Discussion
E30 M10B18 with....
Mikuni GSX1100 bike carbs on Bogg Bros Manifold, D'Bilas 292 cam (big valve head), Sytec adjustable FPR, Magnecor 8.5MM Comp leads, NGK Iridium plugs, Maxiflow filters, no P/S E/W C/L or heavy ICE. Weighbridged at 1020 incl fuel.
Mikuni GSX1100 bike carbs on Bogg Bros Manifold, D'Bilas 292 cam (big valve head), Sytec adjustable FPR, Magnecor 8.5MM Comp leads, NGK Iridium plugs, Maxiflow filters, no P/S E/W C/L or heavy ICE. Weighbridged at 1020 incl fuel.
Edited by lance1a on Sunday 6th January 21:02
lance1a said:
Hi, dramatically! But went from 90BHP with the Pierburg carb to 130 (with the standard header) and from 27MPG down to about 21 (Eeek!)
Thats some increase on bhp and quite shocking! I always knew there would be some form of increase, but 40bhp? I had no idea the older carbs were that restrictive
How much did it cost overall to convert the M10 to run the Mikunis?
Im asking as Ive sourced a 280 cologne V6 for my TVR project and Im undecided whether to run downdraught webbers or go for something like you have
I know a fella that adapted 8x Yamaha R1 throttle bodies to fuel a big chevy V8 for racing...bastard to set up, but went like stink
Keep in mind that the pierburg carb is crap and this motor with FI was 115BHP std. The 292 cam is the highest I can go without headwork and adds about 12BHP. The general idea is that bike carbs will give about the same as Weber twin-twins and a 40mm Mikuni is equal in flow to a weber 45 (according to Bogg Bros).The original manifold was very restrictive but the head on the B18 is the best you can get on the M10 motor, and is the prefered option on M10 builds as it has the bigger valves.
2002Tii cars in the states run 160/170 bhp on the 2.0L motor with Webers and my arse-dyno (and TBMW's too) estimated 120 before the cam was in and with the wrong jets (overfueling with 180's). Carbs are cheap as chips, I just bought another set for my track 318M40 from ebay for £14.00 plus postage, made up a mild steel manifold and is waiting to be fitted.
The car is quicker than my 318is, though that will be down to weight.
You should be able to fabricate a manifold (or have it made) for about £150 and the carbs are cheap. Run low (2psi) fuel pressure with adjustabe FPR.
Racetep 4-into-1 header from the states should complete the breathing and at £160.00 all in, is very reasonable, though I have to modify the steering column as the header is designed for LHD cars (mostly 2002 or E21).
I will dyno when the header is on otherwise just two bills and I would have to re-jet/tune the carbs again. Bike carbs are really easy to work on and stay in tune.
The BMW M10 motor is one of the greats, and served as the base for the Brabham BT52 F1 and F3 cars, and later also the original M3. In F1 form these motors ran 800bhp in qualifying and were dyno'd at 1280! Though the turbo was about the same size as the motor!
2002Tii cars in the states run 160/170 bhp on the 2.0L motor with Webers and my arse-dyno (and TBMW's too) estimated 120 before the cam was in and with the wrong jets (overfueling with 180's). Carbs are cheap as chips, I just bought another set for my track 318M40 from ebay for £14.00 plus postage, made up a mild steel manifold and is waiting to be fitted.
The car is quicker than my 318is, though that will be down to weight.
You should be able to fabricate a manifold (or have it made) for about £150 and the carbs are cheap. Run low (2psi) fuel pressure with adjustabe FPR.
Racetep 4-into-1 header from the states should complete the breathing and at £160.00 all in, is very reasonable, though I have to modify the steering column as the header is designed for LHD cars (mostly 2002 or E21).
I will dyno when the header is on otherwise just two bills and I would have to re-jet/tune the carbs again. Bike carbs are really easy to work on and stay in tune.
The BMW M10 motor is one of the greats, and served as the base for the Brabham BT52 F1 and F3 cars, and later also the original M3. In F1 form these motors ran 800bhp in qualifying and were dyno'd at 1280! Though the turbo was about the same size as the motor!
Edited by lance1a on Sunday 6th January 23:59
Amazing stuff mate, really is indepth performance engineering and I love it!
Ive been looking at the price of twinchoke webbers recently and they're going to set me back the best part of £300 if not more, if I want to replace the EFI on the cologne V6, but with the kind of races I'll be taking part in, Ive been advised to run a smaller flow, maybe twin 38's if they're available (hillclimbs mainly for the first season!)
Looking at having some cam work, increase the compression, cams/ lightened balanced flywheel and some various other bits and pieces to improve the acceleration
Such a beautiful example though, a real credit to its owner
Ive been looking at the price of twinchoke webbers recently and they're going to set me back the best part of £300 if not more, if I want to replace the EFI on the cologne V6, but with the kind of races I'll be taking part in, Ive been advised to run a smaller flow, maybe twin 38's if they're available (hillclimbs mainly for the first season!)
Looking at having some cam work, increase the compression, cams/ lightened balanced flywheel and some various other bits and pieces to improve the acceleration
Such a beautiful example though, a real credit to its owner
Nah, I have Six E30's (only three are runners though) and used to have a E28 535 back in SA. Just feel like something different but the 528's are rare and the 535 too expensive for a whim. This is a 63000 mile car with a cracked cylinder head for £50.00. Could also end up as a donor for a E30 2.7 engine swap though.
Depends on who you listen to. The high compression 2.7 (525E) with the 325 head, manifolds etc and electronics is supposed to give 190BHP, which makes sense for that size and configuration. You can use the 320 head also for about 170 bhp (the same as a std 325)but I have a number of 6 cylinder heads lying about and it would be a shame not to use them. There is a lot of info on the E30zone site about the 2.7 ETA swap as an alternative to an E30-M30 535 swap.
Hi guys, and thanx for the comments. Trying to decide if I should drop an M50 2.5 in, or do what I really want and take the motor out to 2.1L. I have just taken a 525i as PX on my SpongeBob E30 so have a complete car at my disposal, hard decision, just posted on the General Gassing for opinions.
lance1a said:
Hi guys, and thanx for the comments. Trying to decide if I should drop an M50 2.5 in, or do what I really want and take the motor out to 2.1L. I have just taken a 525i as PX on my SpongeBob E30 so have a complete car at my disposal, hard decision, just posted on the General Gassing for opinions.
e30's with m50b25's in them are sweet! Have you ever thought of going FI?lance1a said:
Still considering FI/megasquirt for the new motor, but will stick to carbs till finances allow. The problem with bike carbs is the short life of the Diaphragms.They cost about £90 quid a pop, so not very cost effective in the long run.
Hey mateI know this is an old ass thread but if you could I would love to pick your brains for some info. That is if you remember any of it!
Got myself a set of Bandit 1200 carbs and a spare M10 318i and wanted to slap them together. I have read your posts on here and on Pelican.
I am just unsure about how to figure out a starting jet size( was thinking 150 as a result of your posts) and how long to ask for the manifold to be made ( as you reference torque tubes?)
Cheers
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