hybrid

Description: - BMW E46 M3 GTR - Year 2010 - 3.2-liter engine with 420 hp - newly revised - KMS control unit with programmable injector bar - Drenth 6 speed sequential gearbox - for two hours revision - Drexler rear differential - 2 hours since revision - Reiger Suspension Competition Coilovers - Bosch ABS M4 - race ABS adjustable inboard - Tilton-adjustable pedal block - GA-seat - HANS compatible - balance beam - air jack-4-ram - AP brake system - Front 6, Rear 4 piston - STACK system with data recording - Radio - Racecom - Oil, gas cooler, additional fan - GTR carbon fiber wide body - underbody diffuser with Flossmann - Makrolon panes - Carbon fiber roof - Lightweight Although there are a few floating around I still struggle to come to terms with 420hp from a 3.2 ... insane

Reverse Engineered BMW's DS2 protocol successfully Also thanks to Jochen for help a long the way watch this space .... cool sh*t for all coming soon

Get #5 #6 checked - Front thrust arm bushes loose their oil and cause the infamous e39 shimmey

Bonus Vid

Dont go buy some heavy junky non forged wheels for it if your replacing the OE ones. Keep the OE ones for a spare set for track days, you wont regret it. First port of call for you is -> http://forum.e46fanatics.com/forumdisplay.php?f=12 for ideas of what can be done. plenty of guys on their who have some some great stuff.

happy birthday. did you get anything for your birthday for the car ?

Haven't lived in AKL much? not something I personally would try.

how much for the steelie?!

Run it on Win7 32bit

that blows :/ Any Idea of time or any other details ?

And oldish BMW design but i thought it was pretty neat. Source: http://paultan.org/2005/12/11/bmw-turbosteamer/ BMW Turbosteamer gets hot and goes No, BMW isn't developing a German-engineered carpet cleaner, but rather a new technology that will no doubt give renewed credence to the idea that the internal combustion engine is long from dead. Called Turbosteamer, the new system actually uses principals derived from the steam engine to recycle hot exhaust gasses that would otherwise be wasted to power a drive assist system for the main motor. The gist is this – 80 percent of the heat energy from exhaust gasses is used to heat fluid and form steam that is then conducted directly into an expansion unit linked to the crankshaft of the engine. Yeah, OK, I didn't follow that either, but the net result is a 15% increase in efficiency and a bump of 14 horsepower and 15 lb-ft of torque in BMW's 1.8L four-cylinder engine. We'll get Eric the Autoblog Engineer out here later to provide a more expert analysis of the new technology. BMW is designing the system to be small enough to fit on any of its current production vehicles and hopes to have the system production ready in ten years. This quote from the company's press release says it all about BMW's philosophy towards efficiency: "a reduction in consumption amounting to a few percentage points over the entire model range exerts higher overall effects on the general population than high percentage points for a niche model." Amen, brutha. More pics and an explanation of the Turbosteamer in BMW's own words after the jump… [source – BMW] MORE EFFICIENCY INSTEAD OF POWER LOSS 12/07/2005 BMW Group Research and Engineering has combined heat and power to improve performance and efficiency in a car for the first time Enhancing efficiency by up to 15 percent feasible through the principle of the steam engine Using an innovative concept, BMW Group Research and Engineering has succeeded in harnessing the biggest and as yet untapped source of energy in the car: Heat. Combining an innovative drive assist with a 1.8 liter BMW four-cylinder engine on the test rig reduced consumption by up to 15 percent while generating nearly 14 additional horsepower. At the same time, up to 15 lb-ft more torque was measured. This increased power and efficiency comes free of charge. The reason is that the energy is derived exclusively from the waste heat present in the exhaust gases and cooling system and doesn�t cost you a single drop of fuel. The research project meets all the conditions espoused by the philosophy of BMW Efficient Dynamics � lower emissions and consumption combined with more dynamic driving and performance. Up to fifteen percent greater overall efficiency for the gas engine. The Turbosteamer � as the project is known � is based on the principle of the steam engine: Fluid is heated to form steam in two circuits and this is used to power the engine. The primary energy supplier is the high-temperature circuit which uses exhaust heat from the internal combustion engine as an energy source via heat exchangers. More than 80 percent of the heat energy contained in the exhaust gases is recycled using this technology. The steam is then conducted directly into an expansion unit linked to the crankshaft of the internal combustion engine. Most of the remaining residual heat is absorbed by the cooling circuit of the engine, which acts as the second energy supply for the Turbosteamer. This innovative drive assist verifiably increases the efficiency of the combined drive system by up to 15 percent. �The Turbosteamer reinforces our confidence that the internal combustion engine is undoubtedly a technology fit for the future,� comments Professor Burkhard G?el, Member of the Board of Management responsible for development and purchasing at BMW AG. Adequate space in today�s vehicle concepts. The development of this new drive assist has reached the phase involving comprehensive tests on the test rig. The components for this drive system have been designed so that they are capable of being installed in existing model series. Tests have been carried out on a number of sample packages to ensure that a car such as the BMW 3 Series provides adequate space. The engine compartment of a four-cylinder model offers enough space to allow the expansion units to be accommodated. System ready for volume production within ten years Ongoing development of the concept is focusing initially on making the components simpler and smaller. The long-term development goal is to have a system capable of volume production within ten years. The big picture: project BMW Efficient Dynamics. BMW Group Research and Engineering has demonstrated the medium-term perspectives of the project BMW Efficient Dynamics. �This project resolves the apparent contradiction between consumption and emission reductions on the one hand and performance and agility on the other,� is how Professor Burkhard G?el summarizes the core concept of the programme. The BMW Group is committed to the principle that a reduction in consumption amounting to a few percentage points over the entire model range exerts higher overall effects on the general population than high percentage points for a niche model. BMW is focusing on making the latest technologies for reduced consumption accessible to as many people as possible.

