E30 320 M10 Turbo

Power output 600 to 700 HP with holstel super hx40 setup and potentially 1000+ HP whith holset hx 50 or hx55.

There is an adapter plate used to fit the currently run hx super 40 on 600 HP at 8000 RPM on 2,3 bar boost.

The start of yet an other ambitious engine-build and more modifications on my beloved BMW E30 took place on March 2014 in my home shop in the Netherlands.

first the old engine had to come out. It was a 40+ year old testing engine modified to prove the concept of an high revving high boost 2 liter 4cilinder setup including throttle-bodys and staged injection all tied together with an standalone ECU. I pushed the limit of this old engine; this means 2.2 bar of boost and 8000 RPM making use of an Schrick 304 camshaft.

After getting rid of the old engine I will turn it into a mock-up which I will use for my fabricating endeavors. But first I will have a closer look at it and try to work out what went wrong.

After 5000 Km of testing at 2.2 bar boost and 8000 rpm the engine almost turned it self into a two-stroke engine. The exhaust fumes would have put any moped to shame. So did the oil consumption at a staggering 1 liter of oil burned for every 50 Km driven.

galling marks on piston skirt picture pending

Using the mock-up engine I started to fabricate the engine mounting brackets. I fabricated the gearbox bracket first using 2mm thick 25CRMO4 sheet metal which is all TIG welded together. the top and bottom plates are made from a single piece of sheet metal and are accurately bend to fit the gearbox shape. Because it is a hollow component it will be very light weight and very strong.

One bracket down two to go. In the pictur below the two old engine brackets. The wooden blocks represent the OEM rubber engine silent blocks. I used wooden blocks so I could move the engine back an forth and determine the best position for it to be in. Hence more toward the back the better the weight distribution.

More horsepower means more stress on the engine mounts which in turn puts more stress on the engine block it self. The latter being stressed due to its 600 Hp increase wouldn't leave me with much spare strength. The solution is using an extra set of threaded holes located to the right (see picture below) to spread to load more evenly over the block. The location of the two extra threaded holes on the block was such that the force would be directed directly into the stronger main bearing section.

The new engine mount made from square tube en thick plate MIG welded together makes it very strong and stiff. To ensure the engine mount is perfectly flush with the engine mating surface it must be milled.

As one would expect the flatness of the interfacing surface after welding the engine mount shows a large distortion of 0,6 mm. If this deformation is not corrected the stresses put into the block from tightening the engine mount bolts can be far greater than the stresses put into the engine from the increased horsepower. This would render the new engine mount useless.

Machine the weld just next to the bolt head makes for a nice fit.

Flatness of machined surface is within 0,01 mm. Thus the stress that will arise from tightening the engine mount bolts will be kept to a minimum.

finished engine mount: two down one to go!

Before I can continue fabricating the exhaust side engine mount I need to establish the limited space thats available for this component. The space is limited because I decided not to place the Turbocharger next to the cylinder-head as I did in the previous build depicted in the first picture. this means that the turbocharger will be positioned just above the sub-frame in-between the main chassis beam and engine block. So up next is positioning the Turbocharger and Waste-gate and designing and fabricating the exhaust manifold and down-pipe.

after the exhaust is done i can continue with the final engine mount.

Modified M3 Throttle Body's. Now fit to M10 cylinder-head and hold two injectors per cylinder.

Modified Oil pump which I milled on lave

Capped off the input point of the original Ignition.

Glass pearl blasted all the aluminum engine components for looks and cleanliness

Turbo Oil return module

Front crank pulley modified on my lave so that an extra drive belt for power steering can be added and not to forget the 36-1 toothed wheel to be able to track the cracks position

Cilinder Head

Block

Pistions

Clutch

Suspension