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Motor- en cylinderkopcodes (overzicht op pag 3)

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Peter V.
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Post by Peter V. » Thu Dec 11, 2008 5:49 pm

Hoi,

Zodra de 320/6 body weg is en de BAUR naar binnen kan ga ik eerst bij het blok wat erin staat en het reserveblok de compressie meten. Inderdaad daarna was ik van plan om waterpomp,rollen,riem te vernieuwen en kleppen stellen.

Het is even afwachten voordat ik een beslissing kan nemen.

Gr Peter V


Gr Peter V.

.Some say he eats nuts and bolts for breakfast, all we know is he is called the carburetorman.

BMW E21, 1981 320/6 Ascot grau metallic uit Sicilië.
BMW E87, 2006 130i Titansilber metallic.
BMW E60, 2006 525d Silbergrau metallic

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323baur
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Post by 323baur » Thu Dec 11, 2008 7:04 pm

Misschien kan je daar een leuke foto serie van maken (soort van How to..)
Ik denk dat velen daarbij geholpen zullen zijn!
Keep us posted.. :!:
Understeer is when you hit the wall with the front of the car and oversteer is when you hit the wall with the rear of the car. Horsepower is how fast you hit the wall. Torque is how far you take the wall with you.

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Peter V.
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Post by Peter V. » Thu Dec 11, 2008 7:35 pm

Hoi,

Je bedoelt van de compressiemeting of het vervangen van waterpomp etc.

Peter V
Gr Peter V.

.Some say he eats nuts and bolts for breakfast, all we know is he is called the carburetorman.

BMW E21, 1981 320/6 Ascot grau metallic uit Sicilië.
BMW E87, 2006 130i Titansilber metallic.
BMW E60, 2006 525d Silbergrau metallic

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Post by 323baur » Thu Dec 11, 2008 11:46 pm

eigenlijk alles wel;
distri riemen, waterpomp enz.
Understeer is when you hit the wall with the front of the car and oversteer is when you hit the wall with the rear of the car. Horsepower is how fast you hit the wall. Torque is how far you take the wall with you.

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Peter V.
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Post by Peter V. » Fri Dec 12, 2008 8:04 am

Hoi,

Ik wil dat wel proberen hoor om een werkbeschrijving te maken van die dingen. We zullen wel zien hoe het gaat lopen.

Gr Peter
Gr Peter V.

.Some say he eats nuts and bolts for breakfast, all we know is he is called the carburetorman.

BMW E21, 1981 320/6 Ascot grau metallic uit Sicilië.
BMW E87, 2006 130i Titansilber metallic.
BMW E60, 2006 525d Silbergrau metallic

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Post by Thijsse » Sat Dec 13, 2008 8:00 pm

323baur wrote:Misschien kan je daar een leuke foto serie van maken (soort van How to..)
Ik denk dat velen daarbij geholpen zullen zijn!
Keep us posted.. :!:
ik heb afgelopen 3 weken mijn hele blok van boven tot onder gerevieert, helaas erg weinig fotos van gemaakt, maar zou er op zich een aardige how to mee volkrijgen

op e30.de staat er al veel over

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Arnold D
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Post by Arnold D » Sat Dec 13, 2008 10:42 pm

In mijn auto is in 1989 een nieuw blok gekomen. Dit blok is er bij de BMW dealer in Torino in gezet. De rekeningen heb ik.

De cilinderkop is van 1988.

Op het motorblok staat een cirkel met getallen. Bij het getal 8 staat een stip. Ik neem aan dat het blok van 1988 is.

Die motorcode waar jullie het over hebben, is deze code omlijnt met daarin 2 schroefkoppen in meegegoten ?

Hierin staat code 20 C 78. Of is dit een andere code.

Wat moet ik hiervan denken ?

Gr. Arnold
e21 323i
e21 alpina B6-2.8
e21 rear carrier
e46 320i touring

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Post by Peter V. » Sat Dec 13, 2008 11:48 pm

Die motorcode staat bij mij aan de kant van het inlaatspruitstuk onderin tegen de carterpan. Is echt een rechthoek waar je type motor staat en je chassisnummer (hopelijk dezelfde als die van je auto)

Die code die jij bedoelt zit bijna bovenin op je onderblok. Bij Mijn 320/6 staat daar 18 E 81 en bij mijn reserve 323i blok 333 83. Dus wat dat betekent ??????

Gr Peter V
Gr Peter V.

.Some say he eats nuts and bolts for breakfast, all we know is he is called the carburetorman.

BMW E21, 1981 320/6 Ascot grau metallic uit Sicilië.
BMW E87, 2006 130i Titansilber metallic.
BMW E60, 2006 525d Silbergrau metallic

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Post by Arnold D » Sun Dec 14, 2008 12:44 am

Ik heb het nummer gevonden, is alleen niet te lezen door wat vuil. Zal het bij daglicht weer eens proberen.

