As some of you know, we are building a 2.1 liter Turbo CM Car for 2007 BMW CCA Club Racing.

Just thought I would give you a status.

Bottomline - ALL the pieces are in house now and the assembly process begins. I am going to try to be diligent on progress, since we leave for Pheonix 2 weeks from tomorrow - with our first race being, March 2-4.

Right now, the suspension is hung on the car and it just came back from paint.

We have completely built the exhaust manifold (nope, no pictures allowed yet) and have acquired the turbo (something new here, not the direction we thought. We are working directly with Turbonetics - details coming soon.

So - whats left? Well, just putting everything together in 2 weeks time, tuning it and driving to Phoenix to race - that's it.

Pictures here:
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day1_01.jpg
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day1_06.jpg
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day1_07.jpg
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day1_12.jpg

Two great build threads on the same forum!! (I'm following the Bimmerworld E90 Build also!)

Yummy. Can I have it back now that it is painted and all pretty? Or just let me drive it please:evil2

Dale

very nice. will be following this build. sure have a long way to go in two weeks. good luck!

Now that looks like a motorsport chassis!!

Thanks for sharing Jon, I'm looking forward to seeing it progress!
-Ted

very nice, long way to go but im sure it will come togeather in a hurry

The physical assembly is not too bad...that can be done very quickly.

The tuning, turbo fitment, wiring, etc will be the time consuming parts.

Is it true you are hooking a leaf blower running on nitro methane up to the intake for the 'turbo' system?

Is it true you are hooking a leaf blower running on nitro methane up to the intake for the 'turbo' system?


I heard it was a shop vac hooked up backwards....


I WAS going to post photos of my completed cage work but it would only be embarrasing now that your photos are up... :eyecrazy

:phatyo:

I heard it was a shop vac hooked up backwards....


I WAS going to post photos of my completed cage work but it would only be embarrasing now that your photos are up... :eyecrazy

Its no ordinary shop vac though...I saw the prototype pictures. They are working with Dewalt, should be an impressive motor...pushing 10bar i think :eek:

Man up. Post the pics :) Its just a motorsport cage...

What kind of motor?

Looks like fun :)

so will it be a 4 banger?

so will it be a 4 banger?

doubt it, probably de-stroked 2.8 or 2.5.

So, I guess it's gunna be white, eh? I really liked your old car when it was black with red trim. You know Jon, black is slimming :devillook

Looks great. See you at LS in April.

Jay

cost is relative... u do need a good bit of cash to run up front in a pro series, lowly mx-5 cup is $50k. that said expensive car alone isn't enough to get you up front even in CR especially if its a wet race, but it sure doesn't hurt ;)

Is it true you are hooking a leaf blower running on nitro methane up to the intake for the 'turbo' system?

Nope - I got one of those "Electric Turbochargers" - In fact, I ordered 5 of them. Gonna wire them inline and get a lot of boost!! Watch out!!

What kind of motor?

Looks like fun :)


M52 with a 66mm short stroke crank shaft.

So, I guess it's gunna be white, eh?
Jay

It's gonna be white with Red Accents - just like my old car.

Black is just tooooooo hot - although it does go better with my eyes!

M52 with a 66mm short stroke crank shaft.

Is that a custom crank, or from a 320i M50/M20?

lookin' good Jon!

Is that a custom crank, or from a 320i M50/M20?

Standard BMW Crank from a M52B20 - Europe/Canada motor. What we do to the crank is not standard, but the crank is.

But the question of the week is...will the car get a Knob Job?

Here are some Build Day 2 pics:


http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day2_01.jpg (http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/)


http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day2_02.jpg (http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/)


http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day2_05.jpg (http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/)


http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day2_11.jpg (http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/)


http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day2_13.jpg (http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/)


http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day2_14.jpg (http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/)


http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day2_16.jpg (http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/)

You can click on any of the pics to see a listing of more from each day.

Thanks
brad

air jacks. nice!

air jacks. nice!

Bloody Noice!!!!

Niiiice. I like the "allthisshithastofit" pic :)

aluminum block?

aluminum block?

I assume you mean the motor. I have both an Iron Block and an Aluminum Block. We are building the Iron Block now and will be "developing" the aluminum block one - we need to see how much boost it can handle.

Jon if your looking for another alum. block I know of one sitting around next to a certian someones silver s54 car that he might wana get rid of :)

A Couple more pics of progress:

Doors fitted and Mirrors on:
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day2_27.jpg

Passenger Foot Well Layout:
Dry Sump, Air Jack, PS Pump, ABS Pump, Fire System and Cool Suit Tray
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day2_28.jpg

Seat Installed, Floorboard Installed, Rear View Mirror (un-needed in my opinion) and Window Net hung.
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day2_29.jpg

Tail Lights Installed and Rear Bumper placed. There's a little bit of Red showing up!!!!!
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day2_22.jpg

What did the base motor start life out as?

What did the base motor start life out as?

Older 2.8 liter World Challenge Motor. The head was nice, but the bottom end had been replaced with a stock shortblock (I assume the original build nice World Challenge bottom end had been popped along the way).

Are you changing the porting on the head now that its going to be a fi motor?

Are you changing the porting on the head now that its going to be a fi motor?

Built a completely different head. It's now solid lifter and built to my engineers spec for FI.

Built a completely different head. It's now solid lifter and built to my engineers spec for FI.

This is going to be SICK!:buttrock

I don't know anything about dry sump set ups or the rules but is normal procedure to have the oil resevoir in the passeneger compartment? I don't know how comfortable I would be riding shotgun next to 200+ degree oil.

I'm assuming there will be a scatter shield put in place.

It is legal, but to be on the safe side, I would definitely put a safety scatter shield around anything in the cockpit that has hot pressured oil (brake/steering/engine oils).

I don't know anything about dry sump set ups or the rules but is normal procedure to have the oil resevoir in the passeneger compartment? I don't know how comfortable I would be riding shotgun next to 200+ degree oil.

I've seen it done multiple ways...I believe BMW Motorsport mounted their tank in the trunk.

I've seen it done multiple ways...I believe BMW Motorsport mounted their tank in the trunk.

I had it mounted in the trunk in my E36. My wing mount superstructure is going to take all the room in the trunk - so it rides shotgun in the E46.

If you look at many of the pro-prep cars, they mount the tank in the passenger area. I'm not too worried about it. Racing has many calculated risks - this is just one of them.

I just saw your track car in your sig in the new Roundel...nice build so far

I just saw your track car in your sig in the new Roundel...nice build so far

Thanks - my E36 is now GONE!!! Bye-bye!!

Long live the E46!!

C6 Z06 has the tank in the engine bay I think.

The passenger area makes the most sense weight wise, and as long as there's a scatter shield, its pretty much the optimal location, especially when you have a "big boned" driver :) PLUS its super easy access to work on!

There are other older mod cars running tanks in the cockpit without issues.

More New Pics:

Power steering hose guard. Routing everything we can away from the heat of the engine bay:
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day3_01.jpg

Hmmm - what are these?
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day3_03.jpg
They are access doors to adjust the Motons without taking the trunk off.
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day3_04.jpg

The Crank in it's new home:
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day3_05.jpg



OOOH - New Stoppers:
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day3_07.jpg
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day3_13.jpg
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day3_14.jpg

Gotta let the diff and the gas tank breathe!!
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day3_17.jpg


Brad - self portrait - get a f'ing razor!!
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/brad_needstoshave.jpg


Uhhh, Are Dale and Simon planning to steal my car?
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/dale_and_simon_loversagain.jpg


Gary - my engineer - trying to figure out if redline should be 9000 or 10,000???
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/gary_themadscientist.jpg


Mark - the lead mechanic - he pulls all the strings!!
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/mark_puppetmaster.jpg


George - the engine builder - making sure the motor lives to 9000 or 10000 that Gary wants it to turn:
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/crash_george.jpg


Jason - Lexan shaper/Do Anything mechanic!!
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/lil_jason.jpg


Sam - Hard working Sam!! He never stops moving!!
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/sam_neverstops.jpg


My greatest thanks to EVOSPORT!! I don't think there is anybody at their shop NOT working on my car!!

Hope you enjoy!! Like my new sig??

Damn, F'ing sick!

Thanks for SHARING DETAILED PICS Jon/Evosport!

M52 with a 66mm short stroke crank shaft.



Is that crank out of an M50/M52 2.0L?

Is that crank out of an M50/M52 2.0L?

Yep - Canadian and European market only.

Yep - Canadian and European market only.

Next time why not just start with an M50/M52 2.0L? The bore is 84mm just like the M50 B25 (84mm x 75mm) and M52 B28 (84mm x 84mm)

I thought about you are doing a few years ago.

If you really wanted to have some fun, do an "offset" grind on that crank to get 1986 cc and go DMOD...:redspot

Next time why not just start with an M50/M52 2.0L? The bore is 84mm just like the M50 B25 (84mm x 75mm) and M52 B28 (84mm x 84mm)

I thought about you are doing a few years ago.

