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Old 06-24-2019, 05:04 PM   #46
anassa
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Quote:
Originally Posted by Motts View Post
Anassa, about the oil in your intake, the crankcase breather hoses route gases back into the intake in order to vent pressure in the case. Check or just replace your CCV valve. They are hard to get to, and kind of cheap so I'd recommend replacing it.
Yup, I got a new CCV valve as well as some other parts to replace as I swap the m50 manifold.


Quote:
Originally Posted by Beemernut View Post
I guess a small explanation on my approach to builds is that I obsess over how I can maximize on my build on a budget. I OBSESS OVER IT. I spend hours a day educating myself and reading up on people's builds, correlating information from other forums, overthinking aesthetics to an extreme, shopping for the best deals on quality parts, etc, etc. And then I have a pretty minimal budget in real life lol.

More specifically on the aluminum m52, is saving 30-50 pounds of weight worth 1) having to look for a harder to find Z3 with a suitable engine in a junkyard, 2) dealing with potential wiring harness issues? and 3) having a slightly less robust, more heat-sensitive engine that most certainly needs timeserts and maybe a cutring gasket in the case of boost (another thing I obsess over). If I did the swap, I would hope to weigh in around 2700lbs with 25lb seats but not a gutted interior and keep the A/C (my car is a slicktop). Approaches to reaching the target weight would involve a smaller/lighter battery, single pipe lightweight exhaust, and losing the spare. Goals for this build are eventually a light-footed, streetable, dailyable, trackable car to somewhat offset my road-tripping, heavy-hitting, turbo e28 build that's happening first.

On a side note, I can't find anything on the weight difference between slicktop and sunroof-equipped TIs. Bimmerforums suggests that 33 pounds or so can be lost with a sunroof delete panel but that's not to say that there's extra reinforcement material in the roofs of the slicktop models.
I basically do the same you mentioned all the time. The biggest problem I have found is "time", time to research, time to learn and build/do everything myself. The last few years I spent more time on regular job/career side to set myself up better for the future so I can have weekends to build/imagine/research different things. I found that to be the only disadvantage, I could teach myself to probably do most everything I want to do - well i would need to buy tools too - but it would come at the cost of the time I invest into a long-term and sustainable career.

Anyways I digress.

I also have imagined the lightweight, fun swapped 318ti - you could also use the 3.0 m54 rotating assembly for a 3.0L m52 for a bit extra torque - I think the aluminum m52 would be awsome if you are limited due to race class purposes etc - because that weight up front will make a difference, but for something that is daily driven or mostly driven on the street the annoyance of finding an aluminum m52 (I have an aluminum m52 block! I was thinking the same thing you were lol) vs how easily available the m52 is makes it not really worth it as much. But! It definitely is cool though.

Also for the heat sensitivity, I know that is 100% true but I always wonder if there is a difference between how the m54 is made vs the aluminum m52, something that makes one stronger than the other? There are people who supercharge their m54b30 330s - so I think it really has to do with keeping your cooling system well maintained - and you also have less margin for error then.

I am also not sure the weight savings of a slicktop - have not seen it officially documented anywhere.
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Last edited by anassa; 06-24-2019 at 05:07 PM.
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Old 06-28-2019, 08:43 AM   #47
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Engine Weight Comparison (M44, M52, Alum M52, S52, S54, M60, M62)

I decided to compile some of the engine weight information I have found from an interesting site called: http://bmwfans.info/parts-catalog/ (the site is very helpful and is very similar to realoem) - anyways I found the information very interesting thought as I will share what I found. The reason I had looked into this a while ago was to compare m52 iron block vs aluminum block weights, as well as look at how much the m62 and s54 weigh.

The following are my findings:

**IT IS IMPORTANT TO NOTE THIS IS BARE SHORT BLOCK NUMBERS WITH NO TRANS, FLUIDS OR ACCESSORIES!**

ENGINES (By order of lightest to heaviest)

M44 1.9L 4CYL
-Part Number:11 00 9 070 732
-Part Number: Re-manufactured Short Engine: 11 00 9 070 733
-Weight: 210.5lbs

M52 Aluminum 2.8L 6CYL:
-Part Number: 11 00 9 071 271
-Part Number: Re-manufactured Short Engine: 11 00 9 071 272
-Weight: 259lbs

S52 Iron 3.2L 6CYL:
-Part Number: 11 00 1 405 512 *Delivery discontinued by the factory
-Part Number: Re-manufactured Short Engine: 11 00 1 405 513
-Weight: 298.5lbs

M52 Iron 2.8L 6CYL:
-Part Number: 11 00 9 071 240 *Delivery discontinued by factory
-Part Number: Re-manufactured Short Engine: 11 00 9 071 252
-Weight: 299.2lbs

