MyE28.com

Hi at everybody! Just a short introduction of myself, I'm from Austria (a tiny country somewhere in Europe, if you have heard of it ), 22 years old and I'm in possesion of a nice little E30. So since this is a E30, why do I post this here? Obviously it has an M30B35 engine in it, and since i got a LOT of information regarding FI M30s of here, I think this is OK . Especially all the info about megasquirt here is truly outstanding (even if i dind't use it in the end it was very helpful). So thanks for that . As engine management I'm using the Ecumaster EMU, this thing has a lot of capabilities, I really can recommend it. So on to the pics:

Started of with a rebuilt B35 which I drove NA for a year (half a year with the standalone, this really woke up the NA M30!), head and block decked, honed, new rings, bearings, camshaft, rockers, timing chain & guides and so on, just one pic of this because everbody knows this


I had a TCD manifold for a short time....but i wasn't happy with the log design, so I sold it.


As a turbo I'm still using a Borg Warner S2E, it has the regular 56mm compressor wheel of the s200 with a slightly bigger turbine. I got it new and for cheap and it works well!


The regular T3 turbo flanges don't fit at all with the BW turbos, so i built my own (using just very basic tools ), which fits exactly.


collector for the manifold also built by me (of course i cleaned up the inside at the end). Turned out nice, very smooth!






Started to fab up the manifold:


Finished (tac welded) twind scroll manifold. It's made of mild steel (didn't want to spend a lot for my first try) and tig welded at the end, holding up great so far.






My engine management system, the EMU:




Siemens deka 60lb


This might be interesting fo others as well, i fabed my own camshaft sensor adpater plate to run sequential injection. The sensor is the same as used on the crankshaft trigger, just with only one tooth to count.






Made an adapter for an M51 oil filter housing (to use an oil cooler and it also has a nice exitfor a turbo feed). Not very pretty, because the welds leaked and I had to reweld it




Aeromotive 340, fits nicely in stock location


Downpipe:




kind of extraordinary oil cooler placement




Had to use every mm to make the PTE 46mm wastegate fit


the whole hotside (wastegate plumbing only tac welded):






ARPs installed


Intake modification


Oil return (no welding required! works great!)


turbo block off plate for initial start up to blow out some possible residues in the manifold.


Thats how it looks today, had to add a second Greddy knock off BOV to eliminate surge at backing off of the throttle, not because I think it's cool to have a lot of BOVs .





For sure I did already break a 168mm diff in pieces (were around 14 psi)


The last mod was adding a sintered 4 Puk clutch disc from PPF, works well with the stock pressure plate at 14-17 psi. Didn't push it further so far. Also the driveability didn't suffer too much, even with my single mass flywheel.


Ok, that was all for now. If in the future somenone would be interested in the manifold with turbo&downpipe, I might be willing to sell it at some point (need a BW S366 in my life )

Greetings from Europe!

Edit: I forgot to post a picture of the whole car, so here is it

Wow, that hot side fabrication is impressive!

How do you check the spark plugs?

It should be possible to get them out all 6, but honestly I didn't have to check them all 6 so far . As long as this thing runs like it's supposed to do it will stay that way...

Sweet! How long have you had the oil return like that? I'm debating between having it welded or something like that, what fitting did you use?

This one:
http://www.ebay.de/itm/Schottwandverbin ... 0850251529
I thought about cutting off the unused AN thread, but just left it the way it is, because there was enough space inside the oilpan.
It came with teflon washers (isn't intended to seal i think...)), I used aluminium ones and applied sealant on all the sealing surfaces and threads, just to be sure. Car is running since september and around 3500km....absolutely leakfree so far. I installed it with the nut on the outside, so that i can retighten it if neccessary, but was no need for that.

Edit: just remembered, I had to trim the baffle a little bit. But really not much

Nice job!

EMU...hehehe

Nice job. I would suggest grabbing a can of anti-splatter spray for any future MIG welds.