If you really wanted to have some fun, do an "offset" grind on that crank to get 1986 cc and go DMOD...:redspot

I had 2 M52B28s already. Knew I was going to replace the rods and pistons, So i jut bought the crank. No offset grinding needed to race CM. Didnt want to race DM.

haha. the removable tailights are great. I can't wait to see the finished product.

I had 2 M52B28s already. Knew I was going to replace the rods and pistons, So i jut bought the crank. No offset grinding needed to race CM. Didnt want to race DM.

going with a new crank might be a good idea anyways with the power you want to achieve.

I was looking at the DTM 2.0L and it makes like 225hp at like 8500 rpm, so with that shorty stroke, you have a lot of flexibility to make the power with torque or rpm. 1 bar should get you to 450hp pretty easy....but

I think you should be able to get to 600hp. That's what the 2.1 L 935 Porsches did..pretty easily without the latest electronics you have. NOt sure if you want to start at that level, but there is HUGE potential here.

I'm glad you don't want to the dmod turbo...if i ever do a big project i can do that. :)

I would probably start with an M42 4cyl which is nice as you have to buy less pistons and rods....

I am glad you are Living the Dream! Should be fun to watch on the track.

I think you should be able to get to 600hp. That's what the 2.1 L 935 Porsches did..pretty easily without the latest electronics you have. NOt sure if you want to start at that level, but there is HUGE potential here.

I'm glad you don't want to the dmod turbo...if i ever do a big project i can do that. :)

I would probably start with an M42 4cyl which is nice as you have to buy less pistons and rods....


550 hp is the target - should be able to get there.

If you are going to do a DM turbo, you better get started! I know of 2 in process.

The M42's weakpoint is the head. The M50/S50 head flows better. The really amazing killer turbo setup will be the S54. But without a custom crank (fully custom) you can't destroke it enough to get into CM, let alone DM. It will be a killer BM motor though. Amazing flow characteristics on the S54 head!!!

"Stock" 2.8L with stock bottom ends have made over 700hp, I don't foresee 500-600 a problem for them with the engineering Evosport is putting into it since its being built for race use.

The brake lights are pretty James Bondish...Brad/Jon, don't post the pictures of the switch on the steering wheel that turns on the oil slicker ;)

so what is the rev limit on this beast going to be??? (please tell me 8000!)

so what is the rev limit on this beast going to be??? (please tell me 8000!)

Interesting that you ask - we were just discussing that today. Probably good to about 9k. Shhhhh - don't tell anybody though.

Don't worry Jeff - I am thinking 4cyl DM monster for my e46 chassis!

Can the 6spd be mated to the 4bangers?

We discussed it in the other thread in the FI forum, but not sure if there was a conclusive answer.

Don't worry Jeff - I am thinking 4cyl DM monster for my e46 chassis!

WAIT - I thought you said S54 Turbo BM Monster??????

I don't want you to have any excuse (like "I only have 4 cylinders") when I beat you in 2009 when your car is complete!

Jon, the car looks incredible. Looks like the PERFECT enduro car for you and your driving partner! ;)

Love the pics of the evosport crew (well, except the one of Brad - no kidding about the razor). I think I'll update my build thread with the same theme....except my pics will be of Timmy, Emma (my 2 year old), a cat, and a dog. :)

Can the 6spd be mated to the 4bangers?

We discussed it in the other thread in the FI forum, but not sure if there was a conclusive answer.

It should work... the M42/44 uses the same bellhousing bolt pattern as the small sixes. The S14 and M10 are different.

Jon,

Congrats bro! Absolutely beautiful car/project. After this stint...may be time for you to think of going pro!

Jon, are the fenders flared. If it's flared, it's very tastefully done.

The engine sounds like it's gonna be killer. Just curious how many hours an engine like this will go before needing a refresh.

A friend of mine is/was considering such project. Sounds like Evosport is the co. for him to talk to about his engine build should he get serious with the project.

Great idea of putting pics with names. A sort of personal intro to the gang at Evosport. Great touch!

Jon,

Congrats bro! Absolutely beautiful car/project. After this stint...may be time for you to think of going pro!

Jon, are the fenders flared. If it's flared, it's very tastefully done.

The engine sounds like it's gonna be killer. Just curious how many hours an engine like this will go before needing a refresh.

A friend of mine is/was considering such project. Sounds like Evosport is the co. for him to talk to about his engine build should he get serious with the project.

Great idea of putting pics with names. A sort of personal intro to the gang at Evosport. Great touch!


Thanks Ken! Pro is not an option for me, at least not with the current work situation and Life Insurance requirements - partners won't go for it.

We shall see on the motor. There are several examples of them lasting quite a while, but this one (due to it's smaller displacement and need to rev higher) may need more maintenance.

The rear fenders are flared, the fronts still need to be. Logistics just got in our way with the need to get the car to paint before front flaring. Not ideal. We have some composite fenders on the way however, just don't know if we will get them before Phoenix or not.

I wondered about posting face pics of the guys at Evosport. Didn't want to scare potential customers off!!!!! Note there are no pics of me, that would certainly scare people. :)

550 hp is the target - should be able to get there.

If you are going to do a DM turbo, you better get started! I know of 2 in process.

The M42's weakpoint is the head. The M50/S50 head flows better. The really amazing killer turbo setup will be the S54. But without a custom crank (fully custom) you can't destroke it enough to get into CM, let alone DM. It will be a killer BM motor though. Amazing flow characteristics on the S54 head!!!

Brad and Jon: LOL....This whole thing is like the investment business. i.e. If you find a good idea (like destroking or Turbos) or a great investment deal, you better jump on it or somebody else will!!

"Stock" 2.8L with stock bottom ends have made over 700hp, I don't foresee 500-600 a problem for them with the engineering Evosport is putting into it since its being built for race use.

The brake lights are pretty James Bondish...Brad/Jon, don't post the pictures of the switch on the steering wheel that turns on the oil slicker ;)

do those last on a road course or are they drag race motors?

Brad and Jon: LOL....This whole thing is like the investment business. i.e. If you find a good idea (like destroking or Turbos) or a great investment deal, you better jump on it or somebody else will!!


Yeah, but if you're wrong...better have really deep pockets to absorb the losses.

Most of us wait for the "speculative" money to find the opportunities and once it's decided that it's proven success...then the masses jump on it. Sure, our returns are not as great...but not likely to lose it all either. It's all about risk management, huh. LOL

Sorry, not trying to hijack your thread Jon. LOL

do those last on a road course or are they drag race motors?

Well, I was trying to imply, if the stock motors were ABLE to make that much power without being built, if they were built they could handle more power reliably, and assuming its very builtup and engineered (like Jons) than making less power than those crazy 800-1200hp guys should definitely be doable for a road race motor (meaning reliable).

There have been and are a LOT of turbo racecars in professional racing, and now that the technology is cheap, clubracers can benefit. Should be a very interesting year.

I have much lower hp goals than Jon, so I'm going to see how simple I can build the motor. There are guys thrashing turbo stock motors on the street for 50-100k miles, so I figure a built up "stockish" engine, running low boost, should be a great solution.

PLUS the added benefit of Turbo is you can startup at low boost, run the car, dial it in, get used to it, and then start increasing the boost (with associated tuning of course) and go up from there. Thats a huge plus imo, because for me it'll let me get the chassis setup and let me concentrate on improving my racecraft/skills. Then just bump the power when I feel comfortable (or find out where its just too much for the car and I m spending more time controlling traction lol but my goal is only 350-370whp so thats not going to be the case)

Looking good Jon. I'm always happy to see more FI motors join the club race scene.
Steve, I question a lot of the guys on the FI forums claims. Most are fairly suspicious about their power claims and reliability is seeming to crop up a little bit even for these "street/drag" applications. I think your expectations are a little low, but I don't see anyone getting above 600 rwhp with any reliability. These engines aren't manufactured with the proper spacing on the cylinders for enough clamping force to keep the increased pressure in.
Jon, if I were you and I do have a little experience with the FI route, I would start by looking at around 500 whp and move up in small increments from there.

Looking good Jon. I'm always happy to see more FI motors join the club race scene.
Steve, I question a lot of the guys on the FI forums claims. Most are fairly suspicious about their power claims and reliability is seeming to crop up a little bit even for these "street/drag" applications. I think your expectations are a little low, but I don't see anyone getting above 600 rwhp with any reliability. These engines aren't manufactured with the proper spacing on the cylinders for enough clamping force to keep the increased pressure in.
Jon, if I were you and I do have a little experience with the FI route, I would start by looking at around 500 whp and move up in small increments from there.

Yep - you have been the pioneer in FI in club racing!! Truth be told, I would be happy with greater than 260 lb/ft of torque from 3k to 8k. I had peak torque of 260 wit the S54 - so anything above that, or for a larger part of the rev range would be ideal!

