Ben

Looking for these parts prefer wellington area or close by M50 flywheel M50 clutch OR M20 Flywheel M20 clutch M20 starter motor I want these semi asap Price=cheap please Call/text me on 027 214 5849

+1 BTW when i said 20det injectors fit i thought you would be tuning with a fuel controller or something, when I used them my car overfuelled to the point where it couldnt rev past idle just a heads up

Ive been on the hunt for a cheap E30 325i manual and Ive finally found one that looks promising so just wondering where they usually rust. I know sweet FA about them so school a noob with a mega E30 knowledge bomb (Dont tell me to search, I want to hear from nz owners with nz vehicles not some old usa thread) Sorry in advance if my E30 noobness insults any of you

Screw trademe sell them to me now!!!

angle grinder compressed will get you lower than superlow kits and theyre cheaper (depends where you go) but coilovers are your best bet dude

= best Size up a pulley from an RB20/25 alternator. When i looked into using sc14 i THINK that was gunna give me bout 10psi on m50b25 Using existing aircon pulley on engine and replacing SC pulley with RB alternator one

Have you got some sort of fuel controller? with a larger injector youll be running the same cc increase from idle to redline and 100cc seems a bit much for stock stuff to deal with without fuel control When I put 20det ones in mine it overfuelled like crazy on idle to the point where I couldnt rev past 1500rpm. Id go with m52 injectors and rising rate FPR to start with and jaycar sell a cheap fuel controller ohterwise apexi safc will work Are you going to have it on a on/off switch or full time boosties?

Na man 25det injectors are side feed Can use rb20det injectors they around 100cc more than m50 same impedance aswell. the bodies a bit long but you can still get the fuel rail to fit over them Also you need to fiddle with the plug to get it to fit. otherwise m52b28 ones are 50cc bigger and a direct replacement.

When Fijians attack What do you guys make of this? I had a bit of a lollies when I first looked was like what they gonna do row over here in a canoe and chuck a harpoon?

Thanks for the advice guys Working under a lowered bmw is officially on my hate list now but I got it done I felt like an amateur after I removed the heat shielding and saw how simple it was. Ended up removing the support bearing and the exhaust mount behind it then the dshaft pretty much fell out.

I need to drop my gear box to change release bearing and just wondering Do you have to remove the whole driveshaft or can you just slide the front half back inside the rear half? (If you know what I mean) I havent removed the heat shielding to see whats going on around the support bearing yet but just want to know if I can short cut removing the whole driveshaft Any insight appreciated Cheers Ben

Is there any wear on any of the bearing surfaces? Are the rods, pistons and crank in good condition?

Hey where are you located? Whats your contact number?

run black rear plate and none on the front then cut your springs and take your bonnet off youll be baawwllin maayyynnee

If rays to far away theres "JK Southern Euro" in Welly dude Contact details should be in the forum sponsor section

Are you trying to say cam duration doesnt affect hp output? Holding a valve open longer even with standard compression would create more power. Take kerry's engine above^^ M52 with higher duration M50 cams. If he took the cams out his hp would drop . And Im guessing hes using the standard 10:1 CR. If he was to go hotter in the cams again he would see more power albeit at higher RPM. Yes compression helps with hot cams but its not needed for a hp increase. I already have B32 injectors and I can get both cams for under $500. The tune is the only price Im not certain on because that can obviously vary. I calculated the above in a way to get the lowest figure from the outlined possible increases. If I had have calculated from whp you can bet someone else would say "you cant do it like that" A quick guess would say Id come within 10whp of what I originally said though. You have raised one point I was pondering though, does Gavins dyno exaggerate figures compared to others?

E30-323ti - Ill employ gavin to tune it and cams, regrinds or aftermarket, are going to do the same job as long as I can sort lash but more on that further down. CamB - Its cheaper for me to build a B30 by a huge margin and it would be rebuilt as well. Silverfox's setup is relatively standard, this is a quote from a PM he sent me... "has standard cams, but with the vanos removed, so they have to be locked off. It is about a 40k engine other than that, no other mods, uses m52 steel std headers, and yes, full m50 loom , ecu, intake etc. Has a full remap courtesy of Gavin at Hi Velocity as well. There are a few other small things you have to do such as modifying the cam sensor wheel, although, going in an E36 does make the bottom end easier. Only revving to 6500, and m50 injectors, the torque would blow you away, more than factory." Im taking ^that^ and adding as much as I can to it. After a long phone call to kelford cams we have come to a conclusion on the max duration on an M50NV cam without going to a full hard face weld and grind. Also using the above as a baseline we came up with a conservative figure for what power could be expected Cams - +15-20% CR increase - +20-25bhp Exhaust - +7rwhp/10bhp min.(according to wayneys dyno figures) If we say baseline tuned M54B30 is 270hp and use lowest figures for power increase 270+15%+20+10=340.5-15%(drivetrain) =289.425whp conservative estimate I still feel thats an optimistic figure Id be happy with 270rwhp which is s50b32 territory for under 1/2 the price.

