GOD'S VENGEANCE - Complete Drivetrain Redux

Murfinator · Post by **Murfinator** » Jun 01, 2011 4:01 PM

Cooperman wrote:Bump for update

Dynaliner installed to replace the crumbling sound deadening material on the firewall.
Heater valve rebuilt
Dogleg 'Sport' transmission resealed, surface corrosion removed, filled with Redline MTL, hardware replaced, new crossmember powdercoated, IE urethane mount and AutoSolutions SSK installed
E34 M5 3.8 guibo and new/longer hardware (search Duke's old posts for reasoning)
BMP brass clutch pivot pin installed
New reverse switch
UUC steel braided slave to master cylinder hose
New direction with the intake: no more restrictive B35 cork. Paul B. sourced a nice S38B36 throttle assembly and made some adapter plates for mounting to the B35 head he's putting the finishing touches on (all new valvetrain, custom cam, etc).
Picked up an S38B35 air accumulator to use as a mock up for a custom aluminum air accumulator to more efficiently plumb in the output from the TCD S3 water-air intercooler
Ceramic coating on all heat shields (+ NOS Hartge passenger shock pillar to firewall brake line heat shield), exhaust (3" TCD) and oil pan
TIG'd an AN -10 bung on the oil pan for turbo oil return line
Landed an authentic Hartge handbrake handle
Received a black suede shift boot with Motorsport stitching from Shift Style to match the seats and steering wheel
New trunk gasket
Removed one-piece hood liner and foam
Installed BMP 3-piece hood liner
Sold the M-Systems wheels to a good home in SD
Deal fell through on the BBS 16's
Went with a nice set of Hartge Design C 17" wheels found here on the board (since first seeing them August 2009 in Monterey on RonP's stunning H5S which took first to my second in the concours, I've been in love with them. The decision was a no-brainer since the car was already sporting Hartge plasticware: airdam, side skirts and rear valance)..in the process of being refinished.

There's probably more, but rest assured I haven't lost interest in the project. Thanks for the interest. Pics soon...

banelba · Post by **banelba** » Jun 02, 2011 3:53 AM

Very interesting. I was looking into doing almost the same to my 86 528e but using the block of a 98 528i paired to the 88 heads before boosting it. I'll post pictures of my car which already went through several upgrades from M5 kit,suspensions, swaybars, brakes. It just need to go fast

skip535i · Post by **skip535i** » Jun 02, 2011 11:21 AM

Murf,

You know how visually stimulated us guys are...how about some damn pictures?!

Post by **Nebraska_e28** » Jun 02, 2011 4:35 PM

skip535i wrote:Murf,

You know how visually stimulated us guys are...how about some damn pictures?!

EuroShark · Post by **EuroShark** » Jun 29, 2011 3:45 PM

I'm aching for an update!

Murfinator · Post by **Murfinator** » Jul 02, 2011 4:05 PM

Haven't taken many pics lately but they are forthcoming. Paul still has the head and throttle assembly. Every time we speak he describes more work he's done tinkering to make it perform better. If he keeps it another year I'll be able to launch the space shuttle with that sucker.

Debating whether to sell the 17" Hartge Design C wheels I've begun refinishing and replacing them with the 18" Design C's Luke is selling on the board. I'm actually liking the look of the 18's less and for the cost of shipping from Poland it may not be worth the trouble.

I've been in contract with Jon A. regarding brake setups. I'll be removing and selling the 750 calipers, vented rotors and stainless lines. Replacing them will be Alcon calipers and 12# motorsport rotors mounted to his custom aluminum rotor hats. The entire setup will be about half the weight of my current setup with great performance. Looking forward to diving deeper into those corners.

I've assembled the oil level sensor (new) and replaced all the hardware with new.
New hardware for the block: bolts, studs, gaskets, water pump and the aforementioned items such as MM oil pump.

I've been laying sod as well as building and shooting a couple of custom rifles lately so the bulk of my time has been spent in other endeavors. However, progress is being made and I am enjoying the journey.

Murfinator · Post by **Murfinator** » Jul 13, 2011 1:35 PM

Dogleg: cleaned, fresh fluids, new hardware, AutoSolutions SSK, new sheetmetal console and rubber, new E34 M5 guibo and hardware, Racing Dynamics shift knob to go with the pedals.

Started smoothing out a few dings on the oil pan and ended up with this: new oil level sensor and hardware, magnetic drain plug, TIG'd -10 AN fitting for turbo oil return and ceramic coating (same as exhaust and heat shields). Capped the M106 drain on the block and opted for a lower entry point. It's angled back for a straighter shot from the turbo.

Current status of the car:

My wife is refinishing some antique chairs.

