Another M62/M60, Eaton M112. A few questions?
Hey Guys,
I've started accumulating parts to put together the next heart for my E34 540i/6.
http://www.60-130.com/images/importe...12_05_04-1.jpg
http://www.60-130.com/images/importe...18_27_02-1.jpg
I've given myself a stringent $2k U.S. budget to get together the engine I've had in mind. An M62B44 bottom end, M60B40 heads & cams. Jaguar Eaton M112 running low boost. As is the M60 heads on the M62 produces roughly 10.94-11:1 static CR.
I live at 6kft elevation and want to treat the SC as elevation compensation, yet maintain the higher compression of the engine for low end fun. My plan is spin the Eaton at a 1.38:1 ratio by way of a 4" pulley; by my calcs that will yield close to a 3.5psi boost.
At my elevation I already lose 2.9psi of atmospheric pressure (generalized).
Picked up the shortblock, M62 4.4L non-vanos:
http://www.60-130.com/images/importe...06_45_12-1.jpg
Also have the Jag Eaton M112, ready for clean up and rebuild.
http://www.60-130.com/images/importe...16_51_57-1.jpg
A complete M60B40 engine assembly is being shipped in order to rob the heads, cams, dual chain timing set up and timing covers.
So far my tally adds up to ($US):
M62 short block - $250.00 local pickup
M60B40 complete - $463.25 shipped
Complete SC assembly with intercoolers, inlet & outlet duct - $410.00 shipped
Jag lower intake manifolds with injectors & fuel rails - $156.20
4" SC pulley - $80
Total: $1,359.45, leaving $640.55 in the budget.
Other known expenses; Jag lower manifolds to BMW V8 heads adapter plates, blower mounts & belt idler kit. Head gaskets, SC gaskets, SC rebuild kit & oil, other engine gaskets.
A few techie questions:
A) Where can I find the SC to BMW V8 adapters?
B) Running such low boost & slower rotor RPM is it still necessary to run the boost bypass on idle, high manifold vacuum cruise & decel? Could I get away with blocking the bypass and still manage IAT's? The water to air intercoolers will be hooked up and using a heat exchanger up front with an electric water pump.
C) As is, on my M62 short block the pistons sit .033" (.84mm) above deck. Victor Reinz offers MLS head gaskets for my application with a 1.74mm (.069") or 2.07mm (.081"). Giving my build either an .036" (.91mm) squish/quench or with the thicker head gasket a .048" (1.22mm) squish/quench. The difference between the two head gasket thicknesses translates to roughly .5 of a full compression bump. I was going to wait to CC the head chambers before making a decision on HG thickness, but in this application do you think it would be better to run higher static CR with tighter quench or slightly lower CR with less quench?
http://www.60-130.com/images/importe...14_47_47-1.jpg
http://www.60-130.com/images/importe...14_48_12-1.jpg
D) If I don't need to retard intake cam I wasn't planning it, in fact I was thinking the overlap boost bleed could help keep cylinder pressures down. Unless it would be a good idea to lower DCR with a retard intake closing angle. By my calcs going from the O.E 109 ICL to 120 ICL delivers a smooth power & torque curve in boost but could really make the engine doggy in boost bypass (if I need to run one).
Other parts already in my build:
Coils & E46 M3 3.62:1 limited slip 210mm center section.
http://www.60-130.com/images/importe...07_41_50-1.jpg
MAFT-Pro piggyback speed density conversion that allows for up to 3bar of boost management. Ostrich 2.0" chip emulator running the original Bosch Motronic M3.3 with custom .BINs
http://www.60-130.com/images/importe...15_40_29-1.jpg
Vac/Boost reference FPR, 3 bar MAP.
http://www.60-130.com/images/importe...15_33_40-1.jpg
S65 exhaust manifolds, not a direct bolt on but I've got a plan:
http://www.60-130.com/images/importe...07_12_10-1.jpg