M62tu Vanos 4.4L 8CYL:
-Part Number: 11 00 1 439 765 *Delivery discontinued by factory (For Vehicles without a catalytic converter, from September 1998)
-Part Number: Re-manufactured Short Engine: 11 00 1 439 766 (For Vehicles without a catalytic converter, from September 1998)
-Weight 309.7lbs

M62 Non-Vanos 4.4L 8CYL:
-Part Number: Re-manufactured Short Engine: 11 00 1 745 573 *Delivery discontinued by factory (Alusil, to September 1997)
-Part Number: Re-manufactured Short Engine: 11 00 9 070 780 *Delivery discontinued by factory (Alusil, from September 1997 to September 1998)
-Weight 311.7lbs

M60 3.0L 8CYL:
-Part Number: Re-manufactured Short Engine: 11 00 1 435 196 (Alusil, to June 1994)
-Weight 313.1lbs

-Part Number: re-manufactured Short Engine: 11 00 1 435 208 (Alusil, from June 1994)
-Weight 317.2lbs

M60 4.0L 8CYL:
-Part Number: Re-manufactured Short Engine: 11 00 1 435 214 *Delivery discontinued by factory (Automatic, Alusil, to April 1994)
-Weight: 313.1lbs

S54 3.2L 6CYL:
-Part Number: 11 00 0 304 348 *Delivery discontinued by factory
-Part Number: Re-manufactured Short Engine 11 00 0 304 349
-Weight: 327.4lbs

M60 4.0L 8CYL:
-Part Number: Re-manufactured Short Engine: 11 00 1 435 226 (Alusil, from April 1994)
-Weight: 339.5lbs

TRANSMISSIONS (By order of lightest to heaviest)

Getrag S5D 250G (E36 318/325 etc)
-Part Number: Re-Manufactured 23 00 7 505 600 (TBDH)
-Weight: 55.4lbs

ZF S5D 320Z (E36 328/m3 etc)
-Part Number: Re-Manufactured 23 00 1 222 984 (to June 1996, THDU)
-Part Number: Re-Manufactured 23 00 1 434 485 *Delivery discontinued by factory (from 1996 June to June 2000, THMW)
-Part Number: Re-Manufactured 23 00 7 503 993 (from June 1996, THCH)
-Weight: 77.2lbs

-Part Number: Re-Manufactured 23 00 1 222 997 (e34 m60 3.0L 5spd etc, THDY)
-Weight: 79.8lbs

ZF S5D 310Z (e34 m60 3.0L 5spd etc)
-Part Number: Re-Manufactured 23 00 1 222 249 *Delivery delivery discontinued by factory (to September 1995, THDG)
-Weight: 79.6lbs

Getrag S6S 420G (e39 540/m5, e46 m3, e36 euro m3 etc)
-Part Number: Re-Manufactured 23 00 7 508 410 (to September 1996, TBAG)
-Part Number: Re-Manufactured 23 00 7 508 410 (same part number?, from September 1996, TBAG)
-Weight: 101.1lbs

----------------------------------------------------------------------------------------------------------------------------------------------------------------------------

Feel free to correct and check in the case of typos.

Quick Notes:
-M52 Aluminum vs Iron = 40.2lbs saved
-S52 vs Iron M52 = 0.8lbs saved (the S52 is a tiny bit lighter than the iron m52!)
-M52 Iron vs nonVanos M62 = 12.5lbs heavier
-S54 vs nonVanos M62 = 15.7lbs heavier!

To put it in perspective if the m62 swap can be done for the price of a typical s52 swap the weight penalty is only 13.3lbs but because the v8 is shorter than an I6 the weight will sit a little further back. Torque wise (240lbft vs 310lbft) the m62 would be much stronger all around, and hp powerwise the m62 would also win 282hp vs 240hp. The M62 would be comparable to a s52 with boltons (m50 manifold, 24lb injectors ,3.5MAF, BBTB, tune etc) along with the popular ~264/256 cams - without the extra modification cost. It seems like it would have a lot to do with the owners/builders goals, if the goal is a healthy, bolt-on NA S52 for track/daily/fun duties, it seems like the m62 would be just as capable.

What I found most interesting is how the s54 is heavier than an m62 8cyl engine. To be fair as far as I know the m62 is all aluminum.

The scales might tip in the favor of the s54 if fluids/accessories are included but the difference will not be as much as I imagined. Makes me wonder why m62 swaps are not more common.

Quick Comparison S54 vs M62:
S54:
+ Stock Power (330hp)
+ Engine Bay Space
+ Popularity and Support
+ High Revving
- Cost
- Maintenance (Not 100% sure, but s54 needs valve adjustments etc- I think, while the m62 doesn't ?)

M62:
+ Low End Torque
+ Shorter than inline 6
+ Cost (? Junkyard swap?)
+ Weight (Compared to S54)
- Support
- Engine Bay Space
- Stock Power (282hp)
- Consumables cost (oil, sparkplugs etc)
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