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      07-16-2011, 02:07 AM   #67
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Quote:
Originally Posted by DLSJ5 View Post
Not sure if they want the CR info released or what rods they are using, I'll let them post about that. Boost should be in the 12psi range, 91 octane. Good point on the cams, I'm not sure they have any even available yet for the S65, never looked into it, and frankly I'd rather keep as many things OEM as I can.
There are 2 versions of cams available for the S65, both made by Schrick, but both with unproven gains so far. And for their price of $2600 and $2800, respectively, I doubt many are going to take the plunge for some small gains.
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      07-16-2011, 02:33 AM   #68
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Quote:
Originally Posted by dvpouldar26 View Post
There are 2 versions of cams available for the S65, both made by Schrick, but both with unproven gains so far. And for their price of $2600 and $2800, respectively, I doubt many are going to take the plunge for some small gains.
Good info, and I agree with your thoughts as well.
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      07-16-2011, 07:56 AM   #69
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Quote:
Originally Posted by leigh View Post
is the flash loader the dct software
No,the flash loader is for switching between maps to accomedate the Octane you are running!

Quote:
Originally Posted by dvpouldar26 View Post
There are 2 versions of cams available for the S65, both made by Schrick, but both with unproven gains so far. And for their price of $2600 and $2800, respectively, I doubt many are going to take the plunge for some small gains.
I will be trying them soon and i will Dyno before and after to see what gains i get,since im running Schricks on my track car and i luv how they bump the TQ down low and the HP up top.

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Originally Posted by DLSJ5 View Post
Good info, and I agree with your thoughts as well.
Throw a set of cams while the heart of the beast is under the knife
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      07-16-2011, 08:53 AM   #70
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Quote:
Originally Posted by img View Post
No,the flash loader is for switching between maps to accomedate the Octane you are running!



I will be trying them soon and i will Dyno before and after to see what gains i get,since im running Schricks on my track car and i luv how they bump the TQ down low and the HP up top.



Throw a set of cams while the heart of the beast is under the knife

Do it!!! I wanna see this...!
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      07-16-2011, 10:05 AM   #71
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Just got this from PG.

There are five sets of cams available for the S65 motor. Two sets
from Schrick, two sets from RD Sport, and one set PG had custom
designed for his motor build. The Schrick and RD Sport cams are
for NA motors. PG's cams were custom designed for his FI motor.
When he asked his engine guy about the cams, he was told it would
be a mistake to put any of those four sets of NA cams in the FI
motor.

PG's FI cams were designed by Hans Hermann, former BMW engine
designer. Hans supposedly designed the original E30 M3 motor
and/or heads, and was the designer behind taking that motor into
F1. PG's offered to make the FI cam design available to the BMW
community if anybody wants it.
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      07-16-2011, 11:42 AM   #72
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Quote:
Originally Posted by img View Post
Just got this from PG.

There are five sets of cams available for the S65 motor. Two sets
from Schrick, two sets from RD Sport, and one set PG had custom
designed for his motor build. The Schrick and RD Sport cams are
for NA motors. PG's cams were custom designed for his FI motor.
When he asked his engine guy about the cams, he was told it would
be a mistake to put any of those four sets of NA cams in the FI
motor.

PG's FI cams were designed by Hans Hermann, former BMW engine
designer. Hans supposedly designed the original E30 M3 motor
and/or heads, and was the designer behind taking that motor into
F1. PG's offered to make the FI cam design available to the BMW
community if anybody wants it.
How many miles has PG put on his cams ?

what are the performance gains ?

What material Is the cams made from ?
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      07-16-2011, 02:57 PM   #73
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That was exactly what I was going to ask. The schrick and RD cams are made for NA applications and I doubt they are worth the effort got FI applications. For those interested in more info, here's a pdf on their cams for the s65:

http://www.turnermotorsport.com/imag...9_BMW_only.pdf

Go to page 8.

Also note that with the increased lift of the 292 degree cam, you run into clearance issues between the valve and the piston.

Quote:
Originally Posted by img View Post
No,the flash loader is for switching between maps to accomedate the Octane you are running!



I will be trying them soon and i will Dyno before and after to see what gains i get,since im running Schricks on my track car and i luv how they bump the TQ down low and the HP up top.



Throw a set of cams while the heart of the beast is under the knife
Quote:
Originally Posted by img View Post
Just got this from PG.

There are five sets of cams available for the S65 motor. Two sets
from Schrick, two sets from RD Sport, and one set PG had custom
designed for his motor build. The Schrick and RD Sport cams are
for NA motors. PG's cams were custom designed for his FI motor.
When he asked his engine guy about the cams, he was told it would
be a mistake to put any of those four sets of NA cams in the FI
motor.

