Graphite has been gracious enough to put up some of the photos from the build on Lucifer's Hammer on his website at http://www.doggunracing.com/mye28/LucifersHammer/.
As things stand, the photos aren't in chronological sequence, but as the story proceeds, I'll try to reference them by graphite's page number and image. HTH.I'll do my best to answer questions as they come up regarding subject matter in the photos.
Added comment: In going over the pics on graphite's website, I see that there are a number of omissions and redundancies. So over the next few days, I'll see what I can do to correct this.
This chapter is more or less a chronology of what happened between June 2003 and August 2004, when the project was taken out of EB's hands. Some of the entries are fairly trivial, but they are pretty much as written at the time. Provides some flavor of the events.
Summer 02 Initial conversations with Rowe, Fahey, Korman, local shops regarding a rebuild.
December 02 Further conversations with Fahey, Korman. Rough cost estimates are both high and very open-ended. First contacts with EB.
January 03 EB sends initial job outline with a number of options. Estimates more or less comparable to Fahey and Korman.
2/6/03 KH makes option choices, establishes an acceptable completion date with EB. Parts deposit $ sent.
During February there was a series of emails regarding possibilities related to the rebuild. At this point, the thinking was strictly NA, but pushing the envelope of what could be generated out of the S38B35 and still remain a street motor.
Some of the items discussed:
~use of a Split Sec MAF setup
~lighter flywheel along with a CenterForce or HD Sachs clutch
~issues with the ECU with my Dinan chip and stock AFM supporting the larger displacement; possibilities of using a Unichip piggyback on the stock Motronic
~benefits from going to the 38.5 mm I, 32.5 mm E valves from the S38B38 motor
~aftermarket rods. whose?
~source on the planned 94 mm crank?
~make of pistons? Compression ratio that will let me pass emissions?
~injector sizing? Stock fuel pump up to the task?
~how much cam is workable, given Colo's emissions requirements?
~drivetrain upgrading?
5/15/03 Further design options under consideration: cam choices, VANOS addition, engine management options. Electromotive selected for ECU. At this point the cam option was looking at 280/272 Schrick. VANOS a potential can of worms. Not going there.
6/3/03 Parts in hand @ EBs. Confirm start date on the car.
6/16/03 Car delivered. October 10, 2003 completion date established. Turbo approach adopted. Some questions as to turbo sizing, potential power outputs. EB wants to use a GT-35; of the opinion that 500-550 fwhp can be generated. 600 fwhp probably crowding the motor's capabilities, even at 4 liters.
8/20/03 Status report. EB sends e-mail indicating the project is far more complex than he had realized and that the completion date needs to push out.
From the 8/20/03 e-mail:
"Your last email really laid out the whole scope of the project for me. You haven't added any significant new work with this last email. Since our first discussions about engine work, the project as a whole has grown, and I haven't really sat back and looked at the whole thing. I realized, after looking over your email, that I haven't moved off of looking at it as an engine job with some chassis work. Between adding the turbo and all the chassis work, I think we'll need to extend the schedule."
Great. That's open-ended enough.
9/6/03 A friend of mine in CA tells me that the Quaife diff internals for the large-case diffs in the E28 are NLA.
Called Quaife USA. This is true. I call Brett Anderson at Koala. He has one-the last one-in the US. Brett sez he can set me up with a 3.64 diff if I can swap him a core E28 diff. I call EB. When we went over the build list back in June I specifically asked him about putting Quaife internals in my diff. "No Problem." Now EB tells me he doesn't have any Quaife components on hand. He is stunned when I tell him they are NLA for the E28. 
"Get my diff pulled and up to Brett Anderson at Koala. Chop-chop."10/19/03 Status report. Completion date pushed out to 11/29/03. I'm thinking get the car done and back to Colo before the weather goes to hell. EB thinks date is tight but doable. One thing I learned about progress reports in managing large projects: Progress reports and meetings serve to illustrate the lack of progress. . .
10/28/03 I'm told that putting the turbo on the RH side of the block may require cutting and reconfiguring the engine frame rails. Not good from a crash/crush zone perspective. Question marks about what kind of manifold configuration EB is considering.
He's got the Dinan manifold on the other M5. What's so difficult about doing some measuring and possibly copying that casting, but putting a manifold together out of weld ells?
11/17/03 KH, having done some research, has questions regarding the proposed GT-35 sizing. Possible to use two GT-30s? Sweeney did it . . . Or going to a GT-40 or -42.
At this point I had gotten a copy of A. Graham Bell's "Forced Induction Performance Tuning" to complement "Maximum Boost." I had also worked a bit with some of the turbo sizing models posted on the web. This knowledge began to raise some questions about what was needed in terms of sizing, IC capacities and a number of other engineering considerations.
11/21/03 Status report. Dreck. 11/29 date is off the table--turbo and exhaust fabrication issues. Delivery date pushed out to mid-March 2004. This gived EB three months +/- to get things finished. EB vague about what's going on. No photos.
Note: digital photos, taken by the owner of the other to-be-turboed M5 around this time,appeared to indicate little if any work done on my car up to mid-November. Original motor is in place, no bodywork removed to access IC installation, etc. These photos came into my possession in July 2004. More about this further on.
12/9/03 Finding a Garrett Performance dealer that will talk to a customer is proving to be an exercise in frustration. KH finally gets a number from Allied Signal Corporate in New York and contacts Garrett's Technical Services people in LA to get some physical dimensions on external turbo sizing, appropriate turbines. Garrett tech people are furious that I have found a way to reach them, even more furious when they find I am a customer, not a dealer. I am informed that exterior dimensions are proprietary information (!)