Well, I was trying to imply, if the stock motors were ABLE to make that much power without being built, if they were built they could handle more power reliably, and assuming its very builtup and engineered (like Jons) than making less power than those crazy 800-1200hp guys should definitely be doable for a road race motor (meaning reliable).

There have been and are a LOT of turbo racecars in professional racing, and now that the technology is cheap, clubracers can benefit. Should be a very interesting year.

I have much lower hp goals than Jon, so I'm going to see how simple I can build the motor. There are guys thrashing turbo stock motors on the street for 50-100k miles, so I figure a built up "stockish" engine, running low boost, should be a great solution.

PLUS the added benefit of Turbo is you can startup at low boost, run the car, dial it in, get used to it, and then start increasing the boost (with associated tuning of course) and go up from there. Thats a huge plus imo, because for me it'll let me get the chassis setup and let me concentrate on improving my racecraft/skills. Then just bump the power when I feel comfortable (or find out where its just too much for the car and I m spending more time controlling traction lol but my goal is only 350-370whp so thats not going to be the case)


yep, very "scalable" hp....

Yeah, but if you're wrong...better have really deep pockets to absorb the losses.

Most of us wait for the "speculative" money to find the opportunities and once it's decided that it's proven success...then the masses jump on it. Sure, our returns are not as great...but not likely to lose it all either. It's all about risk management, huh. LOL

Sorry, not trying to hijack your thread Jon. LOL

YEP, more risk means more upside!

Low expectation on output is fine by me. I'd MUCH rather have reliable 300whp than 400whp thats iffy.

But with the setup I am doing, 350whp should be easily attained in a very reliable manner.

I want low risk, long life, low maintenance.

I can't even imagine how fast these cars like Holders/Watts E36 would be with 400+whp, let alone 500whp! Out of control (literally haha needs TC).

Jon, how much is the car going to weigh when complete? 2400lbs?

I'd guess, wet (full tank) without driver, 2500lbs +/- 25lbs depending on the final weight of the turbo setup.

Jon, how much is the car going to weigh when complete? 2400lbs?

The car weighed 2450 without driver when it had all steel skin. We are replacing the steel with Carbon Hood, Carbon Roof, Carbon Doors and Carbon Trunklid. We also went throught the car and cutoff every little bracket that wasn't useful. So we dropped well below 2450.

Then we are adding a bunch of weight with the turbo setup and dry sump. I don't know how much - we shall see. I will be VERY happy if it is 2450 without driver. That would mean it would be almost 100 lbs less than my E36/S54 car.

I'll let you know - but no matter what, when I get in it, all the weight savings go right out the window!!! Thats why I have to build these huge power motors!! :)

Is dry sump necessary for this motor like it was for the S54 or is it kinda 'I already have it might as well use it again' type of situation?

Is dry sump necessary for this motor like it was for the S54 or is it kinda 'I already have it might as well use it again' type of situation?

Well, heat is the big killer with Turbo Motors and one of the ways to dissipate heat is through the oil flow. We noticed a drastic reduction in operating temperatures on the S54's when we dry-sumped them. So, I would consider a dry sump necessary for temperature reduction.

But, I also had it, so why not use it again?? :)

I don't know how much oil a typical motor holds with stock oil pan and oil pump, what 5 or 6 quarts??

Just as information, that dry-sump tank is 4 gallons (16 quarts), plus the lines to and from the tank are HUGE, so add another 3 or 4 quarts, and the car is holding 20 quarts of oil - this is huge when removing heat from a motor.

I'll let you know - but no matter what, when I get in it, all the weight savings go right out the window!!! Thats why I have to build these huge power motors!! :)

Like I said..... black cars. Like saunas. Weight loss while you drive :buttrock

How do you think I keep my girlish figure? :rolleyes

Jay

Looking good Jon. I'm always happy to see more FI motors join the club race scene.
Steve, I question a lot of the guys on the FI forums claims. Most are fairly suspicious about their power claims and reliability is seeming to crop up a little bit even for these "street/drag" applications. I think your expectations are a little low, but I don't see anyone getting above 600 rwhp with any reliability. These engines aren't manufactured with the proper spacing on the cylinders for enough clamping force to keep the increased pressure in.
Jon, if I were you and I do have a little experience with the FI route, I would start by looking at around 500 whp and move up in small increments from there.

Our first FI DM engine may have the clamping force issues you describe, but I'm very hopeful that our plans for a dual VANOS S50B19 (euro) Turbo to follow (assuming the rules don't change once all these monsters start winning a few REAL races beyond all the bench racing we're doing so far) will resolve that issue....At least the NA version handles a LOT more compression than the M50s I've had over the years! ;)

Looking forward to your engine performance Mike, definitely going to be a lot of "monsters" out there...but the biggest factor will be how many beasts cross the finish line ;) Can't win if you don't finish. Reliability is a bit issue I foresee, atleast until everyone gets all the bugs worked out.

Well, heat is the big killer with Turbo Motors and one of the ways to dissipate heat is through the oil flow. We noticed a drastic reduction in operating temperatures on teh S54's when we dry-sumped them. So, I would consider a dry sump necessary for temperature reduction.

But, I also had it, so why not use it again?? :)

I don't know how much oil a typical motor holds with stock oil pan and oil pump, what 5 or 6 quarts??

Just as information, that dry-sump tank is 4 gallons (16 quarts), plus the lines to and from the tank are HUGE, so add another 3 or 4 quarts, and the car is holding 20 quarts of oil - this is huge when removing heat from a motor.

That's why the 993's ran the dry sump!

Mike

Looking forward to your engine performance Mike, definitely going to be a lot of "monsters" out there...but the biggest factor will be how many beasts cross the finish line ;) Can't win if you don't finish. Reliability is a bit issue I foresee, atleast until everyone gets all the bugs worked out.

You have a very good point supporting my "bench racing" comment. However, it looks like Holder has the right idea....He's not skimping ANYWHERE when it comes to reliability. I'm sure that Greg Read has also spared no expense putting the right stuff under the hood too. I'm very hopeful that since a lot is known about common weak links, we'll take the appropriate preventative measures up-front to bypass the expensive learning curve by utilizing readily available information from those that made those mistakes already. Picking the right type turbo, the proper oiling system(s), temperature control system(s), etc. initially will hopefully make a tremendous difference....but, like you said....it remains to be seen how many of the beasts cross the finish line! ;)

Reliability doesn't always concern the powerplant. I know of more than one example of DRIVER ERROR that caused reliability issues for a fellow in DM in 2006 that had absolutely NOTHING to do with the wonderfully reliable power and car prep work! :embarrasm

I know of more than one example of DRIVER ERROR that caused reliability issues for a fellow in DM in 2006 that had absolutely NOTHING to do with the wonderfully reliable power and car prep work! :embarrasm

Count me in on that one. Data doesn't lie, and while I have had two engine failure relating to using the stock rods on an S54 (which we later decided to get rid of) - I also done blow'd up one motor all on my own. It's an expensive lesson.

You have a very good point supporting my "bench racing" comment. However, it looks like Holder has the right idea....He's not skimping ANYWHERE when it comes to reliability. I'm sure that Greg Read has also spared no expense putting the right stuff under the hood too. I'm very hopeful that since a lot is known about common weak links, we'll take the appropriate preventative measures up-front to bypass the expensive learning curve by utilizing readily available information from those that made those mistakes already. Picking the right type turbo, the proper oiling system(s), temperature control system(s), etc. initially will hopefully make a tremendous difference....but, like you said....it remains to be seen how many of the beasts cross the finish line! ;)

Reliability doesn't always concern the powerplant. I know of more than one example of DRIVER ERROR that caused reliability issues for a fellow in DM in 2006 that had absolutely NOTHING to do with the wonderfully reliable power and car prep work! :embarrasm

True. Most of the major catastrophic failures I have seen so far have either been driver error or just poorly "engineered" systems (or lack there of would be the better term lol).

Like anything else, its a science. You set your goals, and design to those specs with a safety margin factored in...and since we're not building F1 motors we can add in a lot of safety and take the performance compromise. If the system is actually engineered and designed, these are really quite simple systems, with the most complex part being the tuning. Tuning will determine if the motor will last or not. The trick intake/exhaust manifolds and trick turbos are nice, but the tuning will be the biggest factor IMO. Its amazing to see how much corner speed is lost when you are fighting for traction...basically you turn into a drifter and will get passed in the turn by a Jstock e30 ;)

It'll be interesting to see all of these more properly assembled, designed and built turbo race motors intended and applied to road-clubracing. We all know those crazy drag guys can get a lot of power, but a season of road racing is a decade or more of drag racing :)

The aspect I am taking is if we look at the existing winning cars (all NA from what I see in the national results) they are on avg pretty far ahead of the field, so even with slightly more power, an equally equipped chassis and driver should prevail. We really just need to wait and see how they do. Suspension/Chassis is the ultimate limited factor (behind driver ability of course). A lot of power can hurt you, especially in a clubracing environment. It'll be an interesting season, atleast the first couple races when we see if the turbo beasts make it to the finish line...and how far ahead they are in front of second place :)

Just look at how fast the guys in PCA are going...no reason why our cars can't get the same times.

