E46 M3 Turbo Track Car
Discussion
From my previous s/c E46 M3 project: http://www.pistonheads.com/gassing/topic.asp?t=115...
Well following four years of developing the car from a standard 2001 E46 M3 into a supercharged track car (build thread as above), and in the search of the magic 1000hp + the car is now in bits once again, loosing the supercharger and going the turbo route.
This is a particular challenge on the right hand drive E46 M3 due to the steering column running straight through the location of the exhaust manifold, making turbo positioning and manifold design a near impossible task. With the exception of some cheap cast iron unequal length manifolds from the South African market there are none commercially available, so it's a complete bespoke project.
In s/c form using the latter Rotrex charger the car made 636bhp/426lbf-ft but didn't build boost anything like as aggressively as a turbocharged car and lacked the serious grunt I was looking for. Here's the last dyno session also showing the flatshift setup on the Syvecs S6 Plus ECU. We opted for a slightly less aggressive cut in the end after it blew the driveshafts on the next run!
Youtube: https://youtu.be/eBy1N3LJIi0
Moving forward the car will run a GTX42 turbo. This picture shows the enormity of the challenge!
Owing to these somewhat obvious spatial constraints we will be space framing the front end and moving the radiator to the boot. This will allow us to get a massive thick core intercooler into the front with maximum air flow. We will also be positioning the six gearbox, diff, engine and power steering coolers up front. The headlights will also be removed to allow for maximum air flow, with air to the charger coming through the front drivers side light. We will need to replace the standard headlight units with something more compact I guess so I'm not completely without lights!
Engine wise the car was already running a low 9:1 compression ration on Carilo rods, JE forged pistons, knife edged crank, ARP bolts, etc. The engine is now two years old since it's original build so it's going to be back out for a full health check plus the edition of now Inconel coated valves and uprated top end to help with valve lift etc due to high boost. We are also using an (undisclosed for now) headgasket which has just arrived from Sweeden.
The car runs a Quaife 69G sequential gearbox with a BMW motorsport 4.1 differential. The car is currently geared for 150mph flat out so it's evident that the existing ratios could well be far too short (they were chosen originally to suit the s/c powerband which is all high end). For now my plan is just to strip and check the box and fit a standard 3.6 differential which will lengthen things significantly. In the long run and following some shakedown days I'm expecting that a new set of ratios will be required, but I want to leave this decision until I drive the car on a couple of my favourite tracks to get a feel for it.
I had fitted a Syvecs S6 Plus ECU in September last year and which uses a wideband lambda and runs flatshift gear change with the Quaife box. The Syvecs will remain in this build but be supplemented with a twelve position map switch and additional wiring/sensors for boost control including an all important "push to pass" button!! We will also add a fuel flex sensor which allows the ECU to know exactly what fuel it's running and to switch between maps automatically. I don't expect to run race fuel often but the idea of forgetting whats in the tank etc, or having it switched onto the wrong map fills me with fear.
The intercooler and radiators will be custom made as will the turbo manifold and exhaust. The exhaust will be a 4" straight through system with an optional silencer section at the rear (almost certainly essential for anywhere other than Knockhill or Donnington on one of their unlimited days). The wastegate and screamer pipe will discharge through the drivers side wing grille.
Brakes will remain as before which is an Alcon fully floating setup front and rear. I will however take the opportunity to change my OBP pedalbox which I've never been happy with (it flexes badly under heavy braking). It will be replaced with an infinitely superior Alcon or AP unit.
The car is already pretty light (circa 1200kgs dry) and has carbon roof, bonnet, boot, doors and Perspex windows all round. Whilst the front end is apart we will also fit some carbon front wings.
Suspension will remain as the existing Nitron NTR race remote reservoir system.
The car is away having the manifold built at the moment and should be back with us next week at which time the engine and box can come out and go away for rebuild whilst we sort the plumbing and wiring side of things out.