Where there is a Dremel there is a way: good-bye stock airbox and coil bracket.

wkohler · Post by **wkohler** » Jul 13, 2011 4:15 PM

I'm going to miss the stock airbox and coil bracket.

itsbrokeagain · Post by **itsbrokeagain** » Jul 17, 2011 6:04 PM

Very nice! I may have to take that pint off your hands when I redo my engine...

Murfinator · Post by **Murfinator** » Jul 17, 2011 8:59 PM

wkohler wrote:I'm going to miss the stock airbox and coil bracket.

Not me, but I can ship them to you FedEx Ground.

I don't care for most of what came stock.

itsbrokeagain: The remaining pint of engine paint sold a while ago.

paul burke · Post by **paul burke** » Jul 22, 2011 11:46 PM

Sneak Peek of what Mike has been patiently waiting for.

Paul

cvillebimmer · Post by **cvillebimmer** » Jul 23, 2011 7:39 AM

Bling bling! I'm sure it'll be well worth the wait.

M. Holtmeier · Post by **M. Holtmeier** » Jul 23, 2011 9:13 AM

Wow! That is cool.

How much work goes into the intake ports?

T_C_D · Post by **T_C_D** » Jul 23, 2011 9:24 AM

Murfinator wrote:Dogleg: cleaned, fresh fluids, new hardware, AutoSolutions SSK

TIG'd -10 AN fitting for turbo oil return and ceramic coating (same as exhaust and heat shields). Capped the M106 drain on the block and opted for a lower entry point. It's angled back for a straighter shot from the turbo.

The dogleg is pretty weak. You will kill the layshaft bearing in short order.

The oil return fitting should be 90 degrees.

Murfinator · Post by **Murfinator** » Jul 23, 2011 10:37 AM

T_C_D wrote:
Murfinator wrote:Dogleg: cleaned, fresh fluids, new hardware, AutoSolutions SSK

TIG'd -10 AN fitting for turbo oil return and ceramic coating (same as exhaust and heat shields). Capped the M106 drain on the block and opted for a lower entry point. It's angled back for a straighter shot from the turbo.
The dogleg is pretty weak. You will kill the layshaft bearing in short order.

The oil return fitting should be 90 degrees.

Why, so it has a sharper bend to make on its way back into the oil pan? The dogleg is weak because if I drop the clutch at 6k from a stop then I could twist the input shaft off (if I can find a clutch that will hold and be tractable)?

Please back up your statements. I'm open to suggestions. Thanks

T_C_D · Post by **T_C_D** » Jul 23, 2011 10:42 AM

Murfinator wrote:
T_C_D wrote:
Murfinator wrote:Dogleg: cleaned, fresh fluids, new hardware, AutoSolutions SSK

TIG'd -10 AN fitting for turbo oil return and ceramic coating (same as exhaust and heat shields). Capped the M106 drain on the block and opted for a lower entry point. It's angled back for a straighter shot from the turbo.
The dogleg is pretty weak. You will kill the layshaft bearing in short order.

The oil return fitting should be 90 degrees.
Why, so it has a sharper bend to make on its way back into the oil pan? The dogleg is weak because if I drop the clutch at 6k from a stop then I could twist the input shaft off (if I can find a clutch that will hold and be tractable)?

Please back up your statements. I'm open to suggestions. Thanks

Back up my statements? The weakness of the dogleg CR is widely known. The layshaft bearing failure is common in all dogleg cars.

I have done a few oil returns, a 90 degree turn would be better for fitment but yours will probably work.

Murfinator · Post by **Murfinator** » Jul 23, 2011 10:47 AM

It's not helpful to just make an open statement without some reasoning added. Several people have pointed out issues with gearing which may not be suitable in my setup and the fragility of the internals at higher power levels. For these reasons and others I've taken Chris' advice and have kept the 265OD as a back up.

How is that twin-disk clutch performing? I'm still scratching my head with regard to my options in that department.

T_C_D · Post by **T_C_D** » Jul 23, 2011 11:09 AM

Murfinator wrote:It's not helpful to just make an open statement without some reasoning added. Several people have pointed out issues with gearing which may not be suitable in my setup and the fragility of the internals at higher power levels. For these reasons and others I've taken Chris' advice and have kept the 265OD as a back up.
.

So if you already knew, why did you demand "back up".

Murfinator · Post by **Murfinator** » Jul 23, 2011 11:55 AM

Todd: I was wondering whether you had any additional insight into the shortcomings of the transmission. That's all.

Any news on the twin disk clutch?

T_C_D · Post by **T_C_D** » Jul 23, 2011 6:03 PM

Murfinator wrote:Todd: I was wondering whether you had any additional insight into the shortcomings of the transmission. That's all.

Any news on the twin disk clutch?

