S50B32 Tuning

Discussion in 'E36 M3 (1991-1999) and E30 M3 (1986-1990)' started by firesafety, Mar 6, 2018.

  1. 6 Mar 2018 at 10:13 PM #21
    Covkiller

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    I haven't posted my remap figures in my post yet but Ray West managed to get 340.3 BPH out of mine. Mods, Pipercross air filter and cat bypass pipes that's it.
     
  2. 6 Mar 2018 at 10:17 PM #22
    firesafety

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    Where would one find Ray West
     
  3. 7 Mar 2018 at 8:24 AM #23
    Covkiller

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    Thruxton Race Circuit, a right pain to get to from Cov but he knows E36 M3's inside out. He's a really nice chap too.

    http://www.west-tuning.com
     
  4. 7 Mar 2018 at 11:27 AM #24
    tim295

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    Mine made similar tuned by me, 336bhp (on rollers where s54s make more or less factory numbers) - mine's pretty much standard. These seem to make good numbers when cam timing, vanos, clearances etc are all in good fettle.
    [​IMG]
    Didn't really find much on the standard map at the top which I think is quite decent, made a bit at mid rpm. I spent a few hours on the rollers but basically the map I’d made before turning up was pretty close to what I ended up with, I actually made the map less aggressive as it didn’t help power – that’s where the rollers help dial things in. Do you know what yours made before changes to the map and what was done?
    I think evoGrant makes an interesting point on the s54 if proposing to spend a bunch on the s50b32 - by going to the s54 you immediately get so many small improvements that would cost you loads to do on the s50, and the ecu is better if you want to run a carbon airbox and go alpha-n etc. Shouldn’t be too difficult to fit either.
    I think the power in the s50 and s54 is all in the inlet, cams, vanos/cam timing. I reckon with spikier cams, vanos dialed in to suit the cams and intake mods, the s50/s54 should make similar power. It's much more of a proven path on the s54 though.
     
  5. 7 Mar 2018 at 11:31 AM #25
    Tris

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    Also agree with this.

    When it got to the pint that I wanted more than 350bhp I punted my s50 on for fair money and got into an s54 for much less and strapped a supercharger to it. Getting 540bhp from an s50b32 is impossible for similar money!
     
  6. 7 Mar 2018 at 1:35 PM #26
    JSX

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    Not sure if this is of interest as it's not an engine modification but probably the most cost effective way to increase the acceleration of the car, but have you considered changing the ratio in your evo diff by swapping the crown wheel and pinion with an e46 M3 one.

    I have a e46 M3 3.62 crown wheel and pinion for sale for £120 which would slot straight into your e36 m3 evo diff.
     
  7. 7 Mar 2018 at 2:54 PM #27
    firesafety

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    its got a custom built genuine BMW motorsport 3.91 in it.
     
  8. 7 Mar 2018 at 2:56 PM #28
    firesafety

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    so do you do mapping?
     
  9. 7 Mar 2018 at 4:19 PM #29
    Tris

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    I ran Schrick 284/284 iirc which did yield a lump idle (sounded mean af) but I could retain my VANOS.

    If you insist on keeping the S50, cams and and airbox are a solid mod for this engine. Power is not the only improvement as the drivability out of a bend is improved because the power goes flawlessly right to the red line meaning you can happily keep the car on song through every gear.
     
  10. 7 Mar 2018 at 8:53 PM #30
    tim295

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    Yup I can map it, would be quite keen to have a go at a modified one with cams and airbox etc!
     
  11. 10 Aug 2018 at 6:01 PM #31
    Mike_VWT5

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    Just been searching for info on 284 cams, and redlines, and came across this thread. I'm just starting a fresh VAC Stroker build (S50B32), and am using Schrick cams. VAC are of the opinion that this setup is happy running up to 8500rpm (some people run 9k, allegedly). I'm looking to go to about 8200 max, though don't plan on regularly hitting those revs. I have shim-under-buckets, but am curious as to what rev limit people feel the standard springs are good for with standard tappets? In my case, I'll be upping the seat pressure to about 65lbs, and about 190lbs at full lift. I don't want to go mad with springs, and have some VAC ones here that I used before, but the seat pressure with those is about 90lbs, which I feel to be a tad excessive.
     
  12. 11 Aug 2018 at 7:51 PM #32
    Iain

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    I cant tell you on the spring pressure to be honest as i have avoided shim under due to the ongoing pain in the arse of setting the clearances. however i ran 8100 on a stock 3.0 head with heavy buckets and shims without issue.

    The only rpm issues i have really seen on either the b30 or b32 is that the vibration damper can fail and take the front sprocket with it.
     
  13. 12 Aug 2018 at 1:44 PM #33
    Mike_VWT5

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    I figured and hoped you would reply Iain, as I know you've done an awful lot of work on yours over the years. Thanks for the reply. I've ordered a set of 0.8mm Motorsport spring shims, which should see the seat pressure increased from the standard 57lbs (IIRC) to about 65lbs. Given your experiences, you've got me toying with fitting a set of normal followers, although I'm not totally averse to having to pull the cams to reshim the VAC/Arrow followers.
     
  14. 13 Aug 2018 at 12:18 PM #34
    Iain

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    i just cant stomach the cam pulling, the gaskets, the leaks that were not there before that miraculously appear once you have put it back together.

    the evo lifters are a decent bit lighter that the 3.0 and sit taller so run a thinner shim to get the same clearance. i seem to recall when i weighed them they are something like 20 grams lighter each. without accounting for the reduction in shim weight.

    I think a lot depends on the cam profile and its sweep against the shim, rather than just max lift as to if it introduces a lifting motion or steps off the shim sharply to introduce jump

    Ideally you would want some sort of circlip or spring clip machined into the buckets with a corresponding recess in the shim to act as a retainer, that way they would be held in, and still be easy to service.

    The counter point to this is a suppose the closing speed of the valve, the higher the poundage of the spring the greater the closing speed and the more likely you are to get a shim flicked
     

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