$12,700 fair price for the ks. Did it stay in the family ? or some random got it

http://www.streetfire.net/video/bmw-m5-v10...ile_2256878.htm

You just need to bleed it properly.. When I took the e30 out for the first time, we hadn't bleed the brakes as we were just testing a few things. It took two pumps to stop the car. The bubbles that came out of all 4 lines where tiny ... but its all it takes. You need to go through a couple of reservoirs worth of fluid. And hold the pedal down when you mate tightens the bleed valve else you’ll get a bubble back in.

Law gets applied, most people abey for the next year or so and the figures look good .. then stats will go back up as people dont care anymore. Cell phone law anyone ? Doesnt really matter anymore, the right to overtake safely was taken away years ago when speed limits where slowly reduced around the country. 90% of people do 80 in 100kph on the roads. Cruise control ftw

this is what BMW OE use http://www.westfalia-automotive.de/index.php?id=home&L=1

look forward to the photos .. if your uploading them to the bimmersport server theyre can only be 800x600 (had to restict it ppl where taking the piss ). Use tinypic.com to host or similar if you want something thats larger. Sign up if you want the photos to be perminant. Thanks for sharing the story!

probably should .. Think ill look at some of thise stuff next year.

Full story and specs: 1986 E30 m325i with s50b32 The project started after I had finished my modified e46 330i. I need something outside of my daily driver that I could take on the track that was a bit more suited to the task. Being inspired by some of the modified cars coming out of Sweden and Norway and the crazy event that is Gatebil, the scene was set. One night about 4 years ago I invited some of my BMW pairs along for a beer or two to help plan the project, It goals were for a light weight, great handling rocket that you could throw around the track but could still out pace most vehicles on the road today. The chassis was chosen, it would be a NZ New 1986 325i motorsport m-tech1, which I was very lucky to find for a good price before the prices of these vehicles started to go up. This example had been stored in garage and driven for many years on the open roads of the south island. So was in near perfect order for its age. The engine was a different story. I had a phone call from a friend of mine who has his hand in every part of BMW racing in New Zealand. He had a s50b32 motor for me which would need some work. So I purchased this, a new gearbox from a z3m (m-coupe) as well as a single trailing suspension arm/half-shaft assembly. The thing to realise about doing this sort of thing in a country like NZ is that these parts just don’t exist second hand, unlike in Europe where m3’s and z3m’s are pretty common. I soon realised I would be buying and importing a lot of ‘M’ parts new from BMW. After having the engine stripped down and checked .. I would need to replace the pistons, skim the crank and run over size bearings which got me thinking about weather I had made the right choice as the bore had some water / rust damage from when it has been left outside however luck would have it a couple of years later another friend of mine phoned me and told me he knew were a low K s50b32 was sitting and the guy just wanted to sell it. I had the budget for a second motor and it was an amazing price so I took the opportunity while it presented itself. In my hot little hands I had a 321hp 38,000k s50b32 from a BMW 98 M3 Evo sport. It included all the bits I didn’t have, DME (ECU), complete engine loom and special expansion chamber headers etc. These engines are already very highly strung with a small margin to guarantee reliability and road driveability. Features such as under piston oil squirter for cooling at high RPM, high compression ratio, Individual throttle bodies (ITB), forged crank and true hydraulic variable valve timing on both the exhaust and intake sides which has been lifted from the s70/2 from the BMW powered McLaren F1. If you look at a s70 it is in fact two s50b32’s essentially glued together to make a v12. Ray from HellBM kindly supplied me with a workshop and any parts I didn’t buy new. My best friend Brendon and I had just finished working our bands (Antiform) album at the time and decided to get started on the engine conversion. We poured over any information we could find on the net to find the best solutions to each problem, which of there were many to overcome, including translating Swedish and German languages! First up was which engine mounts to run, OEM m5 engine mounts gave the correct amount of support and stiffness for the torque of the