PG's FI cams were designed by Hans Hermann, former BMW engine
designer. Hans supposedly designed the original E30 M3 motor
and/or heads, and was the designer behind taking that motor into
F1. PG's offered to make the FI cam design available to the BMW
community if anybody wants it.
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      07-16-2011, 03:40 PM   #74
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Quote:
Originally Posted by dvpouldar26 View Post
That was exactly what I was going to ask. The schrick and RD cams are made for NA applications and I doubt they are worth the effort got FI applications. For those interested in more info, here's a pdf on their cams for the s65:

http://www.turnermotorsport.com/imag...9_BMW_only.pdf

Go to page 8.

Also note that with the increased lift of the 292 degree cam, you run into clearance issues between the valve and the piston.
Thank You Sir !
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      07-17-2011, 12:35 PM   #75
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Looking forward to you build Drew. Im sure you'll be having a lot of fun when its done.
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      07-17-2011, 01:39 PM   #76
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Looking forward to you build Drew. Im sure you'll be having a lot of fun when its done.
Thanks man! Good to see you posting over here, how are things going?
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      07-17-2011, 01:48 PM   #77
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Quote:
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Thanks man! Good to see you posting over here, how are things going?
Hey man. Things are good. Getting real hot and humid here in Bahrain. I guess i forget to come here a lot cos i dont have E9X M3. I hope to get an E90 M3 some time in the future.
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      07-17-2011, 01:52 PM   #78
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hey drew, hope the build goes smooth! let's do another dyno day when she's broken in
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      07-17-2011, 05:32 PM   #79
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Drew’s VT3 project build is the end result of our work over the past 2 years to design a low compression option for the S65 motor. This design will allow the S65 to run 10:1 CR which will allow the use of higher boost safely on pump fuel. A requirement in our design process was the ability to use the OEM Alusil cylinders in order to achieve OEM oil consumption levels, cylinder noise and engine longevity. The only way we feel to do this is to keep the stock displacement and use a custom made Mahle Alusil spec piston that will allow a factory seal by using the OEM BMW piston rings. This requires a motor that is in perfect working condition as we use the original block and cylinder machining. We do not sleeve or bore out the motor for this upgrade as this will compromise the Alusil cylinder seal quality. As an added precaution we also upgrade the rod and main bearings to add another level of safety to the design.

Outside of the motor we have designed a custom fuel delivery system that will allow proper fueling for the elevated levels of boost we will run and a custom belt drive system that retains the factory tensioner. The combination of these upgrades will allow the Vortech V3 supercharger to make 700+ HP on our existing VT2 hardware while retaining OEM quality drivability to the vehicle.
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      07-17-2011, 06:22 PM   #80
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Quote:
Originally Posted by Roman@ESS View Post
Drew’s VT3 project build is the end result of our work over the past 2 years to design a low compression option for the S65 motor. This design will allow the S65 to run 10:1 CR which will allow the use of higher boost safely on pump fuel. A requirement in our design process was the ability to use the OEM Alusil cylinders in order to achieve OEM oil consumption levels, cylinder noise and engine longevity. The only way we feel to do this is to keep the stock displacement and use a custom made Mahle Alusil spec piston that will allow a factory seal by using the OEM BMW piston rings. This requires a motor that is in perfect working condition as we use the original block and cylinder machining. We do not sleeve or bore out the motor for this upgrade as this will compromise the Alusil cylinder seal quality. As an added precaution we also upgrade the rod and main bearings to add another level of safety to the design.

Outside of the motor we have designed a custom fuel delivery system that will allow proper fueling for the elevated levels of boost we will run and a custom belt drive system that retains the factory tensioner. The combination of these upgrades will allow the Vortech V3 supercharger to make 700+ HP on our existing VT2 hardware while retaining OEM quality drivability to the vehicle.
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      07-17-2011, 06:36 PM   #81
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can't wait to see this beast!
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      07-17-2011, 06:59 PM   #82
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Quote:
Originally Posted by Roman@ESS View Post
Drew’s VT3 project build is the end result of our work over the past 2 years to design a low compression option for the S65 motor. This design will allow the S65 to run 10:1 CR which will allow the use of higher boost safely on pump fuel. A requirement in our design process was the ability to use the OEM Alusil cylinders in order to achieve OEM oil consumption levels, cylinder noise and engine longevity. The only way we feel to do this is to keep the stock displacement and use a custom made Mahle Alusil spec piston that will allow a factory seal by using the OEM BMW piston rings. This requires a motor that is in perfect working condition as we use the original block and cylinder machining. We do not sleeve or bore out the motor for this upgrade as this will compromise the Alusil cylinder seal quality. As an added precaution we also upgrade the rod and main bearings to add another level of safety to the design.