Bedankt Peter Gr.Arnold
e21 323i
e21 alpina B6-2.8
e21 rear carrier
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Post by Wondermike » Sun Dec 14, 2008 10:12 am

waar je type motor staat en je chassisnummer
Op het vierkante gladde deel onderaan bij de carterpan staat idd het chassisnummer en in mijn geval 2.3 er vlak achter.

Ik heb bij mijn reserve blok nog eens gekeken en er staan meerdere nummers op het blok. Het nummer wat met 12......begint net onder de kop is denk een onderdeelnummer. (dit staat met grote cijfers)

Kwam dit tegen maar dat maakt het ook niet helemaal duidelijk.


http://www.abz.nl/services/audamecum/se ... en/bmw.pdf
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Post by carlos » Sun Dec 14, 2008 12:04 pm

Hola,

Hoe kan ik zien het jaar van motorblok en cilinderkop ?

Kunnen we dat zien aan de hand van de codes?

Weet iemand of de m20 motor 2.5.i identiek was in een e28 en een e30

Groetjes

Carlos

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Peter V.
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Post by Peter V. » Sun Dec 14, 2008 2:46 pm

@Mike,

Dat nummer op je blok wat begint met 12 is volgens mij inderdaad het onderdeelnummer. Op je cylinderkop staat ook zo'n nummer wat begint met 12.
Gr Peter V.

.Some say he eats nuts and bolts for breakfast, all we know is he is called the carburetorman.

BMW E21, 1981 320/6 Ascot grau metallic uit Sicilië.
BMW E87, 2006 130i Titansilber metallic.
BMW E60, 2006 525d Silbergrau metallic

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Wondermike
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Post by Wondermike » Sun Dec 14, 2008 2:49 pm

Hoi Carlos,

het jaartal van de kop staat net boven het inlaatspruitstuk tussen cylinder 1 en 2.

Verder staat er ongeveer in het midden van het onderblok een rondje met een aantal getallen. (zo'n rondje waarmee ze meestal in de autoindustrie een productie periode aangeven)

En dan nu een epistel over onze trouwe vriend, de M20 motor :wink:
(niet gecontroleerd op waarheden maar wel interessant.


Bmw M20 Engine Overview
Posted by acs3sport - 2008/03/15 19:21
_____________________________________
BMW M20 engine.

Manufacturer: BMW

Production: 1965–1994

Predecessor: None

Successor: BMW M50

Class: Straight-6

Engine: 2.0 L (1990 cc/121 in³)

-------- 2.3 L (2316 cc/141 in³)

-------- 2.5 L (2494 cc/152 in³)

-------- 2.7 L (2693 cc/164 in³)

Similar: Mercedes-Benz M110

The M20 was an I6 piston engine of BMW.

The 12-valve, belt driven SOHC design was introduced in the 1976 BMW 520/6 and 320/6. With displacements ranging
from 2.0 to 2.7 liters, it was the "little brother" to the larger BMW M30 engine.

Powering the E21 and E30 3-Series, as well as E12, E28 and E34 5-Series cars, it was produced in 4 decades, with the
last models of the E30 325i touring built in 1992. At that time, the newer M50 engines with 4 valves and DOHC were
already used in the E36 and E34 for some years.

As BMW M21, it became a Diesel, also available with a turbocharger.

M20B20

The small 2 Liter engine, the entry-level version to the six cylinder ranges, was very smooth running, but lacked torque
and required higher revs, resulting in higher fuel consumption. It was never imported to North America due to federal
emissions regulations. It used the same cylinder head casting as the 2.3 liter m20 in the e12 and e21 2.3 liter motors and
the pre 1987 2.7 liter eta motors. All of the 2 liter versions were carbureted until the e30 320i, which used Bosch Motronic
version 1.1/1.3 to work with a catalytic convertor.

Applications:

- 1977–1981 E12 5-series

- 1977–1982 E21 3-Series

- 1982–1987 E28 5-Series

- 1983–1993 E30 3-Series

- 1988–1990 E34 5-series

M20B23

The 323i began as an E21 model and continued with better fuel injection and several internal revisions in the e30 323i.
The e21 used the same cylinder head casting as the pre-1987 eta cars, only drilled to oil a seven bearing cam. The e30
323 used a specialized head casting with much larger ports. Though it had the same combustion chambers and valves
as the e21 and eta heads, it had much more potential for high rpm power. The e30 323 head can be bolted on to an eta
2.7 liter block in conjunction with other modifications to the intake, exhaust and fuel injection systems to make very good
power.