I guess thats the only good part of not getting to my motor until later this year...I get to see how everyone else does first.

Stock motors hold about 7 qts...yeah dry sump is da way to go...


Well, heat is the big killer with Turbo Motors and one of the ways to dissipate heat is through the oil flow. We noticed a drastic reduction in operating temperatures on teh S54's when we dry-sumped them. So, I would consider a dry sump necessary for temperature reduction.

But, I also had it, so why not use it again?? :)

I don't know how much oil a typical motor holds with stock oil pan and oil pump, what 5 or 6 quarts??

Just as information, that dry-sump tank is 4 gallons (16 quarts), plus the lines to and from the tank are HUGE, so add another 3 or 4 quarts, and the car is holding 20 quarts of oil - this is huge when removing heat from a motor.

Stock motor plus oil cooler plus external oil filter...we'll see how it does :)

Another benefit I see from doing a basic M50 FI setup (in this case compared to an S54) is its a fairly easy motor to replace, as opposed to the S54 which would set you back quite a bit more money. As long as the turbo system components stay in good shape, a slightly built low boost motor has a good chance of doing well and holding a decent life. I'm talking like a low 10-12psi boost range, revving under 7k. It'll be a fun project eitherway :)

That looks like a great start to an awesome car!

Mike what engine set-up are you bringing to VIR in April? I think it would be great if you brought 1 of every flavor: AM, BM, CM and DM. Variety is the spice of life!
I'm certainly can add to the "driver error" grenade issues. I think I have bent enough valves in the last 2 years to keep a fine profit margin going at Ferrera. The new solid lifter head should help with that. See, you get new and improved parts instead of a new and improved driver...
This season seems to promise some new excitement in the club racing series. Certainly some new directions with FI in mod and Spec E-36. Should keep the talk around the paddock lively at least.
Jon, do you have the Motorsport ABS or a similar 4 channel system?

Jon, do you have the Motorsport ABS or a similar 4 channel system?

I don't have a special ABS System. I have never had an issue with the way the stock E36 ABS System actuates, so I stripped that out of my last racecar and we are going to retrofit it into the E46.

The standard E46 ABS has too many hooks into the stock EMS. So when you go to an aftermarket EMS, you have to either scrap the ABS or buy a special wiring harness ($2k) to retain the stock ABS. This motorsports chassis I bought never had ABS, so thats why I am starting with what I have.

You may want to look at an upgraded ABS system during your build. The 4 channel allows an ecu like the Motec to add in traction control. I have a Motorsport system being installed just for that purpose. Something you can do now because on my E-36 it requires redoing all of the hard lines on the car. I don't know if that's the same on the E-46, but never hurts to ask.

You may want to look at an upgraded ABS system during your build. The 4 channel allows an ecu like the Motec to add in traction control. I have a Motorsport system being installed just for that purpose. Something you can do now because on my E-36 it requires redoing all of the hard lines on the car. I don't know if that's the same on the E-46, but never hurts to ask.

I would love to fit a Teeves ABS, but at some point, $5,000 here and $5,000 there adds up to real money!!

Motec Traction control is (from what I am told) the best in the business. I will most likely see how AEM does, and then look at an aftermarket traction control like RaceLogic or ???

Gread, which Motorsport ABS system did you get?

You don't need ABS to use Motec's TC features. Motecs TC is pretty sweet though, and if dialed in right, it can be a HUGE advantages with lot of Hp in club racing. But if you do use a Motorsport ABS and TC, thats can be a feirce combination, the trick is to make sure everything jives together so you can just drive the car and not worry about either system working to your liking.

Technically, anything can be put on any chassis, nothing is restricted...its just a differently shaped piece of metal as far as the electronics are concerned, they don't care if its a toyota pickup or an enzo. What does matter is the software/programming in the ecu to be matched to your car (tires, brakes, etc). When you build these racecars from bare chassis you are making new brake lines regardless.

The E36 motorsport ABS systems I know that a couple people are selling (for outrageous amounts of money) are probably a decade old already, and for the money you could get a stand alone race system thats fully programmable. I believe there are a couple guys out there who "cracked" the BMW ABS boxes, but i think it'll be easier to get reprgramming for the purpose built race units.

I know of one Teves system that setup for an E46 M3 for sale in Belgium if anyone is interested :)

I know of one Teves system that setup for an E46 M3 for sale in Belgium if anyone is interested :)

For only $5,000 - or is it more Steve?

I'm not sure which one. Whatever Turner is currently running.
Without using the ABS, the Motec still needs to get 4 individual and reliable wheel speed sensors, so it's easier to get the additional benefit of the ABS brakes.

OK, thats the system I assumed, cool.

Definitely update us with how it works out.

Wheel speeds are very easy to get, using ABS sensors in each hub you get a high resolution speed input thats reliable and easy to wire in. So its eitherway, you just tap into the signal for each system. Just have to be careful with keeping the interference low so you don't get any screwy signals and consequent malfunctions. Cleaner signal means the ABS/TC can work more effectively.

The real benefit is the TC with Motec and how you can set it to look at several parameters...with a good setup you take out a huge driver variable, and can get some awesome laptime improvements.

Esepcially with a Turbo Motor, you'll gain a lot more from TC than ABS.

Couple more cool pictures -

New Tilton 3 disc 5.5 inch clutch:
http://members.cox.net/jdholder/Clutch%20(Small).JPG
http://members.cox.net/jdholder/Clutch%20Disc%20(Small).JPG

Tilton Hydraulic Throw Out Bearing:
http://members.cox.net/jdholder/TO%20Bearing%20(Small).JPG

And the head:
http://members.cox.net/jdholder/Head%20(Small).JPG
Hmmm - no pictures of the ports.

More to come!!

Sooooo much eye candy! My favs are the cage to strut towers and the air jacks.

Keep 'em comin' :buttrock

Jay

Jon - I'm jealous. Looking great!

Mike what engine set-up are you bringing to VIR in April? I think it would be great if you brought 1 of every flavor: AM, BM, CM and DM. Variety is the spice of life!
I'm certainly can add to the "driver error" grenade issues. I think I have bent enough valves in the last 2 years to keep a fine profit margin going at Ferrera. The new solid lifter head should help with that. See, you get new and improved parts instead of a new and improved driver...
This season seems to promise some new excitement in the club racing series. Certainly some new directions with FI in mod and Spec E-36. Should keep the talk around the paddock lively at least.
Jon, do you have the Motorsport ABS or a similar 4 channel system?

Normally Aspirated DM S50B29 euro will likely still be the powerplant in April. The question was not directed at me, but we're planning ABS improvements for this season and have very strongly considered utilizing TC with my Motec on the FI versions when they're ready. ;)

[QUOTE=jdholder;8732269]I would love to fit a Teeves ABS, but at some point, $5,000 here and $5,000 there adds up to real money!!



Wow, when Holder starts talk'n money and is concerned with the cost...you know it's getting expensive:eek: Hey, in the grand scheme of things...what's another $10-20k?

That was really easy to say...'er type, especially since it's not my money:redspot

Jon, again what an awesome project. Thanks so much for sharing it with us!

lol, yea, the ABS in an in e46 is expensive.

Figure this as a basic system:

- $2500-2800 for the harness
- $1800-2000 CSL ABS Pump
- $800-1000 all the sensors and lines

You are into it for $5000-6000 just to get ABS working if you have an e46 with stand-alone.

Thanks
Brad

Has anyone looked into just reprogramming a "stock" ABS system out of another BMW (or another car altogether)?

Considering ABS is pretty much not allowed, other than OEM based systems, in basically all Pro series (ALMS, WCT, Rolex, GAC) its tough to find solutions that are publicly available.

Definitely is possible to crack the ABS computer...if people cracked the normal dme/ecu, its doable.

Bosch does not make any Motorsport specific ABS unit anymore, not since the early 90's, its all been the manufacturers who have modified the units (porsche, bmw, etc). Teves does have some systems that can be reprogrammed, but again we're talking bigger bucks.

ABS definitely has its advantages, but its obviously not required to win clubracing. Imo to fully take advantage of ABS you have to be able to predict how ABS will work in every situation, so you cna get that much closer to the threshold, and get the extra couple feet into the braking zone.

I think its moreso the spirit of motorsports that its dissallowed because ABS obviously has greater potential, but to benefit from all that potential, it'll take money to get there.

Unless you are using a very high end system with many inputs that adapts to the changing environment/conditions, more than likely the driver can adapt better and stop the car quicker...it really comes down to the programming and driver skill.

Best benefit I can think of is during accident avoidance, you could avoid total lockup. But the current day ABS systems are fairly advanced and tie into many aspects of the car (Steering angle, pedal pressure, etc).

