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I'm going to keep this simple and get straight to the point. We built a monster engine. We ran a monster dyno. Then we broke a world record. Any questions?
- The Engine
- The Dyno
- The Results
- Any Questions?
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The Engine
A little over a year ago I was at a crossroads on my car and had to decide to go ahead with another build project or sell it. I called our engine geek friend in California and asked him if he could build me a supercharged stroker engine. Not that he would actually build the engine, but I wanted him to design and spec out the parts for an engine that we built here on the east coast.
Right away, I liked what he had to say.
"Let's build a 4.4L low compression supercharged stroker; it has a little less stroke, will rev easier to 8400 RPMs than a standard stroker, we can use standard Carrillo-HD rods with the big 21mm wrist pin for extra strength, and we can design the crankshaft with all the right bearing journal clearances."
I liked it and asked him how much it would cost in custom parts alone. By the time I add all of the all of the gaskets, seals, nuts, bolts etc., let's say the build costs $32k in parts (plus labor). I said let's do it!, I wired the money & the journey began.
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The crankshaft
The geek designed a custom crankshaft. That doesn't mean he designs the crank himself, but he tells the manufacturing guy what he wants and how he wants it. We decided on the shortest stroke possible to get to 4.4L. The smaller the stroke we thought would rev a little easier and higher. So we went with 82mm stroke.
The geek knows I like using Calico coated bearings, so he added enough clearance to main and rod bearings for the extra thickness we lose with the coated bearings. If we used factory bearings, the rod clearances would have been 0.0029 inches (too big). But the Calico coated bearings have 0.0006 inch extra thickness. This gave us a perfect 0.0023 inch rod journal clearance.
The pistons
Designing the pistons is goes along with designing the connecting rods. In order to get the compression ratio we want, there's a lot of calculations that go into it. Everything from the wrist pin diameter, combustion chamber design, and head gasket thickness go into this design. We chose 92.5mm pistons, using the thicker 21mm wrist pin, for 10.0:1 compression ratio. Pistons were custom made by Mahle.
The connecting rods
The rod design goes with the pistons because the piston pin height and connecting rod length need to work together. The geek designed the pistons to keep the factory length connecting rods and write pins...but designed stronger than usual for a boosted motor. The connecting rods were custom made by Carrillo.
The supercharger
We've seen enough VT3 builds to know the Vortech V3-Si runs out of boost at about 670 whp because you can see the power flatten out. Vortech introduced a new supercharger right around the time we were building our engine. The new Vortech V2-TI sits in the same housing as our V3-Si. This means we don't need to change any hardware and can drop the new blower right in. But unlike the V3-Si that runs out of power at 775 crank horsepower, the V2-TI is rated all the way up to 1050 crank horsepower.
The Fuel System
This is the Key Ingredient to this build and if it weren't for DLSJ5 "Drew Johnson's" fuel system & components and design which Cory Prime of PrimePerformance helped achieve this would have never been possible as the fuel system consists of a dual submerged fuel pump system with all OEM components and fittings.
"You the man Brotha", I appreciate all your help, you are a fine example of what an Awesome Enthusiast is !
The Engine Builder
We're blessed here with a BMW master tech and brilliant engine builder. Cory Prime of Prime performance is a BMW master tech and brilliant engine builder. His attention to detail is outstanding and the quality of his work is superb. Cory believes like I do that in order to be the best, you have to build the best and use the best parts. That's why he insisted we get all the best parts and send the engine to the best machine shop.
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Machine Shop and everything else.
To finish the parts, the geek hooked us up with a custom head gasket, and high performance valve springs. We bought the rest of the engine hardware, gaskets, and everything else on our end. Then we built the motor.
We used the best BMW machine shop we knew. We stripped our block and sent it to Dinan in California for boring and honing for the new pistons. Once the pistons arrived, Dinan measured everything and created a custom bore with proper clearance for our supercharged application.
Auto Couture Motoring built a custom set of larger tube headers.
The tuning
ESS custom tuned the 4.4L supercharged stroker to perfection. They provided low and high boost pulleys, and low and high boost tunes to match.
The Dyno
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Car and Modifications:- 2012 BMW E92 M3
- 4.4 Liter Low Compression Supercharged Stroker
- ESS VT3 Supercharger hardware
- ESS Catless XPIPE
- Both CAT Delete
- Meistershaft HP Exhaust
- 97 Octane
- DCT
Conditions (Dynapack Weather Station):- Temperature:: 69.08 degrees F
- Atmospheric pressure: 29.41 inHg
- Humidity: 32.00%
- Density Altitude: 1356 Ft.
- SAE Correction: 0.993
- STD Correction: 1.018
- Uncorrected: 1.000
Results:- SAE Corrected: 708 whp @ 7860 RPM, 495 wtq @ 7180 RPM
- STD Corrected: 725whp, 507wtq
- Uncorrected: 713whp, 498wtq
Dyno Database:
Graphs:
STD Correction: 725 whp, 507 wtq
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SAE Correction: 708 whp, 495 wtq
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Uncorrected: 713 whp, 498 wtq
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The Results
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We didn't just break the E9x world record...we kind of killed it. Let's face reality here, Drew was really fast at 6.44 seconds. Gpower was faster at 6.36 seconds, but nobody has the files to verify them. Mike Wads used NOS to get his 6.23 second time. And Madsex343 with all his skilz set the highest bar of all. But nobody, I mean NOBODY has ever broken into the 5's on this platform. Well, that's about to change.
On my first run last night, I tied the world record: 60-130 in 6.179 seconds
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On my second run, I broke the world record: 60-130 in 6.020 seconds
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On my third and final run, I became the first and only E9x to break into the 5's for a new world record: 60-130 in 5.958 seconds
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OK, so maybe they weren't actually run in that order...but you get the idea...the dramatic effect was worth it.
Any Questions?