BMW M3 E30 S14 Engine Project
02/22/2008 Update: Since there was a huge difference in weights between cylinders,took each part and measured those individually to see where the difference was. By logging in you can see the results.
No wonder why S14 in known for it's vibrations!. x grams is a huge difference... New engine max difference between cylinders will be less than 1gram. Savings in piston, rod and wrist pin rotating mass in total is almost 1kg (989.6gr). This together with lighter valve train should make it rev.
02/22/2008 Update: Engine block is now at machine shop and should be ready 03/04/2008.
02/21/2008 Update: Having trouble in locating a machine shop with torque plate! One reputable shop in Seattle area doesn't use one and they have done a lot f 4-cyl engines over the years. They said they don't need one and there is no difference in honing without it. For fun I asked about what king of roundness and taper they can quarantee if we hone it without the plate? Guess what, suddenly torque plate was needed...
I asked this also from Wiseco who provides the pistons. Keith said the last honing strokes should be done with 280 grid and don't do the 400 grid plateau hone. Totalseal, who provides the rings says only way is to hone with torque plate and they won't give any spec for honing without it.
Finally I was able to find one shop with it and hopefully we can come into terms and get the bring and honing done. Will go and see the shop tomorrow, more to come...
02/14/2008 Update: Piston and connecting rod weights:
| Item | OEM | Ex | Notes |
| Piston | 498 | 394 | without wrist pins |
| Wrist pin | 120 | 91 | |
| Connecting rod | 659 | 546 | without bearings |
| Total | 1277gr | 1031gr |
Total weight saving: 243gr. All pins, rods and pistons are equal weight for the new parts.
All parts are now in and finally I can take the block to machine shop! For complete spec, sign in.
12/29/2007 Update: Pistons and block is measured now, go and take a look.
12/21/2007 Update: Head is now ported and results are available for registered users. Comparison against Metric Mechanics heads was done also. Some other interesting pictures also available, HOME flywheel tooth was bent and explains some ignition timing issues... Take a look.
11/25/2007 Update: Cylinder head is now removed and so far it looks everything is looking pretty good. Following was found:
- Timing chain guides must be replaced. Not a surprise.
- All valves are in perfect condition. None bent or damaged.
- All pistons are in good condition. Engine had original pistons
- Block not cracked anywhere.
- Reason to oil leak was found, it was the head gasket close to timing chain.
- Intake camshaft was pitted. Will be replaced anyway and this was known. Exhaust side is good.
Spec for the engine is as follows:
Displacement: 2.3L
Compression ratio: 11:1
Use: 60% Street, rest autocross and track
hp: To be updated, but as much as possible with this spec
Durability: Has to last app 50k before next refresh.
Connecting rods: Original, blueprinted
Crankshaft: Original, blueprinted
RPM limit: 8000 - 8500
Pistons: Wiseco
Head:
- Camshafts: Schrick
- Valve Springs: Schrick
- Head gasket: Cometic MLS
- Head porting: Intake ports only.
Performance: app 270hp measured from crankshaft
Emissions: HC: <100