Discussion
The S50 B32 is a finely optimised package- so you won't gain alot.
At the expense of the great low speed torque you could fit some Schrick (very expensive) longer duration camshafts (originals are 252 duration-optimised for amazing torque/powerband) to get more top end air flow. The ports flow very well, and the back pressure is already very low.
The next step would be to tackle the inlet system and minimise your intake losses- this engine has about 50 mbar inlet manifold depression. BMW did the same thing with the CSL and totally lowered intskae losses. I'm told the M3 CSL inlet plenum/airbox system is prohibitively expensive. If it was possible to fit some kind of twin air box system- this could less than halve the intake losses. Don't-whatever you do- ever fit one of those Cone inlet filters!
Of course you'd have to now remap the whole lot- but most people who map don't know what they're doing- so unless you go to someone who does- you'll probably lose more than you had originally. On the off chance you've found someone decent, after all of this, and all the collosal expense, you may gain 20 to 30 Bhp, lose ALOT of low to mid range torque and gain a boomy induction roar.
Also- after all of this expense you could have probably fitted an S54 engine in the first place!
At the expense of the great low speed torque you could fit some Schrick (very expensive) longer duration camshafts (originals are 252 duration-optimised for amazing torque/powerband) to get more top end air flow. The ports flow very well, and the back pressure is already very low.
The next step would be to tackle the inlet system and minimise your intake losses- this engine has about 50 mbar inlet manifold depression. BMW did the same thing with the CSL and totally lowered intskae losses. I'm told the M3 CSL inlet plenum/airbox system is prohibitively expensive. If it was possible to fit some kind of twin air box system- this could less than halve the intake losses. Don't-whatever you do- ever fit one of those Cone inlet filters!
Of course you'd have to now remap the whole lot- but most people who map don't know what they're doing- so unless you go to someone who does- you'll probably lose more than you had originally. On the off chance you've found someone decent, after all of this, and all the collosal expense, you may gain 20 to 30 Bhp, lose ALOT of low to mid range torque and gain a boomy induction roar.
Also- after all of this expense you could have probably fitted an S54 engine in the first place!
i have a 3ltr with schrick 284 cams,carbon airbox/plenum with cone filter with a 5"duct from fog light,light pulleys,no viscous fan,remapped.that made 335bhp(286rwhp) thats a proper 335 not like the optimistic 321 from the evo.
yes it has lost some bottom end power,but to me it doesnt matter,its all happening up top anyway.the main difference is the power delivery.it now feels quick whereas i think standard m3,s inc evos do not really as the power is so flat.
i,ve also lost about 160kgs of weight(no backseats,no soundproofing etc)
the difference is large.to give an idea it did a 12.9 quarter which is nearly a second quicker than a evo.it also beat a csl over a quarter a few times.
so yes while it is quite a bit of money imo it was worth it whilst retaing the strong 3ltr block.when i hae a rebuild and use the evo head and throttle bodies i,m hopeing that will give a bit more at the bottom end.
yes it has lost some bottom end power,but to me it doesnt matter,its all happening up top anyway.the main difference is the power delivery.it now feels quick whereas i think standard m3,s inc evos do not really as the power is so flat.
i,ve also lost about 160kgs of weight(no backseats,no soundproofing etc)
the difference is large.to give an idea it did a 12.9 quarter which is nearly a second quicker than a evo.it also beat a csl over a quarter a few times.
so yes while it is quite a bit of money imo it was worth it whilst retaing the strong 3ltr block.when i hae a rebuild and use the evo head and throttle bodies i,m hopeing that will give a bit more at the bottom end.
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