I had one explode internally behind a 200hp m30. It's the only BMW manual transmission that I have heard having a catastrophic failure.

I am running a single disc that is working great. It's my organic puck disc.

Todd

Murfinator · Post by **Murfinator** » Jul 24, 2011 4:57 PM

Todd: Is that the one you had cut out to make 7 pucks? Is CM the manufacturer? How about the pressure plate and TOB? I'm looking at nearly 600 ft/lb at the flywheel.

I suppose if the clutch is the weak link (slipping) it could buffer the shock to the transmission but I would like to put the power to the pavement rather than keep replacing burned clutches.

How is the engagement?

ealoken · Post by **ealoken** » Aug 02, 2011 9:56 AM

Sachs delivers a Motorsport pressureplate, combined with a 4puck disc it wil allow 750nm and 650 bhp.

Im using this on my car, i had no problems with a 260 gearbox getting sidestepped at 6000 rpm with 245 federal rsr tires.

Murfinator · Post by **Murfinator** » Aug 04, 2011 12:45 PM

I haven't heard of the Motorsport Sachs pressure plate. I had the Sachs Sport pressure plate that is the OE replacement part for the M5. Any more details?

I know a puck clutch will hold the power but I've also heard the engagement is on/off which means it would make for poor tractability and driving manners. Passengers would need neck braces. I'm looking for the best of both worlds: holds the power, takes abuse (track & spirited driving) and provides a smooth engagement. I've been told that anything short of a twin-disk setup is a waste of time.

T_C_D · Post by **T_C_D** » Aug 04, 2011 1:22 PM

Murfinator wrote:I've been told that anything short of a twin-disk setup is a waste of time.

I didn't tell you that.

Murfinator · Post by **Murfinator** » Aug 04, 2011 2:33 PM

Todd: I wasn't quoting you, although a few months back we were considering a twin-disk clutch.

Via PM I received the following from another party: "Then go with a twin disc clutch, anything else is price over function. "

ealoken · Post by **ealoken** » Aug 04, 2011 5:47 PM

My 715 sachs performance with the 4 puck clutch is no problem in daily driving.

883082 999765 is the sachs number on the Performance pressurplate. a friend of mine use it on a 800 bhp e34 m5 turbo. no problem..

info:

http://webcat-services.zf.com/index.asp ... e_info.asp

probably the best spent money on my car.

Brian D · Post by **Brian D** » Aug 05, 2011 11:57 AM

Link above is no good, Sachs won't let you link from their PDF catalog.

http://en.sachsperformance.com/sachs-ra ... 1088-0592/

Unfortunately, that pressure plate seems to be unobtainium in the states. Good for you guys in Europe, though. Does anyone have a source in the states?

Murfinator · Post by **Murfinator** » Aug 05, 2011 6:37 PM

Q-ship wrote:Link above is no good, Sachs won't let you link from their PDF catalog.

http://en.sachsperformance.com/sachs-ra ... 1088-0592/

Unfortunately, that pressure plate seems to be unobtainium in the states. Good for you guys in Europe, though. Does anyone have a source in the states?

Thanks for the link. Does anyone know whether this PP would bolt to an E28 M5 flywheel?

I've suffered Sach's 'availability' issues in the past having ordered the Sport PP only wait four months for it to be manufactured and shipped from Germany. This was especially annoying since the car was on jacks with the old slushbox removed and sold.

Why would I not be able to order the linked PP and just wait a few months for it to arrive?

Xenocide · Post by **Xenocide** » Aug 05, 2011 9:49 PM

Q-ship wrote:Link above is no good, Sachs won't let you link from their PDF catalog.

http://en.sachsperformance.com/sachs-ra ... 1088-0592/

Unfortunately, that pressure plate seems to be unobtainium in the states. Good for you guys in Europe, though. Does anyone have a source in the states?

Paul (mooseheadm5) and George get Spax springs and dampers shipped over, it may be worth asking. It probably wouldn't be fast and almost definitely wouldn't be cheap, but it's probably worth shooting one of them an email to ask if it's possible.

Murfinator · Post by **Murfinator** » Aug 14, 2011 10:39 PM

Yesterday afternoon some serious Imagineering eye candy arrived at my front door. Paul Burke worked his considerable magic on a B35 head. All new valve train and hardware, adjustable cam sprocket, ceramic coating on combustion cambers and exhaust ports, custom camshaft and beautifully machined surfaces. This looks like a new and improved cylinder head. Took some pics of a few pieces bolted up finger tight: exhaust manifold, WG, valve cover and distributor cover. Enjoy the juicy goodness of the following pics:

MyE28.com

MyE28.com

GOD'S VENGEANCE - Complete Drivetrain Redux