M5x - Revision history

Grrrmachine at 07:27, 5 May 2013

2013-05-05T07:27:36Z

Grrrmachine at 20:46, 28 March 2013

2013-03-28T20:46:07Z

Grrrmachine at 15:16, 1 March 2013

2013-03-01T15:16:46Z

Grrrmachine at 20:53, 27 February 2013

2013-02-27T20:53:56Z

Grrrmachine at 20:53, 27 February 2013

2013-02-27T20:53:08Z

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Grrrmachine at 08:21, 11 May 2012

2012-05-11T08:21:02Z

Grrrmachine at 20:34, 9 February 2012

2012-02-09T20:34:41Z

Grrrmachine at 18:02, 20 November 2011

2011-11-20T18:02:09Z

Grrrmachine at 16:18, 20 November 2011

2011-11-20T16:18:41Z

Grrrmachine at 16:06, 20 November 2011

2011-11-20T16:06:45Z

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 ''Main article: [[M5x_Inlet|M5x Inlet]]''
-One of the most noticeable features of the M5x engines, in comparison to standard E30 lumps, is the big plastic Inlet manifold as opposed to the cast iron.
+One of the most noticeable features of the M5x engines, in comparison to standard E30 lumps, is the big plastic Inlet manifold as opposed to the cast aluminium.
 These plastic inlets vary across engines, and create wildly varying performance characteristics depending on which one is fitted. The M50B25 manifold offers a much greater air volume to flow into the engine, and is considered one of the best modifications to make to an M52 engine. Performance gains of 15bhp are not unheard of.

@@ Line 449: / Line 449: @@
 A problem with the sprocket on early VANOS engines caused a problem with chattering. Although it doesn't highlight any mechanical failings or loss of performance, the noise can be downright annoying.
-In 1995 BMW released an updated sprocket designed to deal with this problem.
+In 1995 BMW released an updated sprocket designed to deal with this problem. A repair guide is available [[Media:Vanos.pdf|here]].
 =Common Upgrades=

←Older revision		Revision as of 15:16, 1 March 2013
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	If you are fitting an M5x engine to your E30, you will need the oil pickup from an E34.		If you are fitting an M5x engine to your E30, you will need the oil pickup from an E34.
−
−	~~===Sump Gasket===~~

	==Block==		==Block==

←Older revision		Revision as of 20:53, 27 February 2013
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−	The [[BMW]] '''M5x''' range of engines are a line of 6-cylinder engines, fitted to BMW models between 1991 and 2001. The range is comprised of two main units; the [[M5x#M50\|M50]] and the [[M5x#M52\|M52]]. All M5x engines are fundamentally based on the [[M20]] engine that powered the E30 [[320i]], [[323i]] and [[325i]], and are therefore very popular engine ~~swaps~~.	+	The [[BMW]] '''M5x''' range of engines are a line of 6-cylinder engines, fitted to BMW models between 1991 and 2001. The range is comprised of two main units; the [[M5x#M50\|M50]] and the [[M5x#M52\|M52]]. All M5x engines are fundamentally based on the [[M20]] engine that powered the E30 [[320i]], [[323i]] and [[325i]], and are therefore a very popular [[Engine_Swap_-_M5x\|engine swap]].
	__TOC__		__TOC__

@@ Line 620: / Line 620: @@
 [[Category: Technical]]
 [[Category: E30 Engines]]
-[[Category: M50]]
+[[Category: M5x]]

@@ Line 501: / Line 501: @@
 ==Gearbox==
-By far the simplest gearbox to fit to your M5x conversion is that fitted to the [[318iS]]. This [[M42]]-specific gearbox will bolt straight up to the engine and remove the need for any [[Drivetrain]] modification such as different [[E30_Differentials|differentials]]. It is also capable of accepting the [[E36]] clutch and flywheel if required, although it is recommended to fit the [[M20#Flywheel|M20 flywheel]].
+By far the simplest gearbox to fit to your M5x conversion is that fitted to the [[318iS]]. This [[M42]]-specific gearbox will bolt straight up to the engine and remove the need for any [[Drivetrain]] modification such as different [[Differential|differentials]]. It is also capable of accepting the [[E36]] clutch and flywheel if required, although it is recommended to fit the [[M20#Flywheel|M20 flywheel]].
 To operate the gearbox, gear linkages from the M20 gearbox should be used, and it is recommended to fit the [[Z3_short_shifter_conversion|Z3 short shifter]] complete with bearing.
@@ Line 556: / Line 556: @@
 |E36 328i
 |Propshaft should be fitted with an E30 centre bearing fitted to the rear section
-Note the E36 box is a 1:1 final drive so a low ratio [[E30_Differentials|diff]] will be required (e.g. 2.93:1, 3.25:1)
+Note the E36 box is a 1:1 final drive so a low ratio [[Differential|diff]] will be required (e.g. 2.93:1, 3.25:1)
 |-
 |M52B28

