sergey_e30

And now it's time to go to the dynamometer. We loaded onto a tow truck and arrived fairly quickly, without traffic jams. Unfortunately, immediately after the start of the tuning, a problem arose, the oil hose from the engine to the oil filter housing cracked, it was temporary, they thought it would be fine for now, then they wanted to put another hose and squeeze it out normally, but it still could not stand it, most likely due to for the high oil pressure in the S85 - about 6.5bar at high revs. Unfortunately, it was impossible to quickly change this hose. It was not possible to set up everything that they wanted to the end, pouring oil on the dynamometer and adding new to the engine, made a couple of measurements, up to 6700 (blue on the graph) and 7200 (red on the graph) rpm not at the worst corners. But even with this result - 459 l / s at 7200 rpm, they are quite satisfied. A thousand more revolutions in stock, plus there is a large margin in tuning. I think it will turn out to reach the result of 520-530 hp. at maximum speed (8250). Now the car is waiting for a complete disassembly to a bare body, painting and reassembly. Next time we will go to the stand after the final assembly.

After the first not very successful exit attempt, it became clear that driving without a brake booster would be very difficult. We considered several options: • transfer of the vacuum cleaner to the left front headlight • installation of a hydraulic booster of brakes • installation of an electric brake booster. As a result, we stopped at the device of brakes on the principle of clutch, the rod of the vacuum cleaner will squeeze the clutch slave cylinder, more precisely 2 cylinders for reliability. Here is a photo of the first sample of this scheme))) A test drive showed that this scheme is quite viable, braking practically does not differ from braking with a conventional vacuum brake booster. They decided to place this system in the trunk, removing the additional tank. The vacuum will be created by an electric vacuum pump, the vacuum will be controlled by ABIT, turning on the pump when the pressure rises and turning it off when decreasing. So that the pump does not constantly turn on, a small receiver was added. We welded brackets for all this.

The rear brakes were chosen for a long time. The diameter of the brake discs was about 310-320mm to match the front. Because single-piston calipers are installed in front of the rear, they also decided to install single-piston calipers. The choice fell on the brakes from the M3 E36. The diameter of the brake discs is 312mm. Used calipers in excellent condition were bought pretty quickly. The letter /// M is cast on them))), a trifle but nice. We also bought new brake discs, pads, shields, all on the handbrake. The calipers were installed pretty quickly, the adapter turned out to be quite simple. But with the handbrake I had to suffer pretty much. To attach the brake shield, a special plate had to be grinded. But in the end everything fell fine, the handbrake works without problems.

After the first exit and an attempt to drive into another garage, it became clear that driving with such an exhaust was not very comfortable. The middle part of the exhaust system touches high speed bumps, and it turned out to be entered into the garage only by placing boards under the wheels. It touches mainly the left side, the right side is slightly higher due to the fact that the original muffler passes there and there is a stamp in the body. I didn't want to reduce the diameter of the pipes, so we decided to use an oval pipe in the lowest places. Of course, it is much more difficult to adjust it, but it gives a gain of 2 centimeters with the same flow section, its height is 42 mm, versus 63 mm for a round one. There is also a Supersprint muffler arrived We decided to install it too, using oval pipes in the back. After the first fitting of the Supersprint muffler, it became clear that classic suspensions with elastic bands would not work, because the distance to the body and to the rear bumper is very small and when rocking, the muffler will definitely hammer on all this. It was decided to rigidly fix it to the body, and weld 2 more corrugations into the track. This is how she looks on the car, the photo is not the best

Another big problem with all S85 swaps in the E30 is the sway bar installation. The sway bar does not fit into its original place behind the engine beam, the large engine sump interferes. It also cannot be placed below the engine sump, because then it will practically lie on the ground. And then we came up with the idea to use the sway bar from the all-wheel drive E30, where it is installed in front of the engine beam. They tried it on - it seems to fit. Brackets were made, by analogy with how it was done on the E36. In the photo, the sway bar struts are attached to the levers, as on a regular E30. In the final version, they will be attached to the front shock tower, both on the M3 and on the iX. The sway bar passes between the two parts of the engine sump, there is enough space for it, it does not touch it for anything, and it turned out to be higher in level than the sump and beam, and so the small ground clearance did not decrease.