engine. New e21 gearbox mounts were used with a special alloy cups to stop movement. A Group-A drive shaft was used as it was the correct length from the ZF 5speed z3m gearbox to the new z3m ‘finned’ 3:15 diff. Suspension: The rear suspension was complete replaced with z3m and aftermarket. The trailing arms, up-rated ‘M’ half shafts, from a z3m (m-coupe) as they fit perfectly on the e30 Chassis as BMW just happened to use the e30 plans for the basis of the z3 chassis. Handy  This setup also allowed me to use the m-coupe hub and paved way to change over from the annoying wheel PDC standard of 4x100 to 5x120 of which there are lot more wheels available. The shocks installed were Koni yellow race adjustable shocks and sourced from the US BMW racing scene matched Eibach 700 pound rear springs. Also sourced from the US a ground control adjustable perch kit to allow height adjustment and adjustable top mounts. Also installed was a Ireland Engineering adjustable sway bar with re-in forced support plates bolted to the boot floor as the stock ones tend to bend under hard track driving. The front suspension starts with a brand new set of e30 m3 struts and hub (also 5x120 PDC) a converted ground control spring perch cupping Eibach 525 pound front springs with a Koni yellow adjustable race shock inserts. The sway bars are again Ireland Engineering adjustables. The top mounts are ground control camber adjustable. And I have increase front castor using a set of treehouse racing eyeball arms which allow the 18x8.5s just turn lock to lock. This also help remove the e30’s ‘twitchiness’ and increases cornering speeds as it essentially makes the wheel base longer. I have dialled in 3 degrees of negative camber and toe out to match. Brakes: The brakes where interesting, one of the most important things to me was the age old saying if you want power, you need to be able to stop. The standard 325i brakes were pretty pathetic so I employed a set of Wilwood 332mm slotted front discs using the US sourced Wilwood SL-6 slim line 6 pot callipers. The calliper mounts and floating disc hats where also sourced from Massivebrakes.com which make special kits for BMW brake conversions. The Rear brakes worked out really well, The new ‘M’ z3m rear 315mm rotors and 2 pot provide perfect break and heat balance. To drive all of this, some pretty big changes were needed under the hood. So a up-rated 25mm Audi v8 master cylinder was used and a booster from a MKII golf 1.3 uk model. The reason for the smaller booster was the intake plenum on the engine just wouldn’t fit. Cutting into the plenum was not an option as this effected flow into the engine, and this is one of the main areas the s50b32 gets it power from, highly efficient air flow. To also fix this, Brendon and I had a friend draw up in CAD a new re-enforcement offset plate which was laser cut out of stainless to move the whole assembly over 40mm. We also had to modify the pedal drive rod for a e34 5 series one. Steal braided lines tie the whole lot together. On the track the pedal feel is amazing, you can really feel the points when your about to lock it up, which helps when diving it into the corners. There is no ABS which I think is an improvement on a track day car. Steering: The steering rack was quite difficult, It turned out to be one of the most difficult things in the project. I bought a 2.7 turn z3 steering rack and steering linkage which was near new however fitting it with the engine headers and the sump was a nightmare. Lots of careful modification to the headers and shimming the rack mounts and legally modifying the steering linkage finally allowed 2mm clearance from the sump and 8mm clearance from the headers for the linkage. It was worth it however, any time the tail kicks out on the car you very easy to catch with a quick correction on the steering wheel. The engine was left fairly ‘stock’ which is a kind of ironic thing when you talk about ‘M’ engines. A very experienced top running BMW Targa driver once told us when visiting the work shop that it’s the best of both worlds, a high performing NA ‘race’ engine with all the benefits of longevity as rebuilds are costly on these things. We did however have to change the sump to a E34 5 series sump and oil pickup as the s50b32 sump doesn’t clear the e30 cross member as the well is at the rear of the engine. With the E34 sump there is also the added bonus of good oil supply under heavy braking on the track as unfortunately one flaw the s50b32 sump design has is it will loose oil pressure after a corner as all the oil has flowed to the front of the sump in a race situation. A few BMW open class race cars have run bearings because of original