Hey whats going on guys,

Was just wondering is there any difference in the S50B30 wiring diagrams to the S50B32 motor.

Please let me know thank you.

yes, completely different because of dual vanos, and Siemens ecu on 3.2 compared with single vanos and motronic ecu

Yes I was reading the wiring diagram that I have received it was from a 98 S50B32 motor, and it had smg, and dual vanos intake and exhaust. And it did have a few other items that i looked at and the 30 did not have.

Does anyone have a wiring diagram for the S50B30 motor. Will need it for a standalone install.

Thanxs

Well I need the wiring diagram from a 95 Euro S50B30.

Is there diagrams available on this forum that I have to search, ill try to see whats up.

Well I need the wiring diagram from a 95 Euro S50B30.

Is there diagrams available on this forum that I have to search, ill try to see whats up.

i'm also interested on a wiring diagram.

the s50b30 and s50b32 are different also because of the obd1 vs obd2, i think..

i'm also interested on a wiring diagram.

the s50b30 and s50b32 are different also because of the obd1 vs obd2, i think..

S50 B32 is NOT OBD2.

I am pretty sure I found one, but have to go look out, and see if they match up to the wiring. then off to standalone baby.

yous guys running fully built managements how was the ITB's controlled, I need to look into that during spring break.

ITBs on Euros are mechanical not electronic like the S54s.

Good luck, and this is not meant to be sarcastic.

The S50B30 you've got has a separate computer just to run the vanos cam on the intake side.

The majority of SEM units do not easily accomodate this. People often think its easy to throw a SEM on a euro motor because they read advertisements that a particular SEM can handle vanos on an M3 engine.

In our market, the vast majority of time, what this means is that the SEM has one or more on/off lines that can activate a US spec vanos solenoid... not, the continously variable vanos on euro motors... (or S54 for that matter).

There are a pair of solenoids on your intake cam side... one opens to advance the cam, and the other opens to retard the cam. In the side of your cylinder head is a cam timing sensor that feeds back to the vanos dme to tell it where it is located, and help guide the dme to move the cam back and forth....variably... not just to one preset postion like the US cars...

Alex.

Would it help if I threw away vanos, since I basically wount be needing the timing and advances done by the continuous help from the vanos. Just block it off, and work my way around it, so I can get these calculations done by the vanos, while using other methods to control this.

I am in a learning stage, so throw it at me, and let me see what I can do.

If you lock the cam (cams for S50B32 or S54) you can use almost any SEM out there I'm pretty sure.

If you are building an all out race motor and have the skills, ability, and knowledge to build a motor with locked cams and a wide enough powerband to accomodate the gearbox and diff you're choosing for the specific tracks you'll be racing at... then you need vanos less.

For the real world, where gearbox and diff and cost are an object, vanos almost always is an advantage outside the rpm range where a specific cam was designed to operate at its maximum performance with a specific timing.

IE.... with any given set of cams that are locked, you're likely to have a narrow powerband. Vanos can help with that.

Alex.

Our S50B32 with locked cams, 12.5:1 compression, Sunbelt regrind cams, Supersprint header, and carbon air intake has a relatively narrow powerband due to the lack of VANOS. We are going to be using the newest Autronic v1.09 chip to control both intake and exhaust cams fully variable. It will be a bit of an undertaking, but the lack of midrange torque shows up when Watts and Akard pulled our car out of the slower turns at the last race at Roebling Road. The Watts S54 has locked cams, but the head is so much better that it makes torque about 600RPM earlier than our S50Euro.

Our S50B32 with locked cams, 12.5:1 compression, Sunbelt regrind cams, Supersprint header, and carbon air intake has a relatively narrow powerband due to the lack of VANOS. We are going to be using the newest Autronic v1.09 chip to control both intake and exhaust cams fully variable. It will be a bit of an undertaking, but the lack of midrange torque shows up when Watts and Akard pulled our car out of the slower turns at the last race at Roebling Road. The Watts S54 has locked cams, but the head is so much better that it makes torque about 600RPM earlier than our S50Euro.

Thank you for backing me up with hard data points......

I had a hand in that Akard build....that is a 100% legal DM motor.....incredible isn't it?

Did sunbelt regrind knowing you'd lock cams, or, do they have a single grind they do for the compression you wanted, regardless of locked cams.

Did you specify that you'd run motorsport springs, tappets, retainers, or did you try to limit the rpm, and run the stock stuff.

(I hear a lot of scuttlebut about cam design....such a black art!)