I have 2 enigines which to chose from. One is a non-vanos M50 and the other is a vanos M50 engine. I am wondering which would be better for the supercharger and the other will be built as a high compression race engine. One needs pistons and valves and the other just needs to be rebuilt. I have a pro-charger which i would like to run high boost with an intercooler. Please any and all input would be appreciated thanks again.

So you're going to build one engine just for SCing, and the other is just a high compression race engine?

Which engine requires pistons and valves and which engine requires a rebuilt?

the non-vanos motor needs pistons and valves. it was mechainclly over-reved it has around 70,000 on it.

the vanos motor has around 130,000 miles on it and is a little high on leak down.

one motor for supercharging and the other will be a race motor different cars.

Well, I would use the non-Vanos (M50) for the high compression race engine setup. You can get light pistons, maybe rods, and also get an awesome light and aggressive valvetrain setup.

For the M50TU (Vanos), try to find out whats the cause of the high leakdown. Most likely it could be the rings. If your budget allows, maybe you can get aftermarket pistons but keep the compression the same. I think the most the Pro Charger can safely put out is 11psi, depending on the pully is being used since the compressor speed is near its limits. Is this a P-1SC blower?

Good luck with the air to air intercooler setup.

It is a the procharger P600B and they say can run 24 psi of boost. i wanted to run up to 16-18. i know it isnt bormal but i was figuring why not give it a try. i want something different.
also where did you get the info on the pro-charger? thanks again

www.ProCharger.com

The blower you have is capable of 24psi but not sure how realistic 16-18psi is going to be on a 2.5L engine with low compression or not.

A buddy of mine has an 11psi Turner/ProCharger kit on his 3.8L V6 Mustang and is using a P-1SC blower. Its self lubricated and comes with an air to air intercooler. I think his max compressor speed is 62,000 rpm and is only designed to go that high. Anything higher and it will self destruct. I think he made 300rwhp on a dynojet.

The P600B is not self lubricated, has a max compressor speed of 60,000rpm, and appears to be a lower version of the P-1SC.

the P600B is the fisrt one they came out with. it was the before the psc1. and mine too has a air ro air intercooler. again thanks for all your input.

I built a intercooled supercharger setup for my E34 535 using a Procharger PSC1. The blower produces lots of boost on the smaller engines, but might be too much for just 2.5 liters since it was designed for small block V8s. I geared my to run 30,000rpm and I get 14+ psi at redline. I used a HKS bypass valve to reduce the inlet pressure to 7psi, but allows for full boost (7psi) at 3500 rpm. The result, 300rwhp, 300rwtq and 200rwtq at 2000 rpm.
Beware, the Procharger is huge and was very tough getting it to fit in the engine bay.

http://redfivemotorsport.com/2002onelap/img24.jpg
Email me if you want more info, or check out my website.

Nice and very unique setup

Justin, what's up man? Are you back together for this May?

Ryan

Thanks, the setup was 100% custom, since nobody makes anything for the M30. I built the whole thing with some help from my friends.
Unfortunately that picture was taken last May. The day after the picture was taken, two pistons melted thru and the engine failed while competing at Indianapolis Race Park (road course). Turns out four cylinders were running rich and two were running lean.
Oops. One $5000 engine down the drain. I am still trying to collect enough money to get another one, but I will resurect her this spring. I think she is good for 400rwhp at 15psi on stock internals.
http://redfivemotorsport.com/pistons.jpg
http://redfivemotorsport.com/engine.jpg

No One Lap this year. I am broke and living at my parents house, just so I can pay off my past racing debts. When I get the car running again, she will only be a street car until I am certain, I have worked out all the bugs. That is something I should have done last year.
Don't worry, I'll bring her to a Boston Bimmer outing.

Ryan,
Unless you know someone who needs a co-driver? I comptemplated running my Corrado (you had one of those right?) but its too small for me to spend a week in it.
What are you and the Capt doing?

Justin, Lar and I are taking my M Coupe... 2 seats only, sorry bud ;) The Corrado has plenty of room in comparison, AND you can recline the seats :D Fitzy is also bailing, he dropped his car off in June for the fender flares/cage/etc and it's still not done! Gonna be a quiet year, man...

i e-mailed you all a while back about brakets and such. just wondering if you had any info/ideas on what to do about a bracket. thanks again and good luck on the one lap. what pistons did you use? and what did you do about fuel?

I remember now. I didn't recognize the name, sorry.

I know someone in Boston who is converting his Dinan Stage III E36 M3 back to stock in order to sell and I understand he is selling the blower as a package. That would be your best for the M50 in terms of brackets and a blower.
As for what you see melted in the picture. Those are Mahle pistons running the stock 9 to 1 CR. If you are building an engine, go with JE Pistons that are 1 compression point lower. They are forged and can handle the abuse. Also, you should get a O-ringed head-gasket (BMP sells them), rings meant for FI, and stronger connecting rods. If you do that, you engine will last much longer with a blower and will perform better since all those parts mentioned are lighter than stock.
I try to stick with Mobil 93 octane gas, but I don't remember what was in the car that morning when she went bang.
Also, as of right now, I am not entering the One Lap this year. I am going to try and regroup before I head back into the fray.
-Justin

i already have the bower and intercooler. thats why i am trying to make all this work. i have a milling machine,welder, ect. i have a spare motor not in the car so i dont have a time limit on the build up. i have another car as well. as for the pistons/conecting rods i want to find out some info from the maker. i was wondering what rods to run. also would you stroke it or bore it while i have everthing apart? it isnt that much more as of now? sorry top hear that you arent going to be in this years one lap. i watched everything last year. well i'll keep you all up-dated if you'd like. thanks again for all the info. keep it comming

European Car magazine several months back had a write up on their Project M3 recieving a new engine built for forced induction from Bavarian Engine Exchange. Since I got my previous engine from them and they have my blown engine as well, I inquired about aquiring a similiar engine. The price was in the 5 digits for an bored 8 to 1 engine. As a sponsorship, I was offered the engine at half price, but I had to pass. I'll tell you what was in it, since it is the right way to go.
Bore
Custom Cam
JE Pistons - forged, 8 to 1 CR
Total Seal - rings
Pauter - rods and pins
Alpina headgasket
port and polish, balance, and hone

A setup like this can safely handle medium boost for a long time 7-12psi for 50-80,000 miles. You can run higher boost if you intercool and run racing fuel. Also the more you drop the CR the more boost you can run. The trade-off is a car that is a dog off boost.
Personally, I want a nice big powerband 3000-6000 rpm.
Stroking an engine will produce more torque but lowers the usable RPM range, plus it requires a special crank.

If you search google you will find the websites for those companies.
Good luck

is your supercharger a normal rotation or reverse rotation? i just started to look at mine and am wondering what it is. thanks again

Normal rotation
Clockwise I think
I had to double check it after I got it all running

thanks i had to trade mine today with a freind who needed a revers rotation and thats what i had. thanks again. also how were you controling the boost? you said it was making max boost at 3-3500 rpm? i have seen people using a blow-off valve. but one thing that i saw the real time NSX using was a system that restricted the intake volume in turn not running the supercharger full out and it became a much more efficent system. in sted of running the supercharger full out and pissing away all your energy. i am talking with the head desinger of the realtime team and trying to see if he will tell me some of his secrets. just a little info. thank again

Basically if you introduce a throttling valve into the intake stream of the SC the pressure differential across the SC blades will still rise in a normal squared fashion (wrt RPM) but the pressure differential across the valve+SC system can still be the same (for example) 8psi... And yes, it WILL keep the SC MUCH deeper into its efficiency range AND avoid all that unnecessary work on wasted air.