Here's progress on the manifold so far
This isn't the final job and it will need some tweaking to ensure enough clearance and turbo positioning. For those who know the E46 M3 layout you might have twigged that the boost pipes can be extremely short in this setup. The air will drop straight off the compressor into the cooler with it popping up on the other side and running straight into the inlet (the total pipework will be well under 1m). We will also be ceramic coating the manifold and downpipe.
Hope to be back soon with some updates. Mapping should be April this year. I'm uber excited!
Well following four years of developing the car from a standard 2001 E46 M3 into a supercharged track car (build thread as above), and in the search of the magic 1000hp + the car is now in bits once again, loosing the supercharger and going the turbo route.
This is a particular challenge on the right hand drive E46 M3 due to the steering column running straight through the location of the exhaust manifold, making turbo positioning and manifold design a near impossible task. With the exception of some cheap cast iron unequal length manifolds from the South African market there are none commercially available, so it's a complete bespoke project.
In s/c form using the latter Rotrex charger the car made 636bhp/426lbf-ft but didn't build boost anything like as aggressively as a turbocharged car and lacked the serious grunt I was looking for. Here's the last dyno session also showing the flatshift setup on the Syvecs S6 Plus ECU. We opted for a slightly less aggressive cut in the end after it blew the driveshafts on the next run!
Youtube: https://youtu.be/eBy1N3LJIi0
Moving forward the car will run a GTX42 turbo. This picture shows the enormity of the challenge!
Owing to these somewhat obvious spatial constraints we will be space framing the front end and moving the radiator to the boot. This will allow us to get a massive thick core intercooler into the front with maximum air flow. We will also be positioning the six gearbox, diff, engine and power steering coolers up front. The headlights will also be removed to allow for maximum air flow, with air to the charger coming through the front drivers side light. We will need to replace the standard headlight units with something more compact I guess so I'm not completely without lights!
Engine wise the car was already running a low 9:1 compression ration on Carilo rods, JE forged pistons, knife edged crank, ARP bolts, etc. The engine is now two years old since it's original build so it's going to be back out for a full health check plus the edition of now Inconel coated valves and uprated top end to help with valve lift etc due to high boost. We are also using an (undisclosed for now) headgasket which has just arrived from Sweeden.
The car runs a Quaife 69G sequential gearbox with a BMW motorsport 4.1 differential. The car is currently geared for 150mph flat out so it's evident that the existing ratios could well be far too short (they were chosen originally to suit the s/c powerband which is all high end). For now my plan is just to strip and check the box and fit a standard 3.6 differential which will lengthen things significantly. In the long run and following some shakedown days I'm expecting that a new set of ratios will be required, but I want to leave this decision until I drive the car on a couple of my favourite tracks to get a feel for it.
I had fitted a Syvecs S6 Plus ECU in September last year and which uses a wideband lambda and runs flatshift gear change with the Quaife box. The Syvecs will remain in this build but be supplemented with a twelve position map switch and additional wiring/sensors for boost control including an all important "push to pass" button!! We will also add a fuel flex sensor which allows the ECU to know exactly what fuel it's running and to switch between maps automatically. I don't expect to run race fuel often but the idea of forgetting whats in the tank etc, or having it switched onto the wrong map fills me with fear.
The intercooler and radiators will be custom made as will the turbo manifold and exhaust. The exhaust will be a 4" straight through system with an optional silencer section at the rear (almost certainly essential for anywhere other than Knockhill or Donnington on one of their unlimited days). The wastegate and screamer pipe will discharge through the drivers side wing grille.
Brakes will remain as before which is an Alcon fully floating setup front and rear. I will however take the opportunity to change my OBP pedalbox which I've never been happy with (it flexes badly under heavy braking). It will be replaced with an infinitely superior Alcon or AP unit.
The car is already pretty light (circa 1200kgs dry) and has carbon roof, bonnet, boot, doors and Perspex windows all round. Whilst the front end is apart we will also fit some carbon front wings.