s50b32 sump shortcoming. The fuel is supplied by a 500hpWalbro external tied into a 2 litre surge tank with external low pressure high flow accumulator pump, which is a bit overkill but it allows me to avoid fuel starvation/leaning out for at least a few laps of Hampton downs! Cooling is taken care with a US sourced e36 m3 all alloy Fluidyne radiator which holds 33% more coolant than stock We use a e36 m3 remote expansion tank to regulate pressure. Oil cooling is was piped using AN lines to a stock e30 325i cooler which works effortlessly. The exhaust system was designed and TIG welded up in 2inch with mandril ‘thin walled’ stainless by Brendan Dunker at Niteparts/Convert ltd. As this is another major area the s50b32 engine makes its power advice was sought around the best configuration from Gavin @ Hi Velocity. The final design was a 2 inch pipe from the headers all the way as far back as possible to retain mid range torque, threw a high flow stainless removable centre muffler into a 3 inch single pipe onto a e60 550i v8 Remus stainless rear muffler. We also had fabricated up a laser cut flanged straight pipe centre section for extra flow and noise on track days. The sound allows the engine to really scream however sounding fairly sedate at idle. The interior of the car is fairly stock ‘houndstooth’ motorsport livery, with the addition of a sports steering wheel and a DTM direct linkage short shifter. This gives the car a very firm mechanical feel shifting up or down, its great for feeling if you have hit the mark when heel/toeing a down shift. I am working on a Racechrono GPS lap timer touch screen system at the moment which will be added soon. This will be a removable system to bring the interior back to stock. I use a Sparco 330mm 39mm offset suede racing steering wheel for grip. It’s a great feeling wheel which in my view has the perfect amount of diameter to match the steering rack ratio. It’s great for catching those slides too! Electronics Where to start! This was the other hard thing on the build. For two main reasons, ODBII just didn’t exist in 1986 and there was quite a bit of literature around for the 1988 onward e30 face lift cars but not 1986 pre-facelift cars. In a lot of cases there were differences in wiring, sensors, senders and instrument clusters. The only way was for us to trace the old scanned in 1980s factory circuit diagrams and work out the circuits ourselves. I wont bore you with too many details as you would need the rest of the magazine to cover it but issues such as start motor ignition from the DME (ECU) was different and fuel tank senders to gauges. Some really cool outcomes were we got to retain the BMW transponder chip drive away protection system called EWS. The car also was fully functioning ODBII which allows us to run logging systems along side the GPS lap timer while racing. The programming of all modules was done the hard way using HellBM’s GT1 coding tools. Another thing we had to research and learn ourselves. The DME (ECU) is the high powered MSS50 Siemens unit which obviously drives the engine but also keeps the variable value timing (VANOS) at its optimum which allows for the best of both worlds. Low end torque at lower RPM and high peak horse power and torque all the way up to the 8000rpm rev limit. The stock s50b32 loom was mated to the stock pre-facelift e30 body loom to and all power and relays were modified in the fuse and relay box to retain a factory look and finish. Driveline There were no reasonable priced light weight flywheel and clutch setups around. So I thought I’d have a crack at building my own one up. The flywheel was knocked up in CAD and machined from a single billet and the original ring gear was removed from the old dual mass flywheel and used. This gave a flywheel that could handle the strains of 8000rpm however only weighed 6.23kg. This was balanced perfectly with a modified SACHs pressure plate pulling a solid 450hp capable 3030ft pound. A carbon ceramic clutch was used to allow the car to be driven with no problems in rush hour traffic. Performance: There is nothing quite like a screaming straight 6. If you have ever heard the induction sounds of a DTM race car, you’ll get an idea of what this thing sounds like. You can hear it before you see it when the throttle bodies are opened up at full noise. I was at a recent track day testing it on a very wet track, once I got traction I was pulling away strongly from a b5 Audi RS with no issues. It recently kept up with an e60 m5 around hampton downs and have posted a 1:18.3 lap at last count. The thing that’s surprising with this thing is the instant throttle response. The rush of power comes right down from 1500rpm