Applications:

- 1977–1982 E21 323i

- 1983–1985 E30 323i

M20B25

The German version of the M20B25 produced 169 HP with a catalytic converter, and 171 without. It featured a 12-valve
SOHC head with larger valves, 84 mm (3.3 in) bore, and 75 mm (3 in) stroke. Most significantly it had redesigned pistons
and combustion chambers for better power, more resistance to detonation and higher thermodynamic efficiency. It was
equipped with Bosch Motronic 1.1/1.3 Adaptive fuel injection. With a minor modification that adjusts the idle speed of a
cold engine, the 325i fulfills Euro 2 emission requirements in Germany, resulting in a lower tax compared to Euro 1 (as of
2005).

Bimmerianz - Bimmerianz FireBoard Forum Component version: 1.0.4 Generated: 14 December, 2008, 13:50
Applications:

- 1986–1994 E30 3-Series

- 1989–1990 E34 5-Series

- 1988–1991 E30 Z1

M20B27

The 2.7 L M20B27 was designed for efficiency (thus the e for the Greek letter eta in 325e). It had an 84 mm (3.3 in) bore
and with 81 mm (3.2 in) a longer stroke, for a total displacement of 2693 cc. The eta had only four effective camshaft
bearings for reduced internal friction, with all seven cast into the head but only four corresponding journals on the cam.
The heads were drilled to oil accordingly.

Output was between only 121 hp (up to 1987) and 127 hp (after 1987) but fuel efficiency was fairly good for the period
and for that size engine. The low-revving high torque design was resonably well received, but the 325e designation
caused it to be compared to the later 325i which had more power and a more exciting sound with its higher range of revs.

It is interesting to note that the eta and the b25 engine, despite a 47 hp disparity in power output, produce a similar
amount of torque at about 170 ft·lbf at medium revs. In theory, this should have resulted in similar acceleration in top
gear, but due to differences in gearing these were different. The 325/325e(s) used 2.79 and 2.93 rear axle ratios
depending on the model year. The 325i sedan used a 3.64 ratio, and 3.91 in the touring and late ix variant. This equates
to lower torque at the wheels on eta cars and results in substantially milder acceleration.

All eta engines used Bosch Motronic engine management systems that were calibrated for maximum fuel economy. The
result was a very conservative spark advance curve and fuel delivery curve. In addition, the Motronic had a built-in rev
limiter that engaged at around 4700 rpm. This very low redline was the result of the four bearing cam, soft valve springs,
intake manifold design and camshaft design. Considering the very low overlap and short duration the motor didnt make
any real power up high anyway.

For the 1988 model year, the eta cars got a warming over from the factory. This entailed the previously mentioned Bosch
Motronic Fuel Injection, a 325i head with the larger 325i valves, ports and revised combustion chambers, special pistons
to fit the 2.7 liter stroke with the 2.5 liter head, a dual pipe exhaust system and a 5300 RPM rev limit. Though it only
made slightly more power in stock form, it could be easily boosted by bolting on a 325i head with a more aggressive
performance camshaft, a complete 325i intake manifold and throttle and plugging in the 325i engine control unit with a
performance chip. Depending on which cam and chip is used, that motor can make over 200 horsepower.

In aftermarket modifications that are inspired by custom versions of Alpina and AC Schnitzer, the long-stroke eta engine
block is often combined with a 325i head to a so-called 327i that combines the high low-rev torque of the eta with the toprange
power of the 325i.

Applications:

- 325/325e/325es

- 1982–1987 525e (or 528e in the US)
So many cars, so little time

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Wondermike
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Post by Wondermike » Sun Dec 14, 2008 2:55 pm

Niet slecht voor een blok wat bijna 40 jaar in gebruik is geweest :shock:

Nou als we dan toch bezig zijn, en ja ik had even niks te beters te doen:

M20 Cylinder Heads
This is an article that will cover the various types of cylinder heads avalable on the small six engine. This will be of benefit to owners who want to modify their small six (E30 or E21) or simply background reading for the technically inclined.

When the small six was launched in 1977 its cylinder head came with small combustion chambers. This followed BMW's philosophy of small chambers for high thermodynamic efficiency. The small chambers allowed shorter flame paths and more resistance to detonation and pinking (or pinging to all you US folk). Now I'll vouch for that - when I first bought my 1982 323i I ran the ignition 22 degrees advanced above the recommended setting, by mistake, for one day. All that was there was a slight metallic rustling noise at low revs/high loads. Now I would certainly not recommend over-advancing the ignition to such a magnitude as, on efficient engines this is detrimental to performance and will wreck the crank, bearings, etc, after prolonged use but it does go to show.

In general design, the light alloy head followed normal BMW practice i.e. a cross flow head with the valves in V formation operated by a single, central camshaft pushing up on short rockers (that look like snails!). The same head casting was used for all initial models including, the 320/6, 520/6 (E12) and the 323i. The combustion chambers have a volume of 37cc. This gave the 2.0 litre cars a compression ratio of 9.2:1 and the 323i one of 9.5:1.