Suspension will remain as the existing Nitron NTR race remote reservoir system.
The car is away having the manifold built at the moment and should be back with us next week at which time the engine and box can come out and go away for rebuild whilst we sort the plumbing and wiring side of things out.
Here's progress on the manifold so far
This isn't the final job and it will need some tweaking to ensure enough clearance and turbo positioning. For those who know the E46 M3 layout you might have twigged that the boost pipes can be extremely short in this setup. The air will drop straight off the compressor into the cooler with it popping up on the other side and running straight into the inlet (the total pipework will be well under 1m). We will also be ceramic coating the manifold and downpipe.
Hope to be back soon with some updates. Mapping should be April this year. I'm uber excited!
Jesus what a beast and what a project, hats off to you on that one. If you can get this to work it'll look and go brilliantly. There are a number of turbo M3's in the states running around the figure you're aiming for but I've no idea how they achieved the placement of the turbo.
I'll look forward to the updates...
I'll look forward to the updates...
Why not just start with something more suitable like a Nissan GTR?
Only kidding!
I loved your previous build and can't wait to follow the progress of this one.
As an Engineer and ex e46 M3 owner I'm really interested in how this will turn out. Based on your previous thread I'm sure it will be very nicely executed.
Only kidding!
I loved your previous build and can't wait to follow the progress of this one.
As an Engineer and ex e46 M3 owner I'm really interested in how this will turn out. Based on your previous thread I'm sure it will be very nicely executed.
Cheers guys - yes I'm rather excited too and somewhat impatient!!
Manifold design on the cars in the states is much simpler as they are left hand drive and the steering column doesn't get in the way making it a much much simpler design with several off the shelf options available. Converting my car to LHD was a serious consideration but space framing the front end makes it possible. This clearly wouldn't be an option on a road going car, or at least not a practical one!
I've got a print out at home for the dyno run but only when it was running 530hp.. Will post when I dig it out.
Manifold design on the cars in the states is much simpler as they are left hand drive and the steering column doesn't get in the way making it a much much simpler design with several off the shelf options available. Converting my car to LHD was a serious consideration but space framing the front end makes it possible. This clearly wouldn't be an option on a road going car, or at least not a practical one!
I've got a print out at home for the dyno run but only when it was running 530hp.. Will post when I dig it out.
DanGPR said:
lol at 640bhp not being aggressive enough! Won't the turbo be less drivable due to the mid-range torque over-whelming the rear tyres?
Bonkers project.
Didn't the LOADED M3 only have about 550bhp when it broke the road legal ring record? (7.22)
Yes I'm thinking traction may be a problem! An important part I missed from the original post is that the Syvecs ECU can also run multi-stage traction control so we are also adding this as part of the project. Bonkers project.
Didn't the LOADED M3 only have about 550bhp when it broke the road legal ring record? (7.22)
In reality I expect to run the car at circa 750hp on street fuel, maybe even a little less during track days or races. I've then got the option for switching the maps on the wheel or using a momentary switch for a short increase in boost to pass anyone I can't outdrive!!
chuntington101 said:
That exhaust manifold looks fun! Be interesting to see the results. And plan on lining the block? I heard that's what HPF were doing to help keep their engines together.
The engine is being built by a renowned BMW race and BTCC engine builder and they won't even share much with me but needless to say they have the necessary credentials. Anything running this much boost is always going to be a challenge! The existing engine has been in three years and running 16psi doing numerous trackdays. Will be interesting to see how it's held up when its split open. I've not burnt any oil or had any issues in that time but the boost levels will be significantly more in the new form...Edited by m30dus on Saturday 27th February 13:26
Dr G said:
Wow, bookmarked!
Who/how is the design of the new front end happening? Will it 'copy' the factory pickups/geometry or will it be a more custom affair?
