MLM

Hey Guys, Thanks heaps! ITB's are still in progress and not forgotten, an update will be posted soon with a months worth of CFD analysis and a final design for the air box. Another year older and maybe a bit wiser!!

Ah good new! Awesome work Kerry What was the imporvement over the previous setup?

Wairau Paints can mix up a touch up bottle, will correct for sun fade too if required. Cant remember their prices but paint was good quality.

Not sure where you are up to on this but try not to sell the trumpets and plenum untill you have a final solution. From what I have been looking at recently on my project they may be handy parts to have arround, particularly curved trumpets. Im sure a plenum could be designed to fit, maybe turning the trumpets so they face forward not down will buy you some space and possibly flow inprovements.

Im able to run smaller mesh sizes here. Will send pics when its done. Also will simulate a depression in the middle to increase pressure over 2 and 3 as you mentioned and a taper decreasing from 1-4 Exactly, it is a great indicator of impending blunders. Producing FDM's of chambers would be awesome though hugly expencive (unless of course you have access to a machine). That stuff works out at $1 per gram roughly, more for SLA which gives a more useable part. Starts turning into a F1 style build up though..

I will say reasonably easy for a program of that type. Quite similar to COSMOS works etc in setup. I am new to it however so I couldnt say with any confidance how close what I am doing is to the real world rather I can compare one system to another to see differences under the same conditions. With any of these programs your answer is only as good as the input values you provide.

Ok as part of this project i wanted to learn as much as i could , now I can add CFD analysis to the list of things. On the left is the current plenum camber and the right one i designed to replace it. This is my first attempt at this so al I can conclude is the new design is better in terms of flow distribution across each runner although I cant say how close my design is to optimum. But an inprovement is an improvement. Equal pressure at equal velocity indicates even air flow, you can see cylinder 4 of the current plenum (far left runner on each) has a higher velocity and pressure indicating this cylinder would run lean compared to the others. Not great. where my design seems to offer a more consistant pressure and velocity across each runner. This officially concludes I am a geek..

Awesome project, go the N/A power! A couple of questions for ya, Does the M42 oil filter element provide enough volumetric oil flow for your engine? This will be difficult to measure I guess as I dont know how the system is laid out. Oil pressure before the filter might not indicate enough flow flow through the filter? Plenty of pressure after the filter would indicate things are all well? just some random thoughts Also what ignition system are you using? wasted spark/individual, and what are you using for igniters? Again awesome project

Yep its Pro E, For intake analysis I only have ANSYS available to me which will give me an indication if my designs are an inprovement in flow /distribution etc over the plenum provided. To get an handle on pulse tuning for both intake and exhaust I am designing to published guidelines and ruels of thumb. Just had a quick look at Ricardo Wave.. looks interesting..

Funny you mention that... This is whats spinning in CAD world at the moment. All still need more work (particularly the exhaust) and analysis. If all goes well some of this may become a reality..

Thanks Glenn. The cold air box i had no longer fits but with a few mods it should be able to go back it. This acts as a support for the AFM, which yes is currently unsuported. I want to get that sorted and confident that the air fuel ratio is ok before being a daily drive again. I cant drive the car at the moment anyway so its sat there unused so there is no risk of damage.

Pics at last

+1 An intercooler can only "cool" down to ambient temperature (assuming 100% efficient thermal transfer) IIRC as a rule of thumb arround 10 degrees C = 1 Hp in air charge density, though i think real world gains are more due to the ability to tune closer to the edge ie more advance etc.

There would be a couple of reasons for this i can think of, 1) The compressor required to provide sufficient cooling for a large airflow at a high temp would need to be quite large itself and you would use the extra power you created just driving it. If it were a electric compressor it also would need a fair bit of grunt to run so upgraded alternators/batteries would be required which would be weighty again probably offsetting the performance gains. 2) Not an obvious one but an evap plat would build ice over time( they run at down to -34C), particularly on a humid day dispite having a hot air charge blown onto it. A way of shedding this water without it going through the engine would be an extra cpomplication 3) The heat exchanger in the inlet manifold would need to have sufficient surface area to cool the air effectivly so if a water to air heat exchanger dosnt fit a evaporator version probably wouldnt either. I think the weight, power requirement and complication is why we havnt seen it before. Another theory may be if the compressed gas came from a pre charged cylinder, good for drag racing ? maybe but the power gain would need to be sufficient to overcome additional weight etc But hey where there is a will there is a way...

The offset you can see is a factory arangement I.E the same mis-match exists between the factory manifold and head also. I initially questioned this but it appears it is as BMW intended. The spray pattern of the injector misses the ledge therefore is is not an issue. Well as far as i can tell anyway. The manifold is designed for a M42 and I am unsure the differences between M44 and M42 heads in that area. As far as i can tell its all as it should be.

Always, though any action shots would be a red E36 whistling past quietly... Pics asap Yep thats my thoughts at this point too. Then ecu, cams + head work for stage 2... Will try for the One tree hill meet though clutch usage is a bit hard with a naff knee

Just a quick update: unfortunatly no photo's as my laptop died this week. This weekend I installed the throttle boddies on to the E36. After a bit of a battle with wiring and the fact im doing it 2 days after tearing the cartilage in my knee and having to hobble everywhere they went on without any dramas, just as advertised. Initial start up went well as good if not better than factory and after allowing it to warm while monitoring everthing I reset the idle to a still slightly fast 800rpm. Initial results are: - Idles really smoothly -Still drivable with very smooth power delivery and awesome throttle responce -Top end pull feels better by the butt dyno. The engine generally feels much free'er reving. Bottom end feels the same,maybe slightly perkier due to throttle responce. -Sound it is utterly amazingly .....quiet!!! The pod fileter was louder! Go figure? So kinda got the opposite to what i was expexting which was lots of noise and less or equal power. The tune is still standard however so it wont get much road time until im more confident all is well there. Photos as soon as i can

I just experienced the same problem (plus intermitten rev counter and SI lights) with the E30 I recently bought . After a few late evenings at work resoldering all the joints and replacing the SI batteries I still had no joy. If they have just only just died on you start with reflowing all the solder joints as this may cure it. For me however I had to go buy a new unit from a wreckers as this proved more cost effective. Guage problems and fixes are well documented on the internet, just depends how "hands on" you are.

Awesome sound for the 318!

The inlet port and gasket mismatch you can see in the above port results in a poor injector spray path. Half the injector port is blocked! All this from factory....? Time for some machine work me thinks. to port match the head/gasket/throttle body. Only thing holding me back is the fact the factory inlet manifold is the same so there might be a reason for it. Maybe the spray patern misses this "blockage" and has no real effect?

Quick Update: Trial fitting on spare engine. Before With setup Inlet port for interest sake.

Does any one have one of these for sale in good condition (no cracks and all clips etc). Some bugger pulled mine off in the Waitakeres earlier this year. Strip style: Missing strip: Cheers

Are you aiming for any particular tuned length for the inlet manifold? Its something i have been looking into for my project. Seems a half art half science sort of thing.

cheers Brent, I am having another look tomorrow so will try and check out the cam if possible. The owner mentioned he thought the sound went away once it was warm though i didnt notice this on the drive. Fingers crossed it will adjust away. we will see.