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    #11
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    i have found out that the stock m54 rods are fracture-split forged steel, what this actually means i dont know, all i could find was an american patent that pretended to explain the process but left me none the wiser!
     
     

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    Quote Originally Posted by danm54 View Post
    i have found out that the stock m54 rods are fracture-split forged steel, what this actually means i dont know, all i could find was an american patent that pretended to explain the process but left me none the wiser!
    Thats an interesting article Dan..

    Kind of hints that the M54 is not the best engine to turbo!!

    Why not sell it and buy an S54 B32 (E46 M3) engine..

    Not have to upgrade any internals..only the headgasket, and run 450 Rwhp (rear wheel horse power) all day long - 450 rwhp = 530 flywheel hp ish

    It would work out way cheaper than having to build the M54

    S54 motors can be got for £1500-£2k

    and your rolling. forged conrods, forged crankshaft, a really bulletproof engine with rock solid iron block iirc
     
     

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    #13
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    yeah, i think your right, i got a bit of tunnel vision there!
    cost wise it would probably be advantageous to buy an e36 m3, then i'm half way there and i've got a tranny, diff etc too. plus many many previous builds to study!

    thanks dan.
     
     

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    Quote Originally Posted by danm54 View Post
    yeah, i think your right, i got a bit of tunnel vision there!
    cost wise it would probably be advantageous to buy an e36 m3, then i'm half way there and i've got a tranny, diff etc too. plus many many previous builds to study!

    thanks dan.
    Not many previous RHD M3 turbo builds to study

    but I can help you out a lot if you go that route....
     
     

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    Cracking thread sooooo much infomation. I have recently got into BMW after getting off two wheels and was worried I wouldn't find a forum to match Ducatisti- wrong!
    What the hell?
     
     

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    Quote Originally Posted by danm54 View Post
    i have found out that the stock m54 rods are fracture-split forged steel, what this actually means i dont know, all i could find was an american patent that pretended to explain the process but left me none the wiser!
    Old post but one I can answer, BMW m54 con rods are fracture split forged steel....

    A fracture split con rod is cheaper to produce due to the reduced machining costs and also makes a firm contact between rod and cap which improves stiffness and compatibility with other crankshaft train moving parts.

    A fracture split con rod can be made in a one die mold and then split, to simply put it, think of a bone in your arm, you put pressure on it and it snaps, due to the way it breaks it's easy to put back together with the varied breaks only matching up one way but just needs something to hold it together, now think of the con rod cap bolts.


    The other type of Con rods are machined separately to match each other.
     
     

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    ahh, i see (said the blind man!), thanks for the info on the rods. I am now going to sell the engine, i've had the machine work done and ground in valves etc and took pics. I'll put pics and info in "for sale" part of forum in a jiffy.
     
     

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    #18
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    Quote Originally Posted by Boostist View Post
    It is usually conrods and pistons that are the weak point in the S50 B30 and S50 B32 engines and that is at a level of 500rwhp.
    Thats interesting. Based on that, is it fair to say that the stock head gasket and head bolts are also good to and perhaps above 500rwhp considering that you mentioned that the rods and pistons are the weak point at 500rwhp? Do you know of someone that actually has achived anywhere near 500rwhp on a totally stock S50 B30 or B32? Can you be kind enough to share their dyno sheets and any other spec? Personally i find it difficult to believe that 500rwhp is do-able on a totally stock engine with reliability and longevity however "may" achive that power on a few dyno pulls. If you can genuinely share any info that 500rwhp has been achived on a totally stock engine i will be inspired to retune mine to 450rwhp or 12psi boost...witch ever comes first......
     
     

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    Quote Originally Posted by BMEP View Post
    Thats interesting. Based on that, is it fair to say that the stock head gasket and head bolts are also good to and perhaps above 500rwhp considering that you mentioned that the rods and pistons are the weak point at 500rwhp? Do you know of someone that actually has achived anywhere near 500rwhp on a totally stock S50 B30 or B32? Can you be kind enough to share their dyno sheets and any other spec? Personally i find it difficult to believe that 500rwhp is do-able on a totally stock engine with reliability and longevity however "may" achive that power on a few dyno pulls. If you can genuinely share any info that 500rwhp has been achived on a totally stock engine i will be inspired to retune mine to 450rwhp or 12psi boost...witch ever comes first......
    No, its not possible without using a thicker head gasket (multi layer) to lower the compression.

    The pistons (cast) are right on their limit at 500rwhp but the head bolts have not been IDd as a weak point.

    However if you have got the head off for a head gasket, you would be a fool not to use ARP studs to refasten it...

    Thats what everyone does pretty much.

    Basically, drop in a new set of conrods and pistons (forged)

    A multilayer headgasket and ARP studs, and the S50 B30 (the best choice for turbo) will pump out some
    massive numbers. The stock bottom ends are immensely strong
     
     

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    #20
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    Quote Originally Posted by Boostist View Post
    It is usually conrods and pistons that are the weak point in the S50 B30 and S50 B32 engines and that is at a level of 500rwhp.

    Boostist,

    Thank you for your reply however it still is unclear to how you came to the 500rwhp threshold for standard pistons?

    Can you please elaborate?

    Thanks
     
     

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