Will follow with interest
We have cut away everything we don't need for now. The standard factory pickups for the front suspension will remain with the space frame picking up forward of the front chassis legs to carry the intercooler, radiators, bumper, etc. Can't give this too much more thought at the moment but suspect it will end up similar to this..Who/how is the design of the new front end happening? Will it 'copy' the factory pickups/geometry or will it be a more custom affair?
Will follow with interest
My I/C will be twice the size of this one.
Sf_Manta said:
This looks epic, bookmarked for future reference.
Of note, with the manifold; Are you planning to get it ceramic coated? given the location it could prove problematic with other components.
Yes - the manifold and the downpipe will be ceramic coated. We will also use reflective foil on the turret and are going to be running different coil packs to the standard BMW items in order that they can be relocated.Of note, with the manifold; Are you planning to get it ceramic coated? given the location it could prove problematic with other components.
Well it's taken a few more weeks than originally thought but that's her back from the fabricators with the manifold complete! They have done a fantastic job and I'm now rather scared at what she'll be like on boost!!
A couple of the top pipes will be poking through the bonnet, but hoping to make a bit of a feature of it.
Whilst it's been away I've decided to order some extra bits from the states but which are going to delay the engine build by a couple of weeks whilst I wait for them to arrive. They include a VAC Motorsports dry sump kit with the billet pan which will improve the oil system no end (no oil surge etc) and help to strengthen the bottom end with the billet pan design. It also gives us the option to lower the engine a little.
Also included is a VAC Motorsports engine vibration damper which replaces the OEM BMW item which is prone to failure, and which went on me before so I don't want to be taking any risks at this level of tune.
Once the engines away we can make a start to a couple of shell modifications. The radiator will be going into the boot with air taken from a discreet Perspex scoop running down the width of the rear window and discharging through the old number plate recesses. The rear bumper will also be lightened and a diffuser built to help release trapped air.
The steering system is also being converted to electric to enable deletion of the hydraulic PAS pump and associated plumbing. I'll also take the opportunity to lower the drivers seat and to move it further back, with the steering column being extended to suit. I've never been happy with the position since the original build so I'm hoping it will help.
Will hope to keep you updated with some more pics as the build progresses.
A couple of the top pipes will be poking through the bonnet, but hoping to make a bit of a feature of it.
Whilst it's been away I've decided to order some extra bits from the states but which are going to delay the engine build by a couple of weeks whilst I wait for them to arrive. They include a VAC Motorsports dry sump kit with the billet pan which will improve the oil system no end (no oil surge etc) and help to strengthen the bottom end with the billet pan design. It also gives us the option to lower the engine a little.
Also included is a VAC Motorsports engine vibration damper which replaces the OEM BMW item which is prone to failure, and which went on me before so I don't want to be taking any risks at this level of tune.
Once the engines away we can make a start to a couple of shell modifications. The radiator will be going into the boot with air taken from a discreet Perspex scoop running down the width of the rear window and discharging through the old number plate recesses. The rear bumper will also be lightened and a diffuser built to help release trapped air.
The steering system is also being converted to electric to enable deletion of the hydraulic PAS pump and associated plumbing. I'll also take the opportunity to lower the drivers seat and to move it further back, with the steering column being extended to suit. I've never been happy with the position since the original build so I'm hoping it will help.
Will hope to keep you updated with some more pics as the build progresses.
Pelo said:
Fantastic build! What do you use the car for? Is there a class for door-to-door racing that this fits into?
Cheers - there is the SLS championship up here in Scotland which is a take on the Time Attack series. There is also door-to-door racing in the SMRC, again at Knockhill with a couple of away rounds and a good balance of different metal competing.I've not raced since 2008 and I doubt my car will be ready in time to make a whole season, but I will hope to do a couple of rounds later in the year once I've had a chance to shake it down a little.
I'm guessing traction will be the main problem, trying to push 1000hp + through the small 285s up back, but we will see. It might be that I have to take up drifting!!
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