Introducing Variable Camshaft for S14 Engine.

[mwagner10702]

I have the weirdest tingle reading this thread LOL

The only thing tingling for me are my Spidey senses. I have yet to see any evidence that this can be pulled off.

[BBS16]

Indeedly Indeedly

[jimmy p.]

The only thing tingling for me are my Spidey senses. I have yet to see any evidence that this can be pulled off.

Im always a believer that things can be pulled off.
I put a T5 behind my S14 in my garage, converted to one piece driveshaft, many people have converted to stand alone ECU, built engine harnesses, some of added MK60 ABS stand alone, guys have put E46 shocks into M3 strut housings, etc, etc, lots of innovative ideas have come to fruition since the E30M3s days in the sun.

Where there is a will, and skills I believe these things are very possible.
It sounds to me like Anri is well down the road on it.
I love the sound of the project.
I cant wait for it to come to market.

[Anri]

Gents,


At present I am awaiting on final cut on the parts.

Sharing some dyno curves. I have tested minimum 10+ different cam timing with the combination of 6 different profiles camshafts and camshaft combinations.

All tests were done on the same engine, engine spec is S38B35 with 9:8CR all stock 93.4mm bore stroke is 84mm. Also the same tuner and also the same dyno was used for all tests. The exhaust system is Hi-Flow with 2 massive Catalyst converters in order to pass smog.



Figure-1

The timing was set for top-end power along with the torque curve towards the red line. The lower revs are compromised as we can see.




Figure-2

My customer was not really into hi revving driving style and after several months he asked me to increase the lower rev range in expense of the top end. I re-adjusted the cams and made the lower range of power curve much stronger. The engine is really coming in-cam very early on the revs but I can totally feel the loss of 13rwhp-power starting from cross/5252rpm al the way to the rev limiter, also it made pick power early on the revs. Note: I am working with 7000rpm with 7400rpm-squeeze. In ideal world I want more revs aka 8000rpm that means the cam timing has to be adjusted accordingly which means even more loss on the lower range.

So the cam timing for the Vanos setting is already tested with expected results.. "Two engines in one" nothing new under the sun.

Things will get a lot more fun when the engine is fully build with a hi compression ported head and 8000rpm.




From adjusting the timing the gains are massive with torque and hp starting as low as 2800rpm the engine gets in-cam. In the dyno chart is at around 3200rpm because that is were the run begins but when you drive it on the street it starts at 2800rpm.

With the higher HP timing the engine made 102.8hp/l or 59.16hp/per cylinder spec 93.4x84. This brings me to the subject that on a Stock S14-B23 with 10.5CR which will help tremendously vs 9:8CR I will able to make +/- 240-250hp at the crank with mild bolt-ons on 2.3 S14 with cams and hi flow exhaust system.

Moving forward.

[HANDBLT]

Now that is something I was not expecting, but very impressed!! looks like an S54 torque curve. I love driving the S54. This is VERY interesting.

T

[Anri]

Now that is something I was not expecting, but very impressed!! looks like an S54 torque curve. I love driving the S54. This is VERY interesting.

T

Mangum,

Thanks for your reply and comment.

Since you mentioned S54 I want to share the real story behind this Wide-Torque-Curve

Owner of this E24M6 with 62k miles in absolute show condition was disappointed from the performance on s small package 264/248 and Maf conversion, headers, a BMW shop did instal on east cost and the reason we actually met. When he called me for the first time we had very lengthy conversation and he said this is the last chance I want to give to the M6 he said in therms of increasing the power whiteout opening the engine.

He said to me in Ideal world I want the performance on the E46M3. He put me into very tall ask and a challenge. I put a lot of effort into making the curve as wide as possible. There is a lot of going on behind and its the absolute max one can reach out of this platform with Bolt-Ons.


Bone stock S14+2 93.4x84 or S38B35 makes 226rwhp or 256SAE/260hpDiN. When I maximized the HP I was done achieving 102hp/h or 350hp at crank from 260hp crank. The owner was extremely happy after the changes. Before I gave him the car he asked me Anri do you think its as fast as E46M3 ? I said I have few friends with E46M3s come pick up the car and you drive and you tested. He said no I want you to test it.

At that time a chap Rob just purchased low miles 90k E46M3 with off the shelf flash and was making 305rwhp on the same dyno, I also invited another E46M3 to join but all gutted down to 2950lb with also around ~310rwhp. We went to do some pulls from 20mph up to 1XXmph. We did approx 10 pulls to ensure consistency. I was able to walk on the stock weight M3 at 305rwhp by approx 10 cars. Every time at the end of 2nd gear felt like the stock weight M3 misshifted by falling back...I dare to say that that with the gutted 2950lb M3 we were neck to neck. Went back to shop and Rob (stock M3) was very depressed and really tough there is something wrong with his newly purchased E46M3.

I always say "if it's old does not mean its bad"

Having in mind that the E24 Drag-Co is at 0.39 and the E46 is 0.32 and given the fact that the E46M3 is lighter by 170lb has only advantages in the battle.

I love road tests, not only Dyno show and at cars and caffe at 6am my engine makes this much.... There goes to say that pick HP does not make the car fast. King-Torque is were its at. That is why 6cyl fox don't like the S14 because the TQ is not there..under the curve. Most S14 fox aim for 2.5 as 2.7 is the ultimate "Dream"

12 years ago when I had my E30M3 S38 3.6 swap I got bitten to death by stock Laguna Seca blue E46M3 from any gear any speed. I was very depressed that night at 2am. I knew the potential is there I just did not have the right ingredients.

It is funny that 12years later my old M3 changed 3 ownership and the last one is in Cali and car came back to me for cams and stand alone cams exhaust system etc. The cams at current set up are Schrick 280/280 car made 322rwhp/376crank hp or 62.66hp per cylinder, with catalyst converter. If he listend to my suggestion to instal my custom grind profile the engine would have made little more power as I have tested this on my personal engine.

Back on the road test. A friend with E46M3 with 288/280 Schricks, long tube headers, no cats(blaaah smells like shit) made 345rwhp, weight is 2950lb. So the E30M3 pulls 7.93hp per pound, the E46M3 is 6.55hp per pound. Did 10+pulls from 20-140mph side by side to 120mph starting from about 110mph the E30M3 is walking slowly away.

The absolute pinnacle for S14 is to Increase the Torque up to 5252rpm/cross-over and then HP takes over but still the torque as you can see in the chart I attached towards the red line the Torque is always in higher numbers at the red line.

Tony, the fun part of "Old Beats New" is priceless to gear heads like us !!!!

Regards
Anri

[Anri]

Gents,


Part of this long journey is cam timing tests, various camshafts profiles, exhausts system with catalyst converter.

Last week the custom grind camshafts got sold in order to make room for another profile to be tested.

Meantime I put 264/264 timed them and back on the Dyno.

What a loss of power are those 264/264s over the custom grind. At 4250 and 5252 areas they equal to each other.

With the 264s I am back to 92.6hp/l vs ~104hp/l. Plan it to install the Variable timing so that will change the final profile choice of mine.

Regards,
Anri