That being said, I get busy Googling and I email Ray Hall at Ray Hall Turbocharging in Queensland, Australia with my questions.12/10/03 Ray Hall forwards needed data and dimensions. Phone call ensues. Lots of questions get answered. A month later, wife is going thru the bills. Wants to know WTF is this one-hour phone call to Oz all about? Hmmmm?
Data from Hall gets forwarded to EB. "Gee. That's good stuff. I didn't know about that." Waitaminnit. This guy has been telling me that he has a fair amount of experience on FI. What Hall sent me was pretty fundamental (I'm still coming up the learning curve here). What have I gotten myself into?? 
12/23/03 EB calls. Sez his chosen exhaust system fabricator is Not Getting It Done, so EB will look to other suppliers.Seems the problem is not isolated solely to the exhaust shop.
12/24/03 Progress(?) report. Car to go to the alternative exhaust shop. Work supposed to start right after 1/1/04. Have a Merry . . .
2/6/04 Turbo location questions. The exhaust guy has a solution that will "remote mount" the turbo under the intake plenum; will use the GT-35. Questions get asked about sizing, as the web-sourced models indicate it may be too small, based on air mass requirement numbers. EB sez it's "just right" for this application.
2/9/04 Phone conference with EB. Needs to move the completion date to late April/first week in May. This due to more waiting on the exhaust system. Riiiight.
3/8/04 After several requests, I receive a statement from EB. Not that I want to spend money, but I need to know just where the dollar portion of things stands. No photos of the work. "My digicam is broken." "Well, how about I send you one of mine?" "Nooo, nooo. I'm afraid I'll break it or lose it." WTF is going on here?
3/10/04 Completion date #3. Missed. Why am I falling off my chair???
3/22/04 Car, with exhaust pieces completed, arrives back at EB's shop. Pics, taken by a third party, get forwarded to KH. IC temporarily in place, as are the turbo and the headers. I just may, someday, have my car back!!
4/9/04 "Progress" report. KH looking at 5/3 or 5/17 for completion--available windows around KH' schedule. EB thinks date is reasonable and can be met.
5/4/04 EB advises delays due to leakdown problems on the other M5's motor. Mid-May completion off the table, as is attendance at 5erFest in San Diego. KH decides enough delays. Sets August 1 completion date as firm. KH dealing with expiring Colo plates and needing emissions certification. State of Colo has problems with the car being out of state, expiring plates and needing emissions run-thru on their dyno. EB dismayed at no more time extensions . "Will be very close."
7/2/04 Another problem. EB apparently gave incorrect combustion chamber dimensions to JE Pistons.
Result is incorrect dish dimensions, yielding very low compression numbers, on the order off 7.2:1 or so. So another delay while correct pistons are made. This puts additional pressure on the August 1 completion date. Confirmed there would be a status report phone call on 7/19. At that point I expect to hear that things are all together, running properly, and that the following two weeks would be dyno runs, tuning and final shakedown.In early July, the owner of the (now -aborted) turbo project M5 contacted me to compare notes and experiences. Seems his car had been at EB's for the better part of three years,
and had experienced any number of problems related to work done on the car, missed deadlines, etc. His experiences seemed to track very closely with my own, supporting the increasing concerns I am having with my project.7/13/04 email to EB covering 40 or so items pertaining to the motor, driveline, suspension, brakes, turbo, etc. This is to review what's been completed, what's still open, emphasizing the August 1 deadline.
7/19/04 email from EB. Most minor subroutine repairs are either done or probably will be by 8/1. However, the bottom line is the motor will not, repeat will NOT be finished, dyno tested and ready for delivery. That being said, I phoned EB and informed him I will be picking the car up on August 2, regardless. I asked to have all pieces boxed up and have the car ready for transport.
As luck would have it, Bimmerhaus in Broomfield was getting up to speed at this point.
I discussed my situation with the owner and with their senior techs. One of their senior techs is a Korman alumnus and has a wealth of experience on S38s. He knows, or knows of, EB. 
Bimmerhaus is at least willing to have a look. 
Further conversations took place with another EB client. This person fronted a considerable amount of money for work to be done and parts to be delivered over eight months ago. To date, nothing forthcoming. 
I summarized my experiences, much to this gentleman's consternation. So with at least three individuals having similar problems regarding the service provided, the decision to terminate EB's involvement was a no-brainer. 
8/2/04 KH at EB's shop to pick up the car and the parts.
8/4/04 Car delivered to Bimmerhaus for examination and further evaluation. We plan to look at what assembly work EB had done--primarily the suspension and short block--to see what we've got. That and do an item-by-item parts inventory to see if anything's gone missing and will need to be reordered.
Bimmerhaus' position on the project is to look at things cold turkey and start from ground zero. If workmanship and parts in place check out, all well and good. Anything even remotely questionable will be redone. This should provide some comfort level to everyone involved. It also leaves this nauseating feeling of seeing a lot of dollars spent up to this point potentially being a dead loss.
8/12/04 After getting a "paid in full" signoff on EB's final statement on August 2, I did a spreadsheet of hours billed, work sublet and parts purchased. No invoices were provided to support the sublet work. Notable in the statement was the extensive amount of work that was jobbed out, as opposed to being done in-house. This would seem to infer that EB was doing little more than final assembly; in other words the expertise may not be EB, but rather a set of independent shops, whose capabilities and QC is uncertain. As best as I can tell, the actual hours EB devoted to the car--engine, suspension, drivetrain--is probably around 90 shop hours. Which seems to be a lot for what got done. This over a period of thirteen months.
Part 4 will resume with what was found as we went over the motor and how things began to get shiny side up.
It's late and ah'm tard.