Even during the first installation of the engine layout, it became clear that there was no place for a vacuum brake booster on the engine shield. There was an option to move it to the left headlight, but then you would have to put a zero-point instead of the filter housing and all the beauty and symmetry under the hood would be lost, and in any case it is not a fact that there will be enough space for the rods. A study of the S85 swaps has shown that it is mainly a tandem pedal assembly with cylinders in the cabin. Was ordered by Willwood pedal assembly And brake cylinders to it While waiting for the ordered pedal assembly, we started installing the front calipers. The main problem was that once upon a time I bought 3-piece HARTGE rims (they were produced specifically for the M3 E30 and M5 E28) and I really wanted to use them on this car. It was not possible to supply 4-piston calipers with these discs, so we settled on single-piston calipers with relatively small 325mm compound brake discs. After long adjustments, we still managed to establish all this. Several offices in the world make ready-made adapters for installing this pedal assembly in the E30 It was easier to buy it, but since we have slightly changed the position of the steering column and it is not a fact that a ready-made adapter would fit, and we didn’t want to wait for its delivery, it was decided to make it ourselves. After a couple of days, the adapter was ready. The brakes are installed, the first ride took place. And at the first braking, it became clear that it was impossible to drive like that. I don't know how they ride with these sports pedals abroad, maybe they are very strong there, of course you can stop with them, for sports it is probably normal, but there is no need to talk about some kind of comfort when braking. We still need to install a brake booster! (((

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 beautiful under the hood))) We fixed the engine control units to the brackets from the turbodiesel, where there are also two engine control units Almost everything is ready for tuning the engine on the road

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 !!! https://youtu.be/Z97RfGpMs0E https://youtu.be/aMUSf5gXQVg We are all very happy, we need to finish the brakes, wiring, assemble the body and run it first on the road, and then to the dynamometer to find out how much power we got and whether we managed to reach the factory performance.

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 resonator with 2 63 inputs and 2 63 outputs. I bought a bunch of 63 pipes, bends, V-Bands. All this was welded. The rear muffler was ordered by Superspint, but due to the COVID, the manufacturing time began to tend to infinity, so the rear muffler can was temporarily purchased, a replica Magnaflow, and all this was installed on the car. Finished all sorts of little things necessary for the start-up. We installed a temporary tank in the form of a canister and a remote fuel pump. Filled with oils, antifreeze. Everything is ready for the first engine start. We are waiting for the customizer of the control unit to start and first set up

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 engine. It was planned to connect the power steering pump with the tank with hoses, but the engine turned out to be so close to the body that the supply and return hoses did not crawl through, it was necessary to weld the tubes.

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 only for its lubrication, the outputs are closed, a new gear was installed.

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

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 reasonable money. Unfortunately, this was not the case. A couple of weeks of searching and I was already ready to buy a good flywheel on Ebay for 500 Euro. I wrote to the engine seller asking if he had sold the flywheel from my engine, it turned out that he had sold it, but promised to try to quickly find another one. And the truth is, a few days later the flywheel turned out to be with me, and completely free of charge, at the expense of the killed vanos pump. The condition of the flywheel was so-so, but I only needed a crown with a reference disc from it. Next, a new clutch basket 240mm from the M30 was purchased, from which the clamping part was taken. And a large piece of aluminum was bought to make the flywheel. The manufacturing process has begun. After a few days, the flywheel was ready. And it is installed on the engine, which was removed from the car to install new inserts, timing parts, etc. new spare parts came to refresh it. The clutch also fell without problems.

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 pedal is pressed to the maximum to increase power ... To obtain maximum information about the operation of the engine, a broadband oxygen sensor and an EGT sensor (exhaust gas temperature sensor) were installed in each of the engine halves. Also, an oil temperature and pressure sensor was installed in the oil filter housing. Installed a coolant temperature sensor. We installed M50 throttle position sensors, and we also had to make adapters for them.

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 radiators and it was necessary to make a decision whether to repeat this scheme or make one radiator for 2 heads. We did not understand exactly why the original S85 radiator was divided into 2 radiators, (like to reduce the pressure), but in order to avoid problems with fluid circulation, it was decided to repeat this scheme. A radiator from an M3 E46 was chosen as the basis; it almost ideally fit in size and was available in Moscow. It was before the new year and an order from Europe would have to wait at least a month. The original side plastic tanks were removed from the radiator and welded aluminum. We made the bends for the pipes and welded them. The hoses from the S85 were shortened, tubes were inserted in the middle, and they fit perfectly into place.

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 mechanically adjust the position of the camshafts. We put the shafts along the valve overlaps. Vanos covers were made on a milling machine There were a lot of shavings))). The result is the following installation kit:

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 from some BMW, then I will order a new one, more suitable in length. We decided to use the idle valve from the M50 engine, made a bracket for it, rubber hoses were made from the S85 hose. Welded tubes for supplying air to the heads. The flow meters were also removed, instead of them a MAP-sensor and an incoming air temperature sensor were installed. Need to do It was also decided not to install the original gas station, consisting of 2 pumps, since it did not fit into its own tank, and the hand did not rise to cut a new original tank for 1000 euros. An Aeromotiv 340 l / s pump was installed in the tank, on the original E30 flask. According to the experience of turbo projects, it is enough for up to 600 l / s, but if suddenly it will not be enough, we will install the second one in the second half of the tank. There is no fuel pressure valve on the S85, where the engine control unit regulates the pressure by switching on, off and reducing the voltage on the two pumps. By the way, according to reviews, this system is also one of the weak points of the S85. Instead, a fuel pressure valve AEM was installed with pressure regulation capability. A fuel pressure sensor was installed in the valve.