@@ Line 328: / Line 328: @@
 The non-VANOS head, as fitted to the first M50 engines, is a twin-cam unit based around an 'interference' design with valves that protrude into the cylinder, resulting in a relatively high compression ratio. These heads use double valve springs as standard, and a high valve duration of 240 degrees.
-The first VANOS heads were introduced in 1992, and offered variable-valve timing to the [[%5x#Inlet_Cam|inlet cam]]. This allowed for a smoother, more efficient idle without compromising mid-range torque. No extra power was offered, but emissions and fuel economy were improved. These early VANOS systems were primitive, and only offered variable timing at two points of the rev range.
+The first VANOS heads were introduced in 1992, and offered variable-valve timing to the [[M5x#Inlet_Cam|inlet cam]]. This allowed for a smoother, more efficient idle without compromising mid-range torque. No extra power was offered, but emissions and fuel economy were improved. These early VANOS systems were primitive, and only offered variable timing at two points of the rev range.
-For the Double-VANOS, more valve changes were made. The same cam timing was kept, but valves were upgraded to a conical design compared to the earlier double-spring technology. More significantly, VANOS technology was applied to the [[M5x_Exhaust_Cam|exhaust cam]], allowing for a much more comprehensive adjustment of the valve timing; over 40 degrees of crankshaft sweep for the intake cam, and 25 degrees for the exhaust, which basically means much better emissions and much smoother torque delivery.
+For the Double-VANOS, more valve changes were made. The same cam timing was kept, but valves were upgraded to a conical design compared to the earlier double-spring technology. More significantly, VANOS technology was applied to the [[M5x#Exhaust_Cam|exhaust cam]], allowing for a much more comprehensive adjustment of the valve timing; over 40 degrees of crankshaft sweep for the intake cam, and 25 degrees for the exhaust, which basically means much better emissions and much smoother torque delivery.
 ===Rocker Cover===

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 ''Main article: [[VANOS]]''
-VANOS is a variable-valve timing system that determines how long each valve stays open for. Before VANOS, each camshaft had a lobe for each valve of a specific size; the bigger the lobe, the longer the valve stayed open for.
+VANOS is a variable-valve timing system that determines how long each valve stays open for. Before VANOS, each camshaft was locked into a fixed rotation based on the crank; as the crank turned, so would the cam shafts.
-With VANOS, the camshaft is allowed to slide backwards and forwards (think of an old-fashioned typewriter), meaning two different lobes could be used on each valve; a small lobe for idling, and a big lobe for power. This basic on-off function was fitted to the first VANOS engines.
+VANOS changed all this by introducing a gearing system which could slow down or speed up exactly when the valves opened, depending on crankshaft position. By installing this gearing mechanism at the front of the camshaft, the opening of the valves could be better co-ordinated to the engine speed, so that a faster-spinning engine can suck in air earlier on each stroke. The time between the intake closing and the exhaust opening is known as Cam-Phasing.
-In effect, the lobes on VANOS cams are a conical shape, with the small end tapering up to a bigger end. By shuttling the cam backwards and forwards via electric solenoids, the engine can more accurately control the timing of the valves by setting the cam anywhere between its small and big end. With more sophisticated controlling of this movement, an incredible range of valve timing is available, and this "infinitely variable" system lies at the heart of the Double-VANOS engines.
+On early VANOS engines, this phasing was a basic switch, giving an ON-OFF characteristic. The engine was either on its idle timing, or its power timing, and the gear system would turn on or off depending on the ECU.
 ===Head Gasket===

