MyE28.com

So this is how the car is properly tuned! It's a lot of electronic stuff working on the cars of today! Old school car does not require any coz they run on a full load of tweaking and mechanical genius.

new dyno sheet:

more info:
http://www.mye28.com/viewtopic.php?p=1038901

Went to a local shop called PRT performance and had them build a 2.5" exhaust for me then had the car dynoed when the exhaust was finished. The car falls flat on its face at 4300 rpm as you can see on the dyno and starts running extremly rich. Also at idle the car runs rough and the check engine light comes on (code 1222) but if you blip the throttle the check engine light turns off then comes back after the car idles for a few seconds. It is an m30 swapped e30 the head casting is from 88 im running late motronic with an ebay chip. The issues listed above started to occur just before the new exhaust was built. Pulled the fuel rail and i dont have any leaking injectors, nor do I have any intake/exhaust/or vacum leaks. Any advice in solving my problems is greatly appreciated because this is putting a hold on my metric mechanic head swap.


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2012-07-05 19.24.07 by thing.two, on Flickr
ebay chip

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2012-07-05 19.29.55 by thing.two, on Flickr
stock ecu

Specs - 1985 M5 M88/3 - bored/stroked to 3.9 litres/cams/ported, Euro header/full dual 2.5 exhaust thru cats, WAR chip/Miller MAF conversion, reworked plenum and airbox, 94 octane Chevron

http://e28-535i.com/upload/UberM5dyno.pdf

UberM5dyno.pdf

Here is the dynochart of my brothers E28:

First, here's a video of a run. Note this was a 4th gear test run. We did all of the real runs in 3rd gear. I didn't video them.

https://www.youtube.com/watch?v=1MQ8qCFbpag

Here's the summary (69.5 degres, 30.07 in-Hg, Humidity 25%, SAE: 0.97, all runs in 3rd gear):

• 059 ECU with OEM chip and standard AFM: 172.72 rwhp / 188.01 rwtrq @ 5500 rpm. Peak A/F at about 14.1 near 4000 rpm, but just below 13 at 5500 rpm.
• 059 ECU with Conforti chip and standard AFM: 175.58 rwhp / 187.58 rwtrq @5200 rpm. Peak A/F just over 15 at about 4500 rpm. Just under 14 at 5500 rpm.
• 059 ECU with Miller MAF chip (not War) and Miller mAF: 169.81 rwhp / 184.31 rwtrq. One run had peak A/F at almost 16 at 2200 and 3500 rpm, below 14 mid-range, and rises to ~15.5 at 6000 rpm.

Full resolution graph here: https://flic.kr/p/n3bVR1

A few discussion-worthy points:

• Neither the MAF nor Conforti chip show any significant power increase over the OEM. In fact, the MAF is measurably LOWER.
• In my very first test run, in 4th gear, with the MAF the results were 172.49/190.86, but it was clear it was not a good run because the graph was super lumpy along the entire run, so it does not count.
• We ran several runs with each setup and the numbers and they were all basically the same for each.
• I'm running lean in all setups. It is pretty bad with the MAF, approaching 16 at high RPM. But even with the OEM chip it doesn't drop below 13 (where I've been told is about right) until above 5000 rpm. I have no explanation for why I'm running lean.

The primary goal of this exercise has been achieved: get a base line of this car with the M30B34 on that dynometer: Basically 173-176 rear-wheel-hp and 188 rear-wheel-torque.

If the M30B35 is good for 30-40 hp as Paul Burke has suggested, then when I do runs after break-in, I should easily break 200 and maybe push 210 hp. Of course this all assumes it doesn't blow up the first time I try to run it.

This is my 633CSi, stock engine with Megasquirt and AFM delete. It made 163hp and 184ft*lbs at the wheels. It's a different dyno than the one I used for the M20, but the same one I used for the M10. Looks like the M10 was a bit more efficient at low and high RPM due to the 9.9:1 pistons I had in there, but the M30 wins the midrange on account of its higher valve lift.

update: more info

• Freshly built M30B35 with 92 miles on it
• 10:1 Compression
• Paul Burke N12 cam
• Stock 179 ECU
• AFM
• Bav auto headers
• IE exhaust

Here's a video of the 3rd run, showing just the tach and wideband, this was the best run:


Here's the final run from a different perspective :-):


Here's the graph, which includes the two best runs done with the B34. Note that it was about 82 degrees today vs. 70 when I did the previous run (and those B34 runs were in 3rd gear).

