Most different versions of the DASC are for different belt/pulley configuration for the S/C and if the car had a air pump and where it was located if it had one. I do not know anything about the Z3 so that is new to me. Turbo builds use the stock belts and pulleys. Stock intake manifold is used.

I bet the intercooler plumbing might be different on the Z3 but I have never looked at one. I would love to check one out if someone is local, can't be too different.

Issues with tuning is the 1996 DME is the 667 and the 1997+ is the 668 so two tunes are needed unless you go piggy-back to avoid changing the DME code. The DME will adapt from 8psi all the way to the max of the injectors with a good tune (I run 60# injectors so I can boost 8psi to 25psi on my Mid-Night tune). I do know this from experience and have full OBD-II function with Lambda and good mileage.

On install only the exhaust manifold is changed then the turbo stuff is added on and routed to the TB. Exhaust is connected to the down-pipe and wastegate connected to exhaust if you choose. I blow-off open air before the MAF so I avoid all boost leaks issues associated with a closed blow-off system.

John S

Thanks for the input John. I was thinking that hardware wise the system should work on almost all 318's and probably Z3's without much (*if any) change, maybe a small change in piping.

I agree and it is so easy to cut a intercooler pipe to tweak the fit I have a real good route for the E36 if you want the pics we will be doing a install very soon on another car and can show each pipe during install. Almost all turbo builds on the I-4 failed due to tuning issues only.

It is interesting that you say tuning is the issue, I would think that a simple yet effective kit running 5-8psi could be easily fueled by RRFPR.

please excuse my "noob" question here, but why is taking off the oil pan a big deal? Or is it just the fact of having to drill a hole in to place a fitting?

Drilling the hole is the issue plus I like to weld the bung in place

A RRFPR on a Motronic 5.2 is a half ass way to tune for boost. Let me change my statement. Tuning was a major issue until one of the tuners stepped up and wrote code for turbo cars, almost all 318 turbo installs on this board failed until tuning was mastered about 2 years ago. Tuning is not a issue anymore.

My 92 Saab ran a RRFPR from the factory.

There are people who claim that the RRFPR is half assed, the fact remains that it is cost effective and works perfectly well for low boost, there are so many popular kits on the market using them, even the Paxton S/C kit for the V10 Viper uses it... - if you are going for higher boost/HP then larger injectors and ECU tuning may be better.

If the DASC runs the RRFPR then I think this is a key in making the system plug and play.

In the end, I will probably offer the setup with the end users' choice of fuel management.

Ok if you want the 318 turbo kit with the RRFPR they are on ebay. Complete kit for around $1,050. Only things I don't like on the kit is the intercooler is very small and the RRFPR for tuning. Also the oil line kit is not 100% right, the oil feed boss that fits the turbo is for a ball bearing turbo so it need to be drilled and the oil return line although very expensive AN parts will not work since the turbo oil dump is so close to the oil pan.

Still a good kit for the money.

Best of luck building your kit with the RRFPR

Reguards, John S

The limitation from what I've seen is that the BMW computer has really aggressive programming compared to a lot of other cars, the computer does not balance the timing well under boost and the rising rate fuel regulator is not fine enough control to let the computer balance the charge well.

It seems to be systemic of Bosch controlled engines..

The VIper survives because the V10 is a full fly by wire engine, and does a lot of tuning to keep itself in one piece, a side effect of that programming is the ability for the computer to adapt ot crazy fuel air ratios...

Just some random thoughts..
Dave

^^Correct

Here is the issue with the RRFPR and a turbo and why the RRFPR works "fair" with the DASC. The DASC has linear boost that comes on slow and steady as RPM's increase. With a turbo the boost hits hard and quick. The stock coded Motronic 5.2 DME does not handle this well with a RRFPR. Don't believe me give it a try and find out for yourself.

You have a link to that?

Thanks for the link, I did see that kit but was not too sure, by looking at the pics it seems like a universal piping kit - not really plug and play - also the fuel reg is not really a RRFPR.

It sounds like John has installed the kit before, any pics of it?