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)

http://abit.spb.ru/en/ice-control/benzinovye-i-gazovye-bloki-upravleniya/m11-korvet/

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 entire new set of vanos exceeds the cost of the engine. In addition, after talking with those who removed the vanos, I realized to my surprise that almost all of them were unanimous in the opinion that without the vanos, the power grows, and the insignificant loss of momentum at the bottom is not felt in the light E30. The increase in power is explained by the fact that the vanos pump is installed on the crankshaft and must pump 200 bar of pressure into the vanos system, which leads to a power loss of about 50 hp, and the maximum angle of rotation of the shafts is used to quickly warm up the catalysts for the environment. Phase and shaft lift are quite suitable for work without vanos • Low reliability of electronic units: throttle drives, idle valves • It was ABIT that was chosen due to the fact that we have been cooperating with the tuner (Jan, RST) for a long time, he tuned all our turbo projects and I am satisfied with his work. In addition, he himself was interested in trying to connect two control units, and as my experience shows, the interest of people is half the battle. In short, the choice was made. Time and dyno measurements will show whether it is correct or not. I give a graph of the motor from the Supersprint catalog with their exhaust, there is something to strive for.

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 problem: • Original engine control unit with an attempt to install all components that are necessary for correct operation, such as ABS, speed sensor, etc. (This option is very difficult to implement, since it would be necessary to install almost the entire E60 in the E30 together with comfort blocks, steering angle sensors, etc.) • An original engine control unit with firmware from the well-known AWRON company, a video of how they start the S85 on the table can be easily found on the Internet (this option has one big drawback - a high price, about 5,000 euros, but according to many reviews it works well) • The original engine control unit modified by less well-known companies (in Russia I have not yet been able to find those who can do this, and I didn’t want to hope for those who have never done this, and the timing and result are not predictable) ... Communication with those who installed the S85 abroad and flashed the MSS65 also did not lead to any positive results, everyone complains that after the flashing the motor does not work as we would like. • Non-original engine control unit with the ability to control all S85 gadgets - 10 cylinders with the impossibility of paired-parallel ignition, 4 vanos, ion blocks, etc. (Only one such engine control unit was found - Pectel from Cosworth, the price of which in the required configuration exceeds all reasonable limits, and it is not clear who will undertake its setting) • Non-original engine control unit with a simplified control circuit, rejection of vanos, ion blocks, etc. (this option is not very convenient due to possible losses of power and torque by the motor and difficulties with tuning)

We continued to adjust everything, welded the water pipes. I thought for a long time what to do with the expansion tank, I really wanted to leave the original from the S85, moving the power steering tank to the right, but the expansion tank from the S85 did not fit in any way, very high in height. Then we decided to use the original tank from the M3 E30, let me remind you that on the M3 it stands where the battery is on a regular car. The advantage of this tank is that, like the tank from the S85, it has two thin inlets from the radiator. We ordered a new tank, with a very long delivery time from Germany, as soon as it comes we will weld the brackets for it. Then we moved on to the air conditioner pump. There was some very small compressor in the garage, most likely it was removed sometime from the S52 (it was also installed on the E36 with the M52 engine, the same was installed on the M42, but on that a pulley for a 4-ribbed belt, and this one on 5 ribbets). In general, the S85 has a 6-ribbed belt. the power steering pump is also driven from it, but nothing, and 5 ribbets should be enough. Welded the pump bracket and installed the alignment is met, the clearance from the body remained about 2 cm, given the solid engine mounts, it should be enough. The outlets of the pump hoses are located quite conveniently, it should not be difficult to weld the tubes for them, but this was also left "for later", because ordered new original tubes, also with very long delivery time.

I need M3 A-pillar covers, not normal E30

Maybe someone can help me with my project? I need a few original details from M3 E30 for my project: Front left bumper bracket Front a-pillar trim Covering the sunroof mechanism 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

The oil filter housing on the S85 is quite large, with outlets to the engine on one side and to the oil cooler on the other. Finding a place for it was very difficult. Considering the outlets of the oil channels from the engine on the right side, there was a place to the right of the engine, between the bumper and the wheel arch liner, but on the e30 there is an air conditioner dehumidifier that I didn't really want to carry (yes, I also really wanted to leave the air conditioner, although at the first fitting it became clear that the original air conditioner pump from the S85 does not fit, and we need to either install another pump, or cut the body, as is usually done with the S85 swap). Therefore, it was decided to install the oil filter housing to the left of the engine. Welded oil pipes a little, made brackets and the oil filter housing took its place. I really didn’t want to install the zero resistance filter , so I had to slightly modify the original air filter housings. Also we welded brackets for them and installed. Looks great!