I'd definitely spend the money on TC than ABS.

And for anyone interested on reading up, Rennlist has quite a few interesting in depth ABS discussions :)

We really need to separate discussions on 3 and 4 channel (mroe advanced) systems. Because in many cases, the 15-20yr old Abs systems can be outbraked by a human...however the newer generation of ABS systems will almost always outperform a human, as it allows independent braking, and factors in steering as well, so there are many parameters to be adjusted for racing use.

Day Four - build continues!

Intercooler arrived - core is 24x12x3 and made by PWR:
http://members.cox.net/jdholder/Intercooler%20(Small).JPG


And a picture of the manifold - yes, I know it's a bad and small picture - but I am not allowed to show you the better ones:
http://members.cox.net/jdholder/Header%20(Small).JPG

Will get more tomorrow.

Mmmm, Headerlicous.

http://img308.imageshack.us/img308/7971/bananahuge3rd119202oj.gif

Very interesting manifold I would love to see it on the motor if possible.

Edit: After looking at the manifold I can see how it will fit onto the motor but I still would very much like seeing it on the motor via photo.

Keep up the good work.

It looks similar to Cameron's manifold. Looking good Jon!
-Ted

Very interesting manifold I would love to see it on the motor if possible.

Edit: After looking at the manifold I can see how it will fit onto the motor but I still would very much like seeing it on the motor via photo.

Keep up the good work.
We will only be showing pics that are very non-descriptive. Too much time, money and IP have gone into it, my engineers do not even want us to show any pics. Jon and I had to fight to show one or two.

We will show it in the car once it is all together.

Thanks
Brad

Its official nickname is "medusa" :)

Re: ABS

PTG used ABS in 06 with the M3's. Those ABS units and brains are stock pieces from an E46. The programming is far from stock though which is where the benefits are found. There is also no booster so you get the same pedal feel as you would with no ABS and booster which is way nicer to drive with than a car with a booster and ABS.

As far as traction control, I'm a fan but not as much of a fan of ABS. You can easily hurt yourself with TC and it takes a lot of testing to get the TC to where you want it. DP teams were spending 70k+ last year to buy other peoples traction control maps. I know of a few teams who spent entire days of testing just traction control. Motec's traction control system is ok. The Motec's strengths are elsewhere but if you have the hardware you might as well spend the time to make use of the TC too. BOsch's TC is much better though. Motec used to be and may still be only ignition cuts whereas Bosch's MS4.0 stuff can play with timing and fuel too which is completely inaudible and works really really well.

TC should be one the last areas to look for speed and consistency, IMO. If you've got big issues putting power down TC is like putting a band-aid on gaping wound.

Tom, Do you personally feel more comfortable with that Modified ABS software than without ABS at all?

RSR for ALMS has no ABS, right?

Would be interesting to get your experience of driving the RSR and compare its braking to an ABS equipped car.

Edit: read the wrong rule set, sorry. "Anti-lock Braking Systems : only permitted if based on the system installed on
the homologated road car and listed in the IMSA Homologation Forms."

Imo the way to fix the traction issue would be suspension and tuning...but obviously with the right resources (aka money) it seems it cna be a huge help. Its a pretty tough dynamic situation to fix though, especially in all the different conditions, would require at the least an on-the-fly trim switch.

Re: ABS

PTG used ABS in 06 with the M3's. Those ABS units and brains are stock pieces from an E46. The programming is far from stock though which is where the benefits are found. There is also no booster so you get the same pedal feel as you would with no ABS and booster which is way nicer to drive with than a car with a booster and ABS.

As far as traction control, I'm a fan but not as much of a fan of ABS. You can easily hurt yourself with TC and it takes a lot of testing to get the TC to where you want it. DP teams were spending 70k+ last year to buy other peoples traction control maps. I know of a few teams who spent entire days of testing just traction control. Motec's traction control system is ok. The Motec's strengths are elsewhere but if you have the hardware you might as well spend the time to make use of the TC too. BOsch's TC is much better though. Motec used to be and may still be only ignition cuts whereas Bosch's MS4.0 stuff can play with timing and fuel too which is completely inaudible and works really really well.

TC should be one the last areas to look for speed and consistency, IMO. If you've got big issues putting power down TC is like putting a band-aid on gaping wound.
Tom,

Totally agree. This is what we have been saying to our customers for a while. It is why TC has not been on the radar for us, as it is near the bottom of the DEV list.

The ABS we are using is very similar to the PTG cars that you drove - and from the test last weekend, it works great.

Thanks and good luck this season!

Thanks
Brad

It looks similar to Cameron's manifold. Looking good Jon!
-Ted

Camerons manifold is also beautiful, but in the end, we decided to try and build an example that had a couple of things our own on it. I think the team did an amazing job, but what do I know?? I looks like spaghetti to me!!

Nice build.

I know you probably won't discuss the specifics, but I'm curious as to what turbo you're using. I've looked at the compressor maps and I know which one I'd use(GT3076R with a twin scroll turbine, which I see you're not using).

Looks like a T3 Garrett flange though, so I'm betting I'm not far off. Maybe GT3582R if you wanted more headroom?


There are significant gains to be found in widening the powerband with a twin scroll turbine manifold though. Shame you guys didn't go with that setup.

that manifold is crazy looking:buttrock.good luck!!!

... but I'm curious as to what turbo you're using...Looks like a T3 Garrett flange though, so I'm betting I'm not far off. Maybe GT3582R if you wanted more headroom?


There are significant gains to be found in widening the powerband with a twin scroll turbine manifold though. Shame you guys didn't go with that setup.


I don't know which Turbo - the one that Evosport tells me to use - I think I heard something like a GTK350 - Turbonetics.

I know nothing about FI - all I told them is that it had to make 300 lbs of torque from 3500 to 7000. If it does that, it will be better than my S54.

I like the manifold, different design with the two pipes going into the flange then is normaly seen. Its nice to see something new and not the same old stuff everyone is using.

thanks

there is lots in this car that is "not the same old stuff" - that would be boring! LOL

umm..I like your intercooler...why didnt u buy Xpower FMIC ? same size and its only $200...I was told all FMIC are the same ??

Thats whats so great about this car, totaly different approach.

Which power steering pump is in there? Trying to figure out which one to go with on my car

...all I told them is that it had to make 300 lbs of torque from 3500 to 7000. If it does that, it will be better than my S54...

I thought the benchmark was 260 torque... :devillook

There is a direct correlation between expectation and money spent!! :)

Brad or Tom,

Would you guys please expound on the parts that are being utilized for the ABS system?

Since a brake booster isn't involved, I'm assuming this means using an aftermarket dual master setup? If so, what masters were/are being used?

What parts are used from the e46?

Who is capable of programming the abs?

Thanks.

Thats whats so great about this car, totaly different approach.

Which power steering pump is in there? Trying to figure out which one to go with on my car

The pump is a Porsche Motorsports part. I used it in the E36 and loved it, so it got moved to the E46


I thought the benchmark was 260 torque... :devillook

There is a direct correlation between expectation and money spent!! :)

I keep upping my expectation and Evosport keeps meeting it!! :)

Brad or Tom,

Would you guys please expound on the parts that are being utilized for the ABS system?

Since a brake booster isn't involved, I'm assuming this means using an aftermarket dual master setup? If so, what masters were/are being used?

What parts are used from the e46?

Who is capable of programming the abs?

Thanks.

I'm Jon, but I play Tom on TV. J/K - late night Ken?? I bet you were asking Tom Jr.

The ABS on my car system will initially utilize the same system that came out of my E36 M3. Standard BMW M3 setup. Until someone proves to me that there is something better for a reasonable cost, I will use what I have already. Only the brake callipers, pads, rotors and lines are used from the E46 (and even those are Rotora aftermarket big brakes).

I have aftermarket pedals and dual tiltion mastercylinders. I will let Brad tell you what size we are starting with if he knows - as he makes the call to Tilton so that they can size the system.

umm..I like your intercooler...why didnt u buy Xpower FMIC ? same size and its only $200...I was told all FMIC are the same ??

Evosport is a PWR distributor and has a great relationship with them. We have been using the PWR Radiator in my car for 2 years and have NEVER had a problem. So it's a proven part from a proven company. PWR is in Lake Elsinore (about 30 miles from me) so that also is a plus should I need anything.

Great job to all involved. Talk about taking CR to the next level! Regarding going pro... I don't understand the life insurance restrictions. Aren't you safer in a pro race than in CR where the barriers to entry are so much lower?

I know Don Bell of Bell Microproducts (Champ car team sponsor), and he drove a Porsche at Rolex 24/Daytona. He's CEO of a publicly traded company and getting on in years.

Great job to all involved. Talk about taking CR to the next level! Regarding going pro... I don't understand the life insurance restrictions. Aren't you safer in a pro race than in CR where the barriers to entry are so much lower?

I know Don Bell of Bell Microproducts (Champ car team sponsor), and he drove a Porsche at Rolex 24/Daytona. He's CEO of a publicly traded company and getting on in years.