@@ Line 42: / Line 42: @@
 ==M50TU==
-After letting the [[M5x#M50|M50]] prove itself, BMW released a Technical Update for the engine in 1993, announcing the new engine as the '''M50TU'''. These units featured an even more complex head design incorporating [[M5x#VANOS|VANOS]] technology; a variable-valve timing system that modifies the position of the intake [[M5x#Cam|camshaft]]. This has no effect on the overall power of the engine, but does improve torque at lower revs.
+After letting the [[M5x#M50|M50]] prove itself, BMW released a Technical Update for the engine in September 1992, announcing the new engine as the '''M50TU'''. These units featured an even more complex head design incorporating [[M5x#VANOS|VANOS]] technology; a variable-valve timing system that modifies the position of the intake [[M5x#Cam|camshaft]]. This has no effect on the overall power of the engine, but does improve torque at lower revs.
 Because of this increased complexity, VANOS engines are best avoided for first-time engine swappers.
@@ Line 322: / Line 322: @@
 ==Head==
-Just like the blocks, the Heads fitted to M5x engines are fundamentally the same lumps of metal; so similar that they all share the same [[M5x#Head_Gasket|head gasket]].
+Just like the blocks, the Heads fitted to M5x engines are fundamentally the same lumps of metal; so similar that they all share the same [[M5x#Head_Gasket|head gasket]]. The same casting number is used as well; '''400''', although heads were available in both iron (M50) and aluminium (M52).
-However, there are some crucial differences that stop these being completely mix-and-match components.
+Essentially, this means that all heads are the same, but experience tells us there are actually three heads in use; '''non-VANOS''', '''VANOS''' and '''Double-VANOS'''. Learn more about [[M5x#VANOS|VANOS]].
-The M50 head is a twin-cam unit based around an 'interference' design with valves that protrude into the cylinder, resulting in a higher compression ratio than the M52.
+The non-VANOS head, as fitted to the first M50 engines, is a twin-cam unit based around an 'interference' design with valves that protrude into the cylinder, resulting in a relatively high compression ratio. These heads use double valve springs as standard, and a high valve duration of 240 degrees.
-The valve timing between the two heads also varies slightly.
+The first VANOS heads were introduced in 1992, and offered variable-valve timing to the [[%5x#Inlet_Cam|inlet cam]]. This allowed for a smoother, more efficient idle without compromising mid-range torque. No extra power was offered, but emissions and fuel economy were improved. These early VANOS systems were primitive, and only offered variable timing at two points of the rev range.
-The Non-Vanos head uses double valve springs as standard
+For the Double-VANOS, more valve changes were made. The same cam timing was kept, but valves were upgraded to a conical design compared to the earlier double-spring technology. More significantly, VANOS technology was applied to the [[M5x_Exhaust_Cam|exhaust cam]], allowing for a much more comprehensive adjustment of the valve timing; over 40 degrees of crankshaft sweep for the intake cam, and 25 degrees for the exhaust, which basically means much better emissions and much smoother torque delivery.
 ===Rocker Cover===
 ===Inlet Cam===
@@ Line 352: / Line 362: @@
 Non-Vanos valves, such as those fitted to the M50B20 and B25, are double-sprung. Their valve stems are also thicker than their VANOS counterparts, being 7mm rather than 6mm, making them better able to tolerate increases in power and torque.
 ===VANOS===
 ''Main article: [[VANOS]]''
-===Rocker Arms===
+VANOS is a variable-valve timing system that determines how long each valve stays open for. Before VANOS, each camshaft had a lobe for each valve of a specific size; the bigger the lobe, the longer the valve stayed open for.
 ===Head Gasket===
@@ Line 373: / Line 390: @@
 To distinguish the difference between the two - notice the 'ribs' on the sides of the 2 middle inlet runners on both the B20 and B25 manifolds. The B25 manifold ribs are much thinner because the inlet runner is larger whereas the B20 one is larger because the inlet runners are smaller.
-The main difference between the 325 and 328 inlet is the plastic manifold and the size of the ports in it. This manifold is 10mm greater (width) in port size over the standard 328. The 325 has 55x25mm port's and the 328 has 45x25mm port size.
+The main difference between the 325 and 328 inlet is the plastic manifold and the size of the ports in it. This manifold is 10mm greater (width) in port size over the standard 328. The 325 has 55x25mm port's and the 328 has 45x25mm port size. This equates to a much bigger flow rate; the 325 inlet will flow 50% more than the 328.
 Connected to the Inlet is the Throttle body; the mechanism through which the driver controls the engine. Again, these differ between M50 and M52, but can be made to fit either engine with the appropriate modifications. Learn more about the [[M5x_Inlet#Throttle_Bodies|M5x throttle bodies]].