Turbo kit interest

[angus]

Originally Posted by Monolith

You might want to also give some thought to an M44 Z3 version to expand your sales.

If I am not mistaken, if it fits the E36 then it'll fit the Z3.

[angus]

Here is my first manifold - this is a internal wastegate with T25 flange as I am going to run either a GT28R or 2871R








I can make these with any flage or W/G setup.

[xxxJohnBoyxxx]

Sweet...

[angus]

Yes, I am currently looking for a Z3 to test fit on. I am thinking fitment should be the same but want to be sure.

Thanks John!

[npagan2]

Do you have an ETA on these kits? I'm really interested

[2Ti]

Originally Posted by angus

Here is my first manifold - this is a internal wastegate with T25 flange as I am going to run either a GT28R or 2871R








I can make these with any flage or W/G setup.

I have quick and possibly stupid question: When you mount the turbo manifold on the M44, does the flange point up or down. I trying to visualize where the turbo sits in the engine bay.

Appreciate you posting your progress.

[bmorekirby]

when do you think you'll have these kits available for sale? i'd like a top mount manifold with an external wg? are you going to be doing custom ic piping and a down pipe that would connect to the stock exhaust would be nice just to keep things simple.

[xxxJohnBoyxxx]

Originally Posted by bmorekirby

when do you think you'll have these kits available for sale? i'd like a top mount manifold with an external wg? are you going to be doing custom ic piping and a down pipe that would connect to the stock exhaust would be nice just to keep things simple.

Same here I would like a top mount with external W/G

[angus]

I am waiting on a few more details to be worked out.

The manifolds I am currently doing are bottom mount and will support turbos capable of 300hp levels - a bigger turbo will (as John knows) require serious work (read chopping and welding)

[xxxJohnBoyxxx]

Originally Posted by angus

I am waiting on a few more details to be worked out.

The manifolds I am currently doing are bottom mount and will support turbos capable of 300hp levels - a bigger turbo will (as John knows) require serious work (read chopping and welding)

FAB666 has a top mount you can look at. To install it on a E36 you need to bang in the strut tower for fitment. If you could make a top mount that is slightly over to miss that tower I would be all over it as would most others.

The bottom mount is nice but it is a bitch to change or work on the turbo so a top mount would be the total package and turbo size would not matter.

Also to run big boost you can't run the stock motor so not many people need to run a big turbo to make the boost they need. I just have a good motor that can handle 30psi so I went big on the turbo...Most stock motors can handle 15psi daily and I know of one that is boosting 21psi daily for two years on the stock M42 mill So don't go too big on the turbo and be happy with low spool and good boost. If you don't match the turbo for what you want you will be sorry, trust me I know

[antny]

What are you guys using for engine management, fuel pumps, and injector sizes?

[xxxJohnBoyxxx]

Originally Posted by antny

What are you guys using for engine management, fuel pumps, and injector sizes?

I use the Motronic M5.2 OEM DME that comes with the 1997+ M44 motor. DME last numbers are 668. I have it custom coded by Barrie at Midnight tuning. He has tunes for 30#, 42.8# and 60# injectors. I currently run the 60# injectors so I can boost 25+psi if needed. I like to use the OEM DME so I retain all BMW factory functions. Also I run a 1995 M3 MAF sensor (3") which is a direct plug in but the MAF code table needs to be changed to accept the larger MAF. Barrie has all the code for the MAF swap, injectors I listed above and I have tested each code on my car as I stepped up boost and needed more fuel by using larger injectors. My car drives like a stock BMW until I hit boost then all hell breaks loose

I use style EV-1 injectors with a adapter that fits the injector to the manifold and run stock fuel pressures.

I have tried stand-alone systems and not had good luck. The OEM DME coded correctly is the best by far...

Oh yea stock fuel pump with stock regulator but regulator hooked to manifold vacuum/boost port so I get 42psi fuel pressure at idle and under boost around 52psi. This is the rising fuel pressure I use on all Barries tunes on all injectors he has tunes for. There are 60+ tunes he has for the turbo I-4 for the various injectors listed above. All of these were done with LM-2 logging and the final tunes are damn near perfect on AFR. Lambda control is fully there and open-loop under boost has no lean spots or any ping since we monitor this stuff in real time on the LM-2...

John S

[antny]

Can timing be adjusted with the coding? Have a write up on your setup so I dont have to bug you constantly lol? I am a boost junkie so I would rather boost this car than swap the motor. I think 200-225 whp would make this car even more enjoyable. What stand alones are out for the car? I understand tuning is just as vital as correct parts choices. I am coming from a daily driven 400 awhp Subaru Legacy GT so I get the FI route.

[xxxJohnBoyxxx]

Originally Posted by antny

Can timing be adjusted with the coding? Have a write up on your setup so I dont have to bug you constantly lol? I am a boost junkie so I would rather boost this car than swap the motor. I think 200-225 whp would make this car even more enjoyable. What stand alones are out for the car? I understand tuning is just as vital as correct parts choices. I am coming from a daily driven 400 awhp Subaru Legacy GT so I get the FI route.

Anything can be adjusted in the coding. Timing is left alone to adapt in Lambda as is fuel so the car can adapt to the best fuel mileage when cruising or just about anything below half throttle, of course the pulse and width of the injectors code is changed for larger injectors. When the DME detects you getting into the petal it switches to open loop which is seemless and you can't tell. The timing is set for the maximum boost you will run when the TPS is fully open, so the timing is retarded for the more boost you run. At part throttle the timing a fuel reverts to adaption values for the best running mixture and timing for the climate your in.

There are plently of stand-alones and piggy back units. I tried a Mega-squirt and hated it so I sold it for half price. There are many others but they are not made specifically for the I-4 so they take some time to tune and you will loose functions that the OEM DME has. Also some of the really nice systems cost around $3,000 and still can't match the OEM DME (My opinion since I have not tried them but read into them extensively). I try to only run the best and whatever makes the car run the best and I have not found anything better then the OEM DME that comes with the car re-coded for the turbo...

Almost all turbos that fail and blow the motor is due to tuning or getting greedy with the boost, not having a motor that can handle the boost you're putting to it. I stand by my statement that a stock M4X can handle 15psi daily. I ran 15psi daily for 50,000 miles and retired that motor in excellent shape at 173,000.


John S

[antny]

I understand the injectors are scaled for the right pulse and width. You need to be able to make corrections to timing across the power band for power and knock correction. I am not a fan of just a reflashed ecu. Do they work? Absolutely! Is it the best for every single car? Not so much. I had my previous cars dyno tuned because of elevation and fuel are different in different locations hence why I would want to go to a standalone. I have never really heard many good things about megasquirt. Do you know how midnight tuning actually reflashes the DME? Is it software that is available to the general populace like opensource ecu is for Subaru's and Evo's? I just am leery because Oklahoma fuel sucks and have left alot of horsepower on the table for pump fuel maps in the past. I would like to be able to either be able to street tune the car or get it on the rollers. It gets pretty hot here in the summers and would like to be able to retard some timing and boost. I would probably definitely use meth injection and am a big fan of the aquamist system for their failsafes. Thanks for all the info so far its been helpful. I know you have gone down the path already and have done the leg work in which I am thankful. The engine management part is the part that concerns me especially going NA-t.