The 13/13 vintage rule is a large contributor to me being able to race. No such rule in pro-racing.

Ahh, I forgot about that.

What is meant by 4 channel ABS? Just that all 4 the wheels have sensors connected?

Has anyone looked into just reprogramming a "stock" ABS system out of another BMW (or another car altogether)?

What about the ABS controller from the euro E36 M3 3.0? In europe people program these to a more agressive setting with different tresholds.

As far as I can tell from realoem the numbers don't match up with the numbers from the USA E36 M3's, at least from '95. I believe the newer ABS units came in '94 or so.

I've never seen a reprogram done on a unit from a 3.2 car.

#'s
3.0 controller 34521138219
3.2 controller 34521163089

What is meant by 4 channel ABS? Just that all 4 the wheels have sensors connected?

With 4 channel ABS, each wheel is controlled separately. 3-channel controls each front wheel and then treats the rear wheels the same.

We will only be showing pics that are very non-descriptive. Too much time, money and IP have gone into it, my engineers do not even want us to show any pics. Jon and I had to fight to show one or two.

We will show it in the car once it is all together.

Thanks
Brad

Ok cool.

Thanks for all of the photos so far.

I don't know which Turbo - the one that Evosport tells me to use - I think I heard something like a GTK350 - Turbonetics.

I know nothing about FI - all I told them is that it had to make 300 lbs of torque from 3500 to 7000. If it does that, it will be better than my S54.

Not a bad choice, but can't say it's what I would have choosen. Should easily do 300rwtq, as even my dinky T28 can do that for at least a couple thousand RPMs. :)



BTW - the turbo manifold does look nice from what I can see, but if you want to see elaborate turbo manifolds - the Honda guys have been doing pretty intricate stuff for years now on their little rice burners. Twin scroll is all the rage in the import turbo crowd now, even though it was big with OEMs way back in the early 90's and shunned back then. haha

Yes, our lead engineer has a 1.8L civic drag car here that makes 850 whp and does high 8's low 9's (traction limited of course). He was also one of the first guys in the US to break 10's in a Supra and an RX7. He is pretty good at turbo set-ups! I will try to get some pics of the drag car tomorrow. He will also not let me take a pic of that manifold. LOL

BTW, we are using a GTK550, not 350.

Also Twin Scroll was used as far back as the late 80's I think on the FC RX7 Turbo's. Nothing super new. The key seems to be smoothing out the exhaust pulsations as they enter the turbo and we have addressed that, you just cannot tell from the pics that we are willing to show.

Thanks
Brad

Day 5 - Build Progresses:

Woodard Collapsible column - you can see the metal spear it replaces in the middle:
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day5_01.jpg
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day5_15.jpg

New Diffuser placed - not mounted and not complete - but mock up begining:
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day5_04.jpg
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day5_05.jpg
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day5_06.jpg

Lot's of little stuff got done like, all the sensor wires are run, the Brake lines are complete and the lexan is all ready to be put on now.

Still lots to do, but we are well on our way. Intake manifold should be here tomorrow and thats the last big part.

Stay tuned!!!

Great build. I'm definately subscribing.

Jon-

What's the red anodized thing sitting on the floor pan just aft of the clutch pedal? Looks like a cap of some sort.

Jay

What's the red anodized thing sitting on the floor pan just aft of the clutch pedal? Looks like a cap of some sort.

Looks like a bearing for where the steering rack passes through the firewall.

Woodard Collapsible column - you can see the metal spear is replaces in the middle:

Noted, it's a metal spear with a huge flat steering wheel on the end of it...it's probably not going to ram you through. Still a good idea, especially if you prefer the "NASCAR" seating style. :)

Noted, it's a metal spear with a huge flat steering wheel on the end of it...it's probably not going to ram you through. Still a good idea, especially if you prefer the "NASCAR" seating style. :)

I do prefer the wheel close to me, so I am attempting to reduce blunt force trauma also - should the unspeakable happen.

Im not sure about the e46's but I am with e30's, the stock linkage under the hood from the steering shaft to the rack has colapsable parts built in to allow it to shear in a crash. With that said your woodward rack is much much prettier then my stock extended set up and I really wana get one next season

Well, the woodward column has several functions. It is primarily for safety, and you are correct, the E46's have an Aluminum telescoped linkage thats kind of riveted in place, but they break upon impact. I replaced that assembly with a solid linkage with two ujoints, so it most likely won't push the column directly anyways, but if by some chance it did the column collapses.

The other prupose is with the clamps shown above, and the collapsing column, you now have a fully adjustable (telescoping and tilting) steering column! Very handy, especially when it can be adjusted rather quickly, definitely doable for an enduro 5min pitstop.

That is the 3 bolt firewall bearing as noted, its very nice.

Our cockpit are going to look VERY similar, just my seat is quite a bit higher ;)

The rules in Mod allow the diffuser to go to the center of the axles, for anyone else looking at taking on a diffuser project, just remember to not create a space for the air to go on top of the diffuser and into the bumper...you'll be hurting your performance more than helping. And of course, beward the exhaust gets hot, so don't have anything that can burn under it :)

Very nice project, it is interesting to see the differences between the builds. Thanks for sharing.
Chris

:redspot Im not sure about the e46's but I am with e30's, the stock linkage under the hood from the steering shaft to the rack has colapsable parts built in to allow it to shear in a crash. With that said your woodward rack is much much prettier then my stock extended set up and I really wana get one next season

The stock E46 does have those parts. I didn't have a stock steering column though. I had a steel rod. So I decided to go with this for a little added safety and bling bling!

Wait til you see the intake manifold - now we are talking BLING BLING!!

Lots of little things got done today!! All of it below the radar so to speak. The intake manifold came in, I don't have an actual picture, but I do have a pic on another car.

Clutch, Discs (3) and Hydraulic Throw Out bearing all came in.

Interesting inlet manifold, I would have thought ITB's would be the go for better throttle response?? Or control shall I say, but if you're going all out with traction control who cares, full throttle all the time aye :)
But the guys at evosport know what they are doing, so it's v.interesting watching it all come together.

Great build thread thanks Jon (and the evosport guys).

What gearbox are you going to use?? Something close ratio, sequential maybe??

Late night Jon? You already posted the clutch pics on pg4.

Standard 6spd being used, sequentials bump you to the Supermod class.

His best traction control will probably be his right foot ;)

Interesting piece of intake plumbing. Are those bungs on the top of each runner for the injectors?

Jay

Late night Jon? You already posted the clutch pics on pg4.

Oh, come on!!! Don't you know I am using TWO clutchs, and TWO Throw Out bearings!!??? :)

Yes, late night.

just wondering why the e36 mirrors and not another set of "baby" mirriors frm the last car?

that is im assuming the new ones are e36 parts :help

Different mounting style for the E46, so my E36 Baby mirrors didn't look good on the E46.

I wish someone made some good looking carbon lite mirrors that worked. The Formula Mirrors are a bit too small, hard to adjust and don't look good to me.

There is some style in me!

There is some style in me!

Must resist.....must resist.....!

Sorry if this was covered as I just found this thread and did read it quickly. Absolutly beautiful build.
I am a bit lost here though as I see no where in the rules that a dry sump oil system is alowed. Where did I miss this if in fact it is?

Thanks

Sorry if this was covered as I just found this thread and did read it quickly. Absolutly beautiful build.
I am a bit lost here though as I see no where in the rules that a dry sump oil system is alowed. Where did I miss this if in fact it is?

Engine is basically free in Mod class:

1. Engine

A. Must retain a BMW OEM engine block and head. Schnitzer heads are
allowed on M10 engines. All other changes, relocations, substitutions,
alterations and modifications are free. Fuel type restrictions listed in the
Stock section remain in place.

B. Engine/drivetrain configuration must remain as stock. Front engine rear
drive cars may not relocate the engine to the rear, etc.

C. Turbocharging/Supercharging - For the purpose of class determination,
engines with turbocharging or supercharging shall have the actual
engine displacement increased by a factor of 1.5 (150%), regardless of
boost level.

Thanks Brian. I would not have really understood that unless you had pointed it out.

Some new pics:

Tinned the fender wells to protect the air jacks in the front:
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day6_01.jpg


Tinner the rear fenderwells to keep the air out of the bumper:
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day6_05.jpg
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day6_06.jpg

Hmm - what are these?
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day6_07.jpg

Roof Installed:
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day6_02.jpg

Now some good stuff -
Throttle Body - 80mm Accufab
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day6_03.jpg

Injector inside (for size comparison only):
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day6_04.jpg

More to come!!

Skids - to help protect my rear air jacks should I enter the Baja 500 or go offroading:
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day6_08.jpg
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day6_09.jpg

Center Net Installed:
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day6_10.jpg

That’s how you know you’re an alcoholic when you have a mini keg mounted in the passenger seat with a pressurized drink tube. :D just joshing. The build looks very nice and fun.