'Silverfox' is getting more than that on a standard M54b30 with locked vanos. I want to use a higher CR, much more aggressive cams, a full exhaust, bigger injectors and higher rpm (possibly a lighter flywheel also). If my budget allows ill try to balance everything and lighten and knife edge the crank. I cant find a flow chart for M50NV vs S50US heads but guys in USA are getting 300+whp on there "hotted up" M50s with similar setups (cams, CR, zorst, etc). Im not saying thats what Ill get but its still motivating. If it ends up being quite peaky powerband Ill just put a auto diff in the back so it stays in the rpm range

Just so everyone knows, Im trying to make this build as simple as possible. I dont want custom pistons, rods or crank bore the block aftermarket cams. This is pretty much a BMW parts bin build. I will sacrifice some performance to retain OEM BMW parts (cam grinds and block/head/piston trimming excluded) Vanos vs non vanos is a tired arguement Ive owned my NV for 5 years and Ive never thought it needs more drivability And anyone else thats driven it has always commented on how they love the way it delivers power. Considering this car is a weekend/track day warrior, power under the curve doesnt bother me. Im using the non vanos head as it has the hottest cams for a non M engine and I can have them modified for my needs at a fraction of the price of aftermarket cams. Dollar for dollar the NV head is going to make more power cheaper than a vanos head which would require custom cams to get to the same duration/lift as mine At least in my situation its cheaper. *Disclaimer* I dont think non vanos is better than vanos!!! I like to change down a gear and ring it out to make my car go if you like to chug around at 50km in 5th thats your choice

After some thought I think its easiest to shave the block 2.0mm to get the CR Im after but Im not sure if this is going to be a problem for the cam chain tensioner to take up the slack. Does anyone know more about this??? Also can anyone confirm the lift and duration of M50B20NV (320i) cams??? One catalogue Ive read has a listing as 9.7mm@255 OEM replacement and Ive read in a few other forums that they have a longer duration than B25NV. Ive been quoted $150+gst for a performance regrind at kelford if the B20 cams arent suitable. Waiting for them to call back 2mrw about the max they can grind the standard cams. Whats the max RPM for M50B25NV Head??? (I havent found any consistent figures that Im happy with though Im feeling 7000rpm should be safe with new parts) As for the basic engine setup this is what Im hoping to build... -M50 block (shaved 2.0mm) -Rebuilt M50 head -OEM 1.75mm M50 HG -256/240 or 272/256 cams (re. kelford) -M54 rods, pistons, crank -Lightened M20 flywheel -'Wayney' headers -3" Exhaust -M52 Injectors -Hi Velocity Remap Using 'Silverfox' M54 as a reference for my expected power output Im wondering if my initial goal was rather conservative. Im hoping I could gain an extra 40-50hp on top of the 260whp If you disagree feel free to tell me im dreaming This weeks priority.. Clear out garage Build decent work bench Next week.. Buy stuff Do work Throw spanner

Although I do agree I already have an iron block in my car And in my case saving 20kgs isnt worth the extra money Ill just take a seat out instead

Na Im wanting high comp N/A I havent added all info yet This is all from my research but yes PEI330Ci's figures seem to line up with everything I have found.

I thought id start a post about this as Im planning to build an M50 stroker in the coming months. My goal is to have a High comp N/A M50 engine with S52/S54 power Im not expecting this but Im aiming for 260+RWHP using OEM BMW parts (besides cams) If you have any extra info or can correct something I have wrong by all means add it to the thread cause im sure it will come in helpful for anyone else thats researching this. Most of the info I have is for using an M50B25 non vanos though for the most part it is still applicable to the other 84mm bore M50/52 engines vanos engines. M54B30 ENGINE SPECS Pistons. Bore - 84mm Comp. Height - 28.32 Valve Recess Depth - .71mm, .76mm Dish CC (in block) - 17.4cc Deck to piston @TDC - 3.7mm Comp. Ratio - Advertised as 10.2:1 in reality its closer to 10:1 Head Gasket 0.76mm (0.030") Rods Length - 135mm Crank Stroke - 89.6mm Head Chamber Vol. - 34cc M50B25NV Pistons Bore - 84mm Comp. Height - 38.2 Valve Recess Depth - 2.24mm, 2.93mm Dish CC (in block) - 17.4cc??? Deck to piston @TDC - 1.1mm??? Comp. Ratio - Advertised as 10:1 in reality its closer to 10.1:1 Head Gasket 1.76mm (0.070") Also a 2.05mm available Rods Length - 135mm Crank Stroke - 75mm Head Chamber Vol. - 34cc??? Now with M54 internals used in M50 block with M50 HG I have come to a compression figure of 9.013:1 based on both engines having the same deck height. The reason for the low CR compared to the M54 is the M50 HG is 1mm thicker and this obviously lowers CR radically. This wont do as I will need a CR of atleast 11.4:1 to reach the desired power target. So the main problem with this build is finding the correct OEM piston that will give the desired CR and have deep enough valve recces to accomodate the M50NV/Custom cams. EDIT!!! The M52B28 piston is NOT an option... Bore - 84mm Comp. Height - 31.82 Valve Recess Depth - 0.5mm, 2.37mm Dish CC (in block) - 17.4cc??? Deck to piston @TDC - 0.1mm??? Brings CR to 14.07:1 even with 2.05mm M50 HG EDIT!!! Specs I need verified for more solid equations... M54. Deck Height M50. Deck height, Piston dish cc, Head volume cc, Deck to piston@TDC M52 Piston dish cc *Glenn* if you see this aybe you can chime in?? I WILL ADD MORE SPECS AS I FIND THEM!!!

bahahaha excellent

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