Maybe some of you could shed some light on the issue.
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Stay NA or go FI ???
Go for the big power numbers or get respectable power and maintain the M tradition of NA.

Man,

That's a tough call. As much as I love NA and the tradition that is M motors, there is something to be said about beastly HP numbers.

It would entirely depend on what kit you would be going with. I am still not sold on anyone's kit and am waiting for more people to install FI.

Maybe some of you could shed some light on the issue.
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Stay NA or go FI ???
Go for the big power numbers or get respectable power and maintain the M tradition of NA.


FI all the way!


I'm thinking of getting an E46 and tossing an SC in it too!

You just can't get the power with NA.

I need 500HP and FI is the only way to get it!

:buttrock

The supercharger for the E46 M3 puts it at 500 HP? I thought it was like 440 at the crank or something like that?

Boost is the only way to go. a lot more power and torque.

The supercharger for the E46 M3 puts it at 500 HP? I thought it was like 440 at the crank or something like that?

It all depends on which kit you go with. 440 is Active Autowerkes kit. I think ESS and Evosport have higher HP kits. I know Evosports is somewhere in the neighborhood of 500 rwhp

I just went to the track this weekend and love the responsiveness of a NA motor. I would love to get as much power out of the motor naturally. It all depends on what you want out of it. I'm still not sold on supershargers period, they work but mostly low to mid from what I've seen.

If it was a lower compression BMW motor, like a 330, 850i, or even the new 745i/645 V8's, then you have no choice but to add F/I to gain respectfull power. All the top European sports cars and race teams that use F/I, follow the Turbo application for the adjustability and major power/torque gains involved.
Look at the F-40, the 911 turbo, 959 S, GT2, and not to forget the M1 Pro car Gruppe 5 with a turbo charged 3.2L and the winning BMW 4 cylinder 1.5 L Turbo F1 engine.

Yet how many cars out there produce 102.6 HP/L N/A in stock form like the S54. The older M50/M52 was struggling for the major deficit at 80 HP/L and regained alot easier by F/I. However the S54 shares similar technology to the Euro S50B30/B32 and typical screaming race motors and they just beg to be revved.
We have reached 130 HP/L with our Delage Sport Stage III, and with that type of efficient output, operating at considerably cooler temperature than any F/I application out there, we provide another significant choice for the true M enthusiast to appreciate.

MPILOT,

I would like to know your numbers and source for normal operating coolant temp. of the AA SC M3. You seem to be attacking it but AA has had months of durability testing on the kit in the hot humid FL weather compared to our dry weather here in CA.

True that since belt driven blowers can increase oil and water temp because of load... the same thing goes with increased horsepower as well. What are the normal operating temps of the coolant and oil on the Delage Stage 3 kit?

Would it be a fair comparison with a Delage Stage 3 kit with a 3.91 rear end vs an AA SC kit with a stock rear end? In terms of acceleration I dont think it would be.

Dont get me wrong... I think the Delage Kits Kickass but I feel its not fair to compare with another kit thats not even in full production and hasnt gone through other dynos like a Dynojet or other performance tests like 1/4 mile and some kill stories.

Dont get me wrong, i love the NA nature of this car. I love the fact that it ONLY drives smooths above 5K. I would love to drop more weight, get the STG III with a 4.10 diff and run with 400rwhp cars. And when people would ask me "What you got done?" I would simply reply Chip, intake and exhaust :evil2
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The only thing that i can not accept is the day that a STG I+ AA SC smokes me. I wouldnt be caught up with the fact of losing, but it will be the day that I will regret not going that route.

Im just confused :(

-And yes, ive been in the AA SC'd E46 M3 and have seen how they pound on the car day in and day out. Its reliability should not be in question here.

JMWeb,

You recall seeing the oil temp. on the gauge during these hard runs?

Sorry, i was to busy looking forward and listening to the sound of the SC.
I wanted to get an idea how it would sound on my car :)

MPILOT,

I would like to know your numbers and source for normal operating coolant temp. of the AA SC M3. You seem to be attacking it but AA has had months of durability testing on the kit in the hot humid FL weather compared to our dry weather here in CA.

True that since belt driven blowers can increase oil and water temp because of load... the same thing goes with increased horsepower as well. What are the normal operating temps of the coolant and oil on the Delage Stage 3 kit?

Would it be a fair comparison with a Delage Stage 3 kit with a 3.91 rear end vs an AA SC kit with a stock rear end? In terms of acceleration I dont think it would be.

Dont get me wrong... I think the Delage Kits Kickass but I feel its not fair to compare with another kit thats not even in full production and hasnt gone through other dynos like a Dynojet or other performance tests like 1/4 mile and some kill stories.

I didn't direct any attack on a F/I tuner for the S54. I simply stated the facts of adding a F/I kit on such a high CR motor. Doing it right on the S54 means lowering the CR and adding more cooling via an inter-cooler and an oil-cooler is the only way to get safe and sustained power gains. AA have been working very hard on their kit and from the looks and results it seems very promising. Just too scary for me to add boost on a high 11.5:1 CR with the increased heat associated with F/I. If the OEM radiator can be improved for extra flow that would certainly help over the inter-cooler and oil-cooler.

When I put the comparison of a Delage Sport Stg III with a 3.91 Vs a S/C E46 M3 with stock rear-end, I was drawing the attention on this interesting challenge that would display both capabilities. The S/C with more power and an earlier power curve Vs the high revving Normally aspirated with 10-15 less WHP and a shorter rear-end. Another interesting comparison is the Delage Sport Stg I with a 3.91 Vs the Delage Sport Stg II with the stock 3.62.

You are right anytime you make more power the heat comes along with it. I know that adding F/I will increase engine bay heat by atleast 60 F, and with the Delage Sport kit running all weekend on the track I have never seen my oil temperature rise over 230 F. Joel's M3 in Texas runs hard all the time in very hot/humid Texas weather with the Delage Sport Stg II at 210 F-220 F with the aid of his hydro-static fan.

The Delage Stg III was just released by Delage to the market. I have some on order and will release all the high performance operating temperature results very soon.