That’s how you know you’re an alcoholic when you have a mini keg mounted in the passenger seat with a pressurized drink tube. :D just joshing. The build looks very nice and fun.

Well, you obviously have not done your research, or your would know it's a PONY KEG.

Thanks!

I thought thats where you were hiding the Nawz?

I don't like the center nets at all. I've never driven with one, but I suppose you get used to it like all safety items (HANS, window net, wings on the seat, etc).

Great pics Jon, keep 'em coming!
-Ted

The cars looking awsome :buttrock

I don't like the center nets at all. I've never driven with one, but I suppose you get used to it like all safety items (HANS, window net, wings on the seat, etc).

The centernet becomes invisiable, installed properly they are not as high as you would think, that along with the pretty open designs makes them super easy to see thru. For me my hans was the hardest part for me to get used too.

Jon or Brad -

Still curious if the bungs on the tops of the intake runners are for the injectors or something else like sensors?

If it's secret, just tell me it's secret.

Thanks - Jay

yes, fuel injectors.

yes, fuel injectors.

grazie

What are the experiences of the "vertically challenged" individuals? I have a feeling, for the net to be affective, it'll be ON me. I'll have to wait and see how it mounts with me in the seat.

grazie

prego

Well, you obviously have not done your research, or your would know it's a PONY KEG.

Thanks!

That's nothin', mine's a bio fuel still and its in the back.

Chris

Update - Turbo came yesterday afternoon. Will get pics ASAP.

Here's some more pics:

Diff's in and Wing Mounts are in:
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day7_05.jpg

Better pic of Wing Mount:
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day7_26.jpg

Better Pic of Diff:
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day7_06.jpg

Pedal's Set and Column Bearing in the firwall installed:
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day7_02.jpg
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day7_21.jpg

Seerting Shaft Pic:
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day7_23.jpg

More to come!!

A CEO of a publicly traded company should have enough assets to not need life insurance.

Most insruance companies will charge around $400/yr for a $1M life insurance policy for someone around 30 yrs of age. If you race even at an amateur level tack on another $2500/yr for it. There are a few companies will insure w/o the surcharge IF you are racing 13/13 like POC and BMWCCA.

I don't know what the costs are if you are pro racing.


Great job to all involved. Talk about taking CR to the next level! Regarding going pro... I don't understand the life insurance restrictions. Aren't you safer in a pro race than in CR where the barriers to entry are so much lower?

I know Don Bell of Bell Microproducts (Champ car team sponsor), and he drove a Porsche at Rolex 24/Daytona. He's CEO of a publicly traded company and getting on in years.

Yea ...if you have a couple hundred Mil tucked away, you are not going to be relying on life insurance to take care of your family once you have died.

Not the case with my life insurance. Mine went up about 20%. Amateur or pro didn't matter as long as I wasn't doing it for a living.

-Rick

BTW Jon the car is looking great!

A CEO of a publicly traded company should have enough assets to not need life insurance.

Most insruance companies will charge around $400/yr for a $1M life insurance policy for someone around 30 yrs of age. If you race even at an amateur level tack on another $2500/yr for it. There are a few companies will insure w/o the surcharge IF you are racing 13/13 like POC and BMWCCA.

I don't know what the costs are if you are pro racing.

A CEO of a publicly traded company should have enough assets to not need life insurance.


Yea ...if you have a couple hundred Mil tucked away, you are not going to be relying on life insurance to take care of your family once you have died.

If you have that many assets you will need to protect them when you die, your family (or whoever your beneficiarys are) will get killed on taxes and probably have to sell off half of the assets in order to keep the other half. A well though out life insurance policy can pay out enough to cover the taxes so that your beneficiary can retain all of your assets and pay the tax bill.

Now back to racecar talk...

What an awesome build going on, and how lucky we are to get peeks at how you're doing all this.

I am 100% confident that Jon and his builders will be doing their utmost to remain within the rules for the series.

The location of the dry sump reservoir has never been in the rules for stock, prepared or modified. I completely agree with what has been stated here that you're allowed to dry sump an engine in mod. There is no doubt in my mind that the engine is more or less free, and that those terms would accomodate a dry sump system.

I think it is fair to say however that many sanctioning bodies do have regulations on the locations of the reservoirs with respect to bulkheads. People building cars today should NOT see these pictures and assume that the location of the drysump reservoir will always be considered legal in this position. I think that the more common location has always been in the rear of the car, behind a bulkhead designed to protect the driver from fuel spills.

I'm only aware off hand of one other car (and I'm not sure its been raced in this configuration) that has the reservoir in the passenger compartment. Clarifications about this location would hold true and valid for this season only, and, in fact, I suspect a rules change or at least specific wording may come out for future seasons. BMW CR does have a history of grandfathering in existing cars, but racers should not count on that, nor should they assume by seeing this that it will always be allowed.

I have COMPLETE confidence that the builders in this particular case can secure this heavy object safely, and plumb it safely. But there are safety issues to consider, and I suspect there will be some consideration of these issues as time moves forward. The new Corvette places the reservoir under the hood in front of the fire wall. I think that would always be considered safe, as well as placement behind a bulkhead in the rear trunk. This placement begs for consideration of its safety.

Alex Lipowich

Thanks Alex.

I know that Evosport can also sheet metal this tank in, in its current location and comply with any bulkheading rules should they be required by BMWCCA or any other sanctioning body we race under. We will be compliant with those rules as they are made.

I think that would always be considered safe, as well as placement behind a bulkhead in the rear trunk. This placement begs for consideration of its safety.

Alex Lipowich
WHY?

Specific questions:

1. Have you seen the quality of some of the rear bulkheads in CR cars? Pretty sketchy. So just saying that putting in the trunk is safer is a farce.

2. You realize that placement in the trunk puts the oil canister in a load path. Being that if someone hits you from behind or you back into wall, the oil tank has a MUCH higher risk of rupture or dislocation then if it is inside the rigid cage structure.

3. Why does the canister being in the car (inside of the rigid cage structure) beg for a question of safety? It is FAR safer inside the roll cage then hanging in an area that is likely to be hit in an accident.

Thanks
Brad

Those wing mounts look HEAVY! Why not make those in aluminum?

Some new pics:
Skids - to help protect my rear air jacks should I enter the Baja 500 or go offroading:
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day6_08.jpg
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day6_09.jpg


Yeah, uh huh, right. Next we'll be seeing a steering wheel hub like this one and we'll know what those are really for :)

Those wing mounts look HEAVY! Why not make those in aluminum?

Evosport has had extensive experience with Aluminum - it worked for about a year prior and then began cracking.

This wing mount is light, made out of Chromoly - thin tube. And should be very strong.

Brad made a very valid point, and its something I have not fully understood for years, in respect to the trunk/corner location. That corner is VERY susceptible to getting bumped/hit during a race. Plus, its a tight area to work in.

The only drawback to having it in the cockpit is if there is a leak, however a carbon firewall/guard around it would weigh nothing and fully protect the driver, easily. And in this particular case, its extremely unlikely for the hoses/connectors they are using to leak/fail.

yea, NASCAR Alum tank, AN fittings with kevlar hose - it aint gonna break!

Brad,

Please note that I have complete confidence in your building a safe car. I'd race in any car your shop built.

If I commissioned your shop to build a dry sump system for my car, I would request one of two options, and pay for them. A reservoir behind the rear deck bulkhead, or, if you told me you felt that the position in the right rear was too dangerous, then I'd request a bulk head around the tank.... but I'd rather have it in the rear, much like PTG did it. I'm not fully aware of what rules they raced with, and just copying their design and inferring that its best is wrong. However, I'd prefer to have the hot oil far from me, and utilize stable bulkhead fasteners at the firewall and the rear deck so vibration is not an issue.....and then I wouldn't worry much about the hot oil in the compartment.

I'm fully, 100% guilty of making my comments based on personal experience with one other sanctioning body that would not permit this set up in its races. If you'd like to ask them what basis they have for the rule, that is fair, it is the Midwestern Council based in Illinois. I don't know what SCCA or Grand Am says about these items. If BMW CR does adopt a change in the rules, I'm sure they'll be ready to defend any changes.

The logic doesn't flow well however.

If we don't trust people to make a good bulkhead as you're suggesting......

How can you suggesting we should trust them to mount something like this in the passenger compartment in the first place?

I am not going to try and prove to you that something can break loose like a heavy tank, or spew oil in the passenger compartment. I'm not excited about the clear flexible or glass oil level indicator either, seems pretty delicate to have in a race car in the open where who knows what flys around during an impact. It is well known that although I have a degree in biomedical engineering, and have studied material science, basic engineering and such, I make my living in medicine...not building race cars... so, I can not provide you with a stress or structural analysis for how you've mounted the tank to a cage...... thats for the smart guys to figure out....

Brad, let me be clear. Your shop does better work that I can in my garage. Your customers are DAMN lucky to have your team at their disposal... and I'm sure what whatever you build will be to the best quality available.