all the way up evenly to 8000rpm. Its like having a high powered turbo car power on tap at any RPM. Cornering is awesome, because the car is fairly light weight it really does feel like a go cart. steering response from the 2.7 turn z3 steering rack and high front camber is sharp and direct and rapid. You really have to watch the rear end on this thing Wheels Road: One of the added bonuses with switching to 5 lug (5x120PDC) was the choice of wheels. I scowed trade me and found a mint condition set of BBS LM 2 piece forged light weight wheels. The specs are 18x8.5 et30 on Falken FK-452 225/35r18. These where squeezed in to the arches with a minor guard roll needed in the rear. The front run 15mm spacers and longer hi tensile lug bolts. To bring the front offset to 15mm. Race: A set of BBS RC mono block 17x8.5 light weight wheels on Dunlop 240/625r17 D11 slicks are used for track day rubber. The first run at Hampton downs showed that normal road rubber just isn’t up to the task after a few laps they overheat and kill the late braking buzz pretty quickly. Body The body is original BMW M-Technik1. DRIVER PROFILE Josh Purcell Age: 33 Occupation: IT Consultant, Band (Antiform) Length of ownership: Approx 4 years Cars previously/currently owned: BMW e36 320i Schnitzer, modified BMW e46 330i, BMW e39 540i Motorsport (current daily). Sponsors: Ray @ HellBM, Brendon Dunker @ Niteparts/Convert ltd, Bimmersport.co.nz Josh thanks: Brendon Spain for building this thing with me, Ray @ HellBM, Gary and Keith @ JC BMW, Paul & Brent @ Precision Autowerks, Conrad Timms, Westie, Ollie M, Ollie G, Bimmersport crew and of course my wife Ange. Specs Car: 1986 BMW e30 m325i M-Technik 1 body BMW Polaris Silver colour Engine: NA BMW s50b32 3.2ltr (321hp) from a 1998 e36 M3 EVO sport e34 m5 engine mounts Stainless m3 EVO headers and custom stainless tuned exhaust with e60 550i Remus back box (with straight pipe option for track days) All alloy Fluidyne radiator (USA) Motorsport oil cooler / AN lines Gearbox/driveline: z3m M-Coupe ZF 5speed AKG Motorsport DTM short shifter e21 gearbox mounts with aluminum caps z3m M-coupe half shafts z3m M-coupe hubs/bearings z3m M-coupe finned LSD Wheels: Road: 18x8.5 BBS LM 2 piece forged wheels Falken FK-452 225/35zR18 Race: 17x8.5 BBS RC monoblock light weight wheels Dunlop 240/625r17 D11 Suspension: Full 5 lug (stud) conversion. z3m M-coupe rear trailing arms E30 M3 front struts Adjustable rear shock top mounts Ground control fully adjustable coil over conversion kit. Ground control camber/caster full adjustable top plates. Treehouse racing modified eye control arm bushes / linkage Ireland Engineering front and rear adjustable sway bars and links Koni yellow race shocks (two way adjustable) Eibach 525f/700r pound springs Brakes: Wilwood 6pot SL-6 Front calipers with 332mm slotted front rotors z3m M-coupe full floating rear calipers with 315mm rear rotors Braided brake lines lines Audi v8/88 25mm master cylinder / mkII 1.3 golf booster. 3inch cooling system with hub backing plates. Wilwood rear brake bias adjust valve Electronics: Siemens MSS50 DME (ECU) running full ODBII BMW EWS transponder chip/drive away protection system Misc: E30 M3 Group-A driveshaft z3 2.7 turn steering rack 5bar Walbro main pump and secondary accumulator with 2ltr surge tank. Ultra Racing front strut brace Ultra Racing rear tower brace Ultra Racing under body brace Interior: Road: Stock motorsport interior Race: Recaro SPG Sparco 300mm steering wheel RaceChrono lap timing system.

hahaha .. Yeah will be there testing out some new stuff. If I can dust off the 25 year old programming skills and make the program in time heh Yeah getting there .. ticked all the boxes so far. Im just worried about when do I call it finished? heh

cheers fellas .. Can add 1:18.3 around hampton under performance, hoping to better that in July. @ brunch, was going to say before you left to remember to get use to listening to the TV and not be temped to look down in traffic, All common sense stuff really enjoy! Also remember boys .. few s50b32's still for sale up at HellBM. Best performace upgrade ever.

The car has had a few more things done to it since this but as promised. http://www.bimmersport.co.nz/forums/index....t=0&start=0

photo diaries are a must with project threads these days .. explaing all fabrication and ways you solved those pesky problems look awesome dude, will be good to see it finished. I 'was' the king of procrastination as far as the car project went .. well actually writing an album didnt help the cause

Nice car man ... Welcome

Soon .. need to buy a couple of last things .. one pay day at a time. Just need to get hold of a 135 dash now