increasing general performançe...

[rui freitas]

just bought a dtm performançe chip for my 320 is!havent got it yet but it´s on it´s way... it will increase bhp by about 19bhp and rpm limiter will go to 8.200rpm. Does anyone have something similar? i´m also thinking about blue printing(engine balancing up to 12,000rpm) and port grinding. but i´m afraid the chip could damage the engine because my engine on only works fine on 98ron fuel. the compression ratio as been raised twice and have a dtm muffler , air filter and fuel pump regulator and c.o. is at 1.65%( bit more than it should but works just fine!!!) and I do believe i`m going to find some other problems like brakes are not up to the job anymore. I´m on 17in summer rims(dissipate more heat from the braques but stil not enough)mounted on also apex spring that lowered the car 60mm and some 5mm off set in the rims. handling is much better but braques can´t keep the passe so after the engine work I must put in new ventilated and drilled rottors on my baby...

[Jeroen]

I would definitely not fit a 'general' fast chip to a 320iS and especially if the engine is already pinging at 95 RON fuel. If you are planning to do some work like blueprinting, have that work done and then have a remap custom made on a dyno.

Especially raising the rev limiter: raising the rev limit almost 1000 rpm with an engine that is at age and not blue printed that means taking a lot of risk. And you can feel where the torque lies... going any further would not give you any gains except for top speed IMHO so for me it would be a no go.

After a blueprint and remap you might be able to do so but still I'm not sure of the gains (if any) weigh up against the extra wear.

[france320isco]

just bought a dtm performançe chip for my 320 is!havent got it yet but it´s on it´s way... it will increase bhp by about 19bhp and rpm limiter will go to 8.200rpm. Does anyone have something similar? i´m also thinking about blue printing(engine balancing up to 12,000rpm) and port grinding. but i´m afraid the chip could damage the engine because my engine on only works fine on 98ron fuel. the compression ratio as been raised twice and have a dtm muffler , air filter and fuel pump regulator and c.o. is at 1.65%( bit more than it should but works just fine!!!) and I do believe i`m going to find some other problems like brakes are not up to the job anymore. I´m on 17in summer rims(dissipate more heat from the braques but stil not enough)mounted on also apex spring that lowered the car 60mm and some 5mm off set in the rims. handling is much better but braques can´t keep the passe so after the engine work I must put in new ventilated and drilled rottors on my baby...

+19bhp on an eprom only? Never gonna happen it's just impossible. Try with a dyno comparison stock-tuned.
I have not only tuned my eprom, but also have a superchips and a dtm like yours (just copied and pasted from guys who had it in their cars).
This DTM simple uses the M3 advance timing to give you a little more torque on the low-mid range rpm.
The superchips simply sucks.
Both of them never give more that +5HP at the wheels.

8200 rpm? you'll burn your rings and wear your camshafts very quickly.
The fact that the power increase after the stock rev limiter is true, but it is also true that the torque drops significantly after 7260 rpm and this means that you'll never use that power surplus that will be lost in heat and so engine damage.

29mm intake ports? You'll lean the hell out the mixture, you'll change your resonances in a non predictable way, burning not only your combustion chamber but also the mighty jungle.
You can take a chance increasing fuel delivery by a nice eprom setup, but you'll go to a consumption of an M3 e46.
I have programmed my eprom a lot of times now both stock and alpha-n (home made setup), i've even finished the alpha-n set up.

So you CAN port your intake at your own risk.
Than you jump on a dyno, you change things real-time with a laptop and a lamba meter and maybe, but just maybe, you'll gain 10-15cv if you're really lucky.

[Giorgio]

So if you port the valves you dont gain?From my research in a lot of s14 engine buildings-developments the only break to gain hp is the inlet valves.I have communicate with developers and they guarante for the gain.You have to give more fuel and also as francesco said also an alpha n is needed.I will do a refresment also to my engine,i have also the alpha n with the carbon airbox,i will do the head(valves-polishing 3 angle job) and the last is to change the cams.The problem is not the fuel.I run with normal unleaded gasoline and according to the a/f meter i run reach.I have 1.6% co.When i will finished with this i will give you the diagram.The latest dyno measurement indicate 180 hp on the clutch.Before 1,5 years with one modify chip from fransesco the dyno was 190 but the compression was good.Now it burns also a little oil

[france320isco]

Ah giorgio so you are one of my "clients"?

You are richer than stock cause my map has a little more injection timing.

I wasn't saying you dont gain, i said that you could gain, but only with a really professional work.