All I'm saying is that I personally would probably vote for a safe bulkhead between driver and oil reservoir tank. The stuff is hot, flammable, and probably not that easy to extinguish, not to mention fumes....

Alex.

I can't remember whether it was NASCAR or NHRA, but I remember seeing the oil tank right behind the driver's seat. As I recall, no special enclosure. Possibly some sort of frame around it.

Having said that, I don't think I'd like hot oil sloshing around in the driver's compartment in an accident. Especially if there were sources of heat that could ignite said oil. I've already been in a couple of fires and really didn't like it much.

We all take calculated risks when we strap in. I'm sure some would find things about my car they felt were unacceptable. Jon is more than capable to make those decisions.

Jay

All of your concerns can be taken care of by a "firewall/bulkhead/splashguard" component that can be built around the tank.

One easy way to do it is to weld some small bars around it to secure it in case of a collision, and then just cover it in sheetmetal/carbon.

While its a much smaller risk, you always have the risk of a brake line breaking inside the cockpit where it attaches to your pedal assembly. Thats hot fluid at much higher pressure. Same can be said for any other device using high pressure oil (i.e. steering electric pump).

There is a tradeoff to taking advantage of the weight distribution by relocating these components to the cockpit, and that is the need to take proper safety precautions to keep the driver safe from these elements.

All of your concerns can be taken care of by a "firewall/bulkhead/splashguard" component that can be built around the tank.

One easy way to do it is to weld some small bars around it to secure it in case of a collision, and then just cover it in sheetmetal/carbon.

While its a much smaller risk, you always have the risk of a brake line breaking inside the cockpit where it attaches to your pedal assembly. Thats hot fluid at much higher pressure. Same can be said for any other device using high pressure oil (i.e. steering electric pump).

There is a tradeoff to taking advantage of the weight distribution by relocating these components to the cockpit, and that is the need to take proper safety precautions to keep the driver safe from these elements.

I agree.....I think it would be better inside the cage as compared to the trunk area. It is safer from impact within the cage and as long as a sheet-metal box was surrounding it I wouldnt think twice :)

Evosport is also using the same theory behind using the stock gas tank. Closer to CG, low, protected, its how BMW motorsport prefers it as well :)

Ive seen lots of gt cars with the tank right next to the driver, usualy under an alum. firewall but some with out. Id think they are pretty safe in the cage.

Love the wing mount, might have to barrow the idea ;)

How comfortable would it be to have a 250 degree space heater next to you as you drive? What if you or a safety worker have to climb over it in an emergency? I have seen accidental oil spills from a dry sump tank mounted in the trunk when the cap came loose, accidents happen. What if the same had happened with an exposed tank inside the cockpit?

What do the pros say on the subject:

2007 SCCA Pro Rulebook (WC)
2.9.6: Oil System (Also see Article 2.9.3.16.3)
2.9.6.2: If the oil tank is located in the cockpit area, or a trunk area that is open to the driver, it must be separated from the driver by a metal enclosure made up of .036” steel, or .059” aluminum. This is in addition to the 10mm thick crushable structure that is required in Article 2.9.6.2, above.

2007 IMSA ALMS
ART. 7 - OIL SYSTEM
7.1.1 - If oil tank(s) is (are) not fitted in its (their) original location (ACO Homologation form), it (they) must be protected by a crushable structure with minimum 10 mm thick walls.
7.1.2 - An oil tank cannot be located in the cockpit or in a place where it might be vulnerable in the event of an accident.

Nextel Cup has the oil tank box behind the drivers seat sealed to the interior and open at the bottom.

I won't get into the dry sump debate - I recuse myself! :)

Some pics from today:

Motor mount - Hmmm - that must mean the motor is in the car!
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day9_05.jpg
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day9_09.jpg

Yep - MOTOR's IN! George is making sparks!
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day9_01.jpg

Intake Manifold - BLING BLING:
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day9_11.jpg


Colum is in - AIM Pro is mounted:
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day9_06.jpg


Dry Sump Bulkhead fittings:
http://www.evosport.com/public/customer_cars/bmw/e46/M3%2351/build_day9_10.jpg

The wing mounts look similar to what we have been working on. ;) Car looks great, I cannot wait to see it at Laguna in April.

I wish I had pictures on this pc of our wing mounts from our old WC E46. They were aluminum structures mounted to the frame rails and acted as standoffs for the actual wing which was mounted to the decklid. I'm sure Dale has seen them. The cool thing about them is that they were rock solid and were totally non intrusive when it came to getting into the trunk to fuel the car or make shock adjustments.

I take it you are using a stock fuel tank? We had a stillborn dry sump project where we mounted a very similar 3G Peterson bottle just aft of where yours is mounted. It was mounted in the hole left from the stock fuel tank and had its top sticking up through the fuel pump access cover. We were going to paint it up like R2 D2 as it looked exactly like his little spot on the x wing fighter :lol:

Not a big fan of all the clutter on the passenger side, god knows how many times I've laid on my back with my feet sticking up, and my head buried under the dash. Having things poking you in the back just makes it that much more unpleasent. But I understand your dilemma on weight management and using the space.

Incredible... just beautiful stuff....

I'm done on the oil sump reservoir issue as well... I'd rather sit back, drool than take potshots from the side....

It was never intended that way, and I hope I made that super clear.

I can't really tell, probably because I'm not paying attention, but it looks like you guys took advantage of dry sumping to lower the engine with custom mounts.... smart!

Some of the ability to lower an engine by dry sumping is negated by the angle BMW starts with for I6 engines... that lower margin of the engine is right on the crosssmember...and not much room if you preserve the crossmember..... Its a nice place to mount wishbones and steering racks.... did you guys do away with it?

Alex.

We looked at moving the motor down and back, but there really is not much room to do that with an I-6 motor - due to the proximity of the steering rack. An I-4 motor would be easier.

We dry sumped because we believe its simply a better alternative for us with a Turbo motor. With 20 quarts of oil flowing through the system, we have better heat dissipation - essential for a turbo motor.

The custom motor mount is in place to really allow more room for the exhasut header and downpipe, along with the dry sump pump.

While its a much smaller risk, you always have the risk of a brake line breaking inside the cockpit where it attaches to your pedal assembly. Thats hot fluid at much higher pressure.

C'mon Steve. The brake fluid is only under pressure while your foot is on the pedal, and while the fluid is very hot at the caliper, I've never had an issue touching brake reservoir caps with bare hands. Not to mention, there just isn't that much fluid to worry about. I don't see this as a good comparison to the potential issues of several gallons of 200-300 F oil being circulated through the passenger compartment by a high volume pump supplying pressure as long as the engine is running.

Jon-

If I had the AIM readout that close I'd have to wear reading glasses! ;) Nice thing is you have plenty-o-room to move it down the column as your eyes get older :eek: :devillook :devillook

Jay

Jon-

If I had the AIM readout that close I'd have to wear reading glasses! ;) Nice thing is you have plenty-o-room to move it down the column as your eyes get older :eek: :devillook :devillook

Jay

LOL - my eyes are bad the other way for now - can't see far away!!

LOL - my eyes are bad the other way for now - can't see far away!!

well that explanes the turbo, if you can see the flags, just get there faster so you can see them ;)

this all just looks amazing, good job :redspot

As for the oil tank in the cockpit, I think it's a good idea. Here's why. Last year we had an accident at Mid-Ohio. The oil tank was located in the RR corner of the car. Well, when the car flipped end over end, it crushed the oil tank and spewed oil all over the car and the interior. The corner workers thought it was gasoline but it was actually motor oil. If it was in the passenger seat, there would have been no oil spilled. Maybe this is an extreme case but it probably covers whatever you are going to do with the car.

Since the oil cap is sealed and if the blowby tank vents outside, you are pretty much set. If the oil tank ruptures where you currently have it, I have a feeling that you have already gone to that great racetrack in the sky.

wow looking really good now, those motormounts are art. Did you guys consider standing the engine up stright? It seems like alot of guys are doing that with the s38's in big turbo cars across the pond

wow looking really good now, those motormounts are art. Did you guys consider standing the engine up stright? It seems like alot of guys are doing that with the s38's in big turbo cars across the pond

Why do it unless you need the room to fit the turbo? Standing it up straight just raises your CG. If anything, on a road race car, you should try to lean it over more. :)

As for the oil tank in the cockpit, I think it's a good idea. Here's why. Last year we had an accident at Mid-Ohio. The oil tank was located in the RR corner of the car. Well, when the car flipped end over end, it crushed the oil tank and spewed oil all over the car and the interior. The corner workers thought it was gasoline but it was actually motor oil. If it was in the passenger seat, there would have been no oil spilled. Maybe this is an extreme case but it probably covers whatever you are going to do with the car.

Since the oil cap is sealed and if the blowby tank vents outside, you are pretty much set. If the oil tank ruptures where you currently h