Outside of the motor we have designed a custom fuel delivery system that will allow proper fueling for the elevated levels of boost we will run and a custom belt drive system that retains the factory tensioner. The combination of these upgrades will allow the Vortech V3 supercharger to make 700+ HP on our existing VT2 hardware while retaining OEM quality drivability to the vehicle.
dont u think it should make 725 to 750hp with an other 4psi the the right fuel set up, what are the piston and rods made from?
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      07-17-2011, 07:07 PM   #83
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dont u think it should make 725 to 750hp with an other 4psi the the right fuel set up, what are the piston and rods made from?
We always like to be conservative with ratings, that way everyone is happy..
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      07-17-2011, 07:51 PM   #84
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I asked about a LC SC engine a while ago. Check out the pages & pages of interest from everyone...

http://www.m3post.com/forums/showthread.php?t=453291

Either way, I think LC on this engine is one of the smartest moves you can make to optimize power and keep it running strong for a long long time.

I'm not sure I agree with the few folks who recommend swapping cams. With just LC & a SC alone, you can practically keep the drivability of the car similar or exactly the same as stock while adding a ton of power. Cams change everything. Remember, its not like this car redlines at 5500 rpms and you've done changes that will now enable it to redline at 8400 rpms, which would then require cams that can keep up. This thing is already built to deliver to 8400+. To dick around with lift, duration & degree is asking for a huge headache. I would think vanos mapping would be sufficient? (my 3 cents)

to Drew. He's all in.
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      07-17-2011, 07:57 PM   #85
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I asked about a LC SC engine a while ago. Check out the pages & pages of interest from everyone...

http://www.m3post.com/forums/showthread.php?t=453291

Either way, I think LC on this engine is one of the smartest moves you can make to optimize power and keep it running strong for a long long time.

I'm not sure I agree with the few folks who recommend swapping cams. With just LC & a SC alone, you can practically keep the drivability of the car similar or exactly the same as stock while adding a ton of power. Cams change everything. Remember, its not like this car redlines at 5500 rpms and you've done changes that will now enable it to redline at 8400 rpms, which would then require cams that can keep up. This thing is already built to deliver to 8400+. To dick around with lift, duration & degree is asking for a huge headache. I would think vanos mapping would be sufficient? (my 3 cents)

to Drew. He's all in.
I love it when people use / apply objectivity and common sense, GREAT POST.

Always appreciate your posts, and thank you for the kind words!
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ESS VT2-625 SC 60-130MPH 6.80s - 11.30 @ 129.3 MPH 586WHP / 379WTQ @ 7.2psi - 94 octane / Water meth
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      07-17-2011, 08:00 PM   #86
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Quote:
Originally Posted by Roman@ESS View Post
Drew’s VT3 project build is the end result of our work over the past 2 years to design a low compression option for the S65 motor. This design will allow the S65 to run 10:1 CR which will allow the use of higher boost safely on pump fuel. A requirement in our design process was the ability to use the OEM Alusil cylinders in order to achieve OEM oil consumption levels, cylinder noise and engine longevity. The only way we feel to do this is to keep the stock displacement and use a custom made Mahle Alusil spec piston that will allow a factory seal by using the OEM BMW piston rings. This requires a motor that is in perfect working condition as we use the original block and cylinder machining. We do not sleeve or bore out the motor for this upgrade as this will compromise the Alusil cylinder seal quality. As an added precaution we also upgrade the rod and main bearings to add another level of safety to the design.

Outside of the motor we have designed a custom fuel delivery system that will allow proper fueling for the elevated levels of boost we will run and a custom belt drive system that retains the factory tensioner. The combination of these upgrades will allow the Vortech V3 supercharger to make 700+ HP on our existing VT2 hardware while retaining OEM quality drivability to the vehicle.
Roman,

That is about as perfect as it gets in describing the VT3 build process and your approach. This is going to be A LOT of fun, looking forward to seeing you at Targa Trophy next weekend.
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ESS VT2-625 SC 60-130MPH 6.80s - 11.30 @ 129.3 MPH 586WHP / 379WTQ @ 7.2psi - 94 octane / Water meth
ESS VT3-750 - 60-130MPH 6.44s - 10.81 @ 135.13 MPH 690Whp/463Wtq@13.5 psi
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      07-17-2011, 08:00 PM   #87
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We always like to be conservative with ratings, that way everyone is happy..
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      07-17-2011, 09:10 PM   #88
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We always like to be conservative with ratings, that way everyone is happy..
haha unlike some people!!!!
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