Tuning an engine that is yet taken to almost its maximum performances (naturally injected 2000cc with 180-190 cv!!) is always a risk.

Well maybe your rings are a little gone or your valve seals are dry.
Our cars are really old and after some speeding experiences that lasted one or two years mine was sucking oil too.

That is why a decided to rebuild my engine instead of buy another used one.

[Giorgio]

Yes i am one client of you.You help me when i had problem with the ecu.I is nice when you have exchange of informations.I know that our engines are old.But and for nowdays the engine is still top (4 butterflies) .The only limit is the afm.I have bought an map from s14.net.Also one carbon inlet.I will go to measure the flow of the head before the job and after.A specialist here in Greece will polish and open the ports.I think that 29 and 25 inlet- outlet.What is your opinion?I wanted also to change pistons to put high comprension but there are expensive.All the ather engine wiil be refresment.I will post the dyno when i will finish

[france320isco]

My opinion is that i hope that your specialist know exactly what he is doing. And i wish you good luck!

At the meantime, because of the fact i'm rebuilding my engine, i'll post here a request of informations about pistons and block specs, cause the JE pistons forged aluminum are a lot cheaper than the stock one, at least here in italy (50% less).

[Giorgio]

High compression or normal?How much cost the pistons?Let me know

[france320isco]

with M3 series pistons 2.3 and 2.5 cc seems to exist a compression problem due to different dome of the piston.
i'll update later.

[Giorgio]

The pistons are the same in 2.0-2.3?The 2,5 are bigger 95mm.I havent seen pistons from 2.0.The diameter are the same but the ather specs?I find also that if we change the crank from the 2,5 will be 2,5 also because our conrods are higher.What you think?Can you inform me about your rebuild?Thanks

[france320isco]

The pistons are the same in 2.0-2.3?The 2,5 are bigger 95mm.I havent seen pistons from 2.0.The diameter are the same but the ather specs?I find also that if we change the crank from the 2,5 will be 2,5 also because our conrods are higher.What you think?Can you inform me about your rebuild?Thanks

I'll keep you up to date. I will talk tonight with an expert of 2.0-2.3 conversion who was getting sure about compatibility.
Yesterday afternoon he told me that the wrist pins of the pistons M3/320is where totally the same.
One thing is for sure: the piston dome volume M3/320is is different and if you set an M3 piston in a 320is you're going to loose 2 points of compression.

To see this you have only to use one of the thousand compression ratio calculators which are online.

Very interesting is the 2.3 - 2.5 M3 conversion KIT of turnermotorsport.
http://www.turnermotorsport.com/html/de ... 1316979KIT and http://www.turnermotorsport.com/html/de ... T_ID=PMS14

This last one above is the connecting rods that you absolutely need to prevent the compression loose.

[Giorgio]

Ok but the cost is 3000$ almost 2500 euro.I want to tell me about the conversion to 2,3.Also you can take parts from another supplier and the cost it will be less

[france320isco]

Ok but the cost is 3000$ almost 2500 euro.I want to tell me about the conversion to 2,3.Also you can take parts from another supplier and the cost it will be less

Well if you find someone where it costs less gimme details.

For sure to go to 2.3 from 2.0 you need connecting rods and M3 eprom to be safe. If you only switch piston you're going to loose compression.
So if you need connecting rods, why not to upgrade everyting and go for a 2.0-2.5 conversion?
I'll let you know about pins tonight or tomorrow.

I've a full excel file with all work/cost with american/euro prices.
The quality/HP ratio is really smaller in america than in europe.
Try to get a quote for the same conversion with the realoem prices...only for crankshaft and connecting rods they ask 3000$.

[Giorgio]

We dont have difference with the crank?If i buy rods+pistons it will be 2,3? www.McAdamsAutoSport.com the crank costs 790$.I am waiting

[france320isco]

We dont have difference with the crank?If i buy rods+pistons it will be 2,3? www.McAdamsAutoSport.com the crank costs 790$.I am waiting

well the price is really similar to turner due to the fact that he gives the same crank plus the gasket engine rebuilt kit plus pistons.

According to this north italy expert the pins M3/320is are the same.
He told me that in the realoem website if you go and do a cross reference search with the "SNAP RING" number (this ring is the one which holds the pin in place) you'll see that is common to a number of different bmws.
Double check with your expert.

To get to 2.3 you have to buy only the 2.3 rods.
With the 2.3 rods you will have a greater compression ratio than the standard M3 cause of the shape of the 320is pistons.