This compactness was achieved by adopting a valve angle of 2 x 22 degrees as opposed to the earlier big six/four cylinder 2 x 26 degrees. In fact the small six's combustion chamber was more of a wedge-shape than the classic part hemisphere of past BMW's. A lot of stiffness was provided at the cam by running it with seven bearings (the big six only runs in four). This allowed the high valve lift of 10mm and squarer profiled cams (quite a common trend in engine design during late 70's/early 80's) i.e. steeper camshafts with higher valve accelerations made it possible to reduce the valve opening duration now being 260 deg compared with 264 deg and 272 deg for other BMW engines. This meant that high rev volumetric efficiency was not effected by the reduced duration with the added benfit of slightly better flexibility (claimed). Now I write a 'cynical' 'claimed' because this flexibility was not reflected in road test comparing the 320/4 and 320/6. To be fair the 320/6 was marginally heavier and pulling a taller rear end ratio. The inlet ports on this early head are small and circular and of about 32mm diameter. The casting number to look for is 1264200 on the inlet side. The 323i used tuned induction pipes of 454mm length, all drawing from a common small plenum. According to BMW the plenum chamber volume is kept small to improve throttle response.

The pistons were flat topped or slightly domed in the case of the 320/6. At top dead centre the crown of the piston is below the level of the cylinder block (how much so I forget, but I can look it up) which is not good in terms of squish. A piston to head clearance of 1mm or just under is desirable otherwise the squish zones become flame front quench zones and tend to extinguish the flame front. This has been adressed in later versions of this engine such as the 325i, 325e, E30 323i and E30 320i/6. This is a shame because the combustion chamber shape has a nice squish zone opposite the spark plug. When compared to other engines such as the Alfa Romeo 75/Milano V-6 the BMW chamber is a much more thermodynamically optimised affair.

The E30 320i/6 and 323i had a redesign for their cylinder heads. Again the 320i/6 and the 323i used the same head casting (1264731) with exactly the same combustion chamber shape but this time the inlet ports were enlargened to a 36.5 mm diameter. The compression ratios on both models was now 9.8:1. I have reason to believe that the cam timing duration was lowered but figures I do have conflict (I intend to get hold of a cam and measure it myself soon). I know the relatively large 110 deg Lobe Centerline Angle was retained. None of the above BMWs were officially sold in the USA. However the small six based 'Eta' engined was. This (as fitted to the 325e plus 528e-US and 525e-Europe) used the earler small port head casting (1264200) and a compression ratio of 8.0:1 in the USA (due to their lower octane fuels) and 11:1 in the UK. Three of the cam bearings were made redundant to reduce friction. The cams Lobe Centerline Angle was reduced to just 102deg with around a 236degree duration (don't quote me on that!) and low overlap. The inlet tracts of this motor are of considerable length-553mm.

However the milestone of the small- six engines was yet to come: the 325i unit (325is in the states). This head (casting number 1705885) has large U-shaped ports (about 37mm by 37mm) and a slightly larger combustion chamber volume of 40cc but follows a new combustion chamber philosophy. Several studies have shown that an open chamber design (basically spherical in shape) has a faster burn rate (desirable in terms of avoiding detonation and good for efficiency) than either a classical hemi chamber (such as that used on tha Alfa V-6) or a Heron chamber(bowl in piston such as that used in VW Golfs/Rabbits). On the 1705885 head there is a dish in the piston within a dome! This is hard to explain unless it has been seen. Basically BMW engineers probably reasoned out that it would not be possible to move the spark plugs to a more central position (desirable in terms on thermodynamic efficiency) and keep the cylinder configuration the same so they moved the bulk of the chamber volume around the spark plug (which consisted of the offset dish in the piston and the hemi in the head) all the rest became squish zones. This is an outstandingly efficient package. The stroke was made shorter than the old 323i while the con rods were lengthened to increase rod to stroke ratio to reduce friction/increase top end poke. The compression ratio was 9.7:1 and 8.8:1 for the US market/later European spec. The lobe centerline angle of the camshaft was reduced again to 108 degrees but so was the duration. The late Eta used the large port "885 head (often called the 'supereta'). I have no knowledge on what kind of piston or cam timing that has been used.
So many cars, so little time

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Wondermike
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Post by Wondermike » Sun Dec 14, 2008 2:59 pm

Op je cylinderkop staat ook zo'n nummer wat begint met 12.
Hoi Peter, je hebt gelijk.
Op het blok uit mijn baur staan de volgende nummers:
Kop : 1264200
Onderblok : 1264166

Kop is van 80 onderblok staat een stip bij de 9 (dus 79?)
Andere code is de 18E80

Er staan zo hier en daar nog wat losse nummers, geen idee waar die dan weer voor zijn.
So many cars, so little time

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