(click for higher resolution)

Latest results, now with Miller WAR chip; tuned.

Hello from Finland.!

Here's my dyno paper. (Sorry about crappy picture)



Alpina B6 (m30b28) engine (fully rebuild)
Holset Hx35 turbo,525cc injectors,Vems V3 ecu,etc...
@1.2bar pressure with E98 fuel.

That's the limit for that turbo and injectors.
Injectors are ~98% open and Holset is 57/60mm #12 exhaust housing.
After that just exhaust pressure start to climb over boost,so that 423hp/573nm was were we stayed.

I have bought already bigger injectors 1600cc and Masterpower turbo. (61/64mm #17 exhaust housing)

Maybe next season i also move to Re85 fuel.

Next summer well see how these modifications will work.

m106 =)
build thread: http://www.mye28.com/viewtopic.php?f=6&t=130526

IMG_0046 by athayer1877, on Flickr

M30B35
10.5:1 Paul Burke 801 Pistons
Paul Burke N31 Cam
Miller MAF
Miller WAR Chip (M1.3)
24 LB/HR Injectors
Bav Auto Headers
Magnaflow cat back

That thing is flat. Impressive. How does it drive?

It drives awesome. I've only been able to drive it in the wet so far, but just stepping on it on the highway brought a smile to my face!

Popped off the head, got a valve job done, shaved .010" and put in a B35 cam. (piston-to-valve clearance looked to be about .09" intake and .11" exhaust.) Also converted to wasted spark.


Gained some torque over last time. 168whp/191 now vs. 163whp/184 before. It still pretty much gives up after 5000rpm. Weird.

Look at how much lower the blue line is. That was the first run, and the only thing different about it was that the engine had lost a little heat while cars were being rotated onto the dyno.

http://imgur.com/4ZhQ14d
http://imgur.com/oAx1Wlu

m30b34 eaton m90 blower 6-7psi a2w intercooler

203kw (272hp) 415nm (306 ft/lbs)

466hp by jet jones, on Flickr
466hp-boost by jet jones, on Flickr

The lag is intentional to keep clutch/axles/gears alive

460/460

13psi to 16psi to keep hp up but... the m30 intake is what it is and dies at higher RPM.

b35,
hx40 (58mm),
cat turbo cam.
e85.

maxed injectors
maxed pump
maxed turbo
maxed cam :P

Shadow wrote:
460/460

13psi to 16psi to keep hp up but... the m30 intake is what it is and dies at higher RPM.

b35,
hx40 (58mm),
cat turbo cam.
e85.

Wow. Nice. Wow.

• M20B27 block bored "40 over" (86mm)
• Wisco custom pistons, based on C&D Performance's Pro3 design & tweaked for 9.5:1 compression
• Max-speeding 130mm h-beam rods
• 885 head with 3-sided valve grind
• Stock camshaft
• Cometic 0.086" Thick, 86mm bore MLS Head Gasket
• Arp studs
• 325i injectors
• 380 ECU (stock)
• Exhaust: Standard Eta single pipe

https://www.youtube.com/watch?v=XVfYyjKU8XI

The results.


145whp/163wtq

Charlie, time to bump that one up with a low boost turbo now that you have all the other pieces in place for it!

hey i re-dynoed with new ie valve springs.

if you go back and look at allot of dynos they fall on their faces alittle past 5.5k.

it's valve float. get valve springs.

480t.450h

he loaded it more on the dyno and it made 500t @ 3.5k.

dynohp2 by jet jones, on Flickr

atmospheric Alpina B11 engine with Dbilas throttle bodys and Supersprint exhaust line.
Standard Bosch DME 1.3 modified by Alpina

279.2 HP

Practically stock b35, miller maf, slightly larger injectors, bav auto long tube headers, 3” exhaust w/o cats.

nice, a post in here is rare these days

E28(original 535i) with S38B36 Turbo(Precision 6766)
Fully modified fuel system, fully modified engine, fully modified electronics.



LowBoost 0.8bar 485HP/650NM
HighBoost 1.5bar 685HP / 950NM (restricted to 850 to safe the gearbox till stronger is in)

All on German Super+ 98 Octan fuel.