Any more information on the cam sensor set-up? I'd like to try running something similar in the future.

Thanks at everyone.
Next time all the way stainless and tig.....and more patience. This wastegate plumbing was killing me, took forever to get it right

Cam sensor is actually pretty simple. I screwed a piece of steel sheet metal instead of the distributor finger on the socket of the distributor finger (not sure how this is actually called in english), and than made spacers for the sensor to get the right distance between them. It did read the opposing side of the steel piece at higher RPM too, but the emu software had the filter settings to get this right. So that can be a little tricky...
The position of the trigger has to be inbetween of the last and first crank trigger signal of a single revolution, so that the ecu knows, that the next cylinder coming is the first (and not the 6th). Luckily it fits with a simple straight piece of steel on the socket. If im remembering right, both falling/rising edge work.

You should do a write up/guide for the cam sensor with pictures because I know a lot of people are interested in this.

jodystevens wrote:You should do a write up/guide for the cam sensor with pictures because I know a lot of people are interested in this.

Seriously. That's good info right there.

Great work, by the way

Yea, I'll do a writeup as soon as I find time to take some pictures, to make it actually usefull.

Only news from the car is, that I installed a fuel pressure sensor in the rail. I have no picture of the log now, but the pressure (and therefore also the pressure delta map-fp) is somewhat spiky. I'm suprised it seems that this doesn't reflect on the afr readings noticeable....
Does someone have fp logs to compare? Maybe with an aftermarket fpr? You don't see too may of them on the internet...
By the way, as you can see in the pic, I'm using the OEM FPR....

los pistones stok o standar del m 30 b 34 euro que presion de turbo pueden resistir con la relacion de compresion original 10:1

@jose luis Would you mind 'unquoting' the entire segment you just did? It clutters up the thread tremendously. Thanks!

Hopefully that cleaned things up a bit.

jose luis wrote:los pistones stok o standar del m 30 b 34 euro que presion de turbo pueden resistir con la relacion de compresion original 10:1

Sorry Jose, but my spanish knowledge = 0

Let's use this occasion for an update. I did two things to the car, first is I switched to E85. For that matter I upgraded the fuel lines and installed a flex fuel sensor (the EMU has full flex fuel capabilities). The second and most needed upgrade was building an exhaust, I chose the real deal with dual 3" pipes (All stainless and tig welded) . Although I've still a bottleneck in the exhaust, the 3" downpipe" it is still a HUGE difference. Right now I'm running 17-18psi and 18,5° timing (still room to grow) at full boost. All I can say is, that this thing is pretty much out of control and couldn't be considered as "safe" at all
E85 is definitely the way to go, I love that corn juice! Hope to hit the dyno the next few weeks.

Hell yeah.
I think mine is at 22* advance after that it doesn't make anymore power.
That duel 3'' is ridiculous! love it.

Would like to try a bit more timing...but since there is still that 3" downpipe, which likely creates some backpressure, I don't like to take my chances, especially since I run a stock HG. And honestly....even 18 psi and 19° on E85 is way too much for the stock E30 chassis on public roads, but just too much fun . So I keep pouring incredible amounts of E85 into the tank . A turbocharged M30, running on E85 and driven hard, has to have on of the worst fuel economies in the world of combustion engines

mad skillz yo!

In case someone is interested....put that thing on a dyno on friday. Wasn't expecting that much, especially the torque . These are crank numbers from a Dynomite hub dyno, 21psi, tapering down to around 20 after 5000rpm. My 56mm Borg Warner S200 seems to be at it's limit, doesn't really want to make any more boost over 5000rpm, very little response to changes of the boost controller.
Despite the Dynomite beeing a loaded dyno, spool is still 500rpm late....
Note, that this is still the 2mm thick stock Elring head gasket, just with ARP head studs

Congrats! What is the correction factor the dyno used to determine crank HP?

Really late to this thread too, wow, even is the correction is big, that's nearly 530hp as is.
RussC

Holy crap. RussC