that the engine in the places of the vanos became much shorter. I had to think a lot about the radiator. It was immediately decided to make a custom radiator. There were two main problems: • Firstly, for the base, it was necessary to select from catalogs the largest radiator that fits into the E30 in size • Secondly, the original radiator from S85 consists of 2 separate radiator
  10. Considering that our vanos pump was inoperative, it was decided to remove the vanos. This decision was prompted, firstly, by the fact that buying a used pump is a lottery, and their prices are not cheap. A new pump costs about more than 1,500 euros, moreover, it is not known in what condition the vanos themselves are, and their cost is also not small. And secondly, as I wrote in one of the previous parts, according to the experience of other S85 owners, even more power can be removed without them. Split gears were made from the original drives of the vanos with the ability to mech
  11. When choosing an engine control unit, one of the main arguments was the opportunity to abandon the S85 electronics and its unreliable electrical units. One of them is throttle valve actuators. It took a long time to choose between mechanical and electrical from another car. So far, for simplicity, it was decided to stay on the mechanical one. A couple of days of work and the throttle drive is ready and even works, the gas opens completely, when the pedal is released, it closes quickly. Fastened to original places. The throttle cable was picked up f
  12. Korvet M11.x can expand up to 6 ign drivers Link has 8 ign drivers: https://www.nzefi.com/product/link-g4-thunder-ecu/ (все хорошо заработало на абите, спасибо за предложение)
  13. http://abit.spb.ru/en/ice-control/benzinovye-i-gazovye-bloki-upravleniya/m11-korvet/
  14. We have chosen an ABIT engine control unit (made in Russia), or rather two ABIT engine blocks, which will work together as a master and a slave, which will allow organizing 10 ignition channels. Now I will try to explain why such a decision was made. There were several reasons: • The main and decisive finally determining the choice in favor of a non-original engine control unit is the inoperability of the vanos pump. Of course, we could find a used pump or in the end buy a new one, but there were still other vanos elements, which are also far from new, and the cost of the ent
  15. And now we come close to the question that began to excite me very much even before buying the engine - about the engine control unit. For me, in general, this question seemed to be the most difficult in the whole swap, because for the normal operation of the original MSS65 engine control unit, a huge number of sensors with E60 are needed, which have nothing to do with the engine directly. Otherwise, the engine control unit falls into an error, the engine does not rotate more than 4-5 thousand, it does not give out power. Several options were considered for solving the brain probl
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