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Discussion Starter #1
As I mentioned in my header build thread,

http://forum.e46fanatics.com/showthread.php?t=829844&highlight=

a buddy of mine was DD'ing. Long story short, I egged him on to drive the car hard and he money-shifted it. Based on gear ratios and engine speed when he shifted, I calculated 8500 RPM. I suspect a bent valve, causing rough idle, but won't know until I tear the M52tuB25 down.

So, I purchased a 100,000 mile M54B30 from a local guy, complete with MS43.0 DME, EWS, key, and tumbler. I am just about to drop the 3.0 liter in the car. I only have 1 week to do it (Christmas shutdown at work), and spent 13 hours on Monday pulling the engine and transmission (what a BEAR!). The last 2 days have been spent researching the drive by wire conversion and swapping the old parts (accessories, oil pan with baffle, headers, etc.) and installing new parts (water pump, coolant hoses, valve cover gasket, Vanos seals, etc.). I had to visit a junkyard to get the harness connector for the new throttle pedal and to get the pins on the DME side so that I can wire in the new pedal. More on the conversion later, it is very late and I need some sleep.

Here are some pictures of me pulling the engine. I had to remove the front bumper and core support to facilitate removing the engine and transmission as one assembly through the front of the car.



I also removed the intake so I could easily get the straps onto the rear engine hook without having the strap wrap over the intake and put stress on it.



I also removed the exhaust and driveshaft, pulled the shift knob off, and popped off the rear bushing on the shifter assembly, allowing me to pull the whole shift assembly with the transmission. I then disconnected all wires that went to the chassis and pulled the whole harness with the engine. I also had to remove the right side engine mount bracket, and the left side rubber engine mount to allow for clearance between the front frame rails.

Here's a picture of the exhaust and secondary pipes/collectors still on the car. It has held up very well, especially since the exhaust and headers have been through 2 track days and 45,000 miles.



As you can see, there's a pretty bad oil leak, which I later found to be a combination of the oil pan gasket, rear main seal, and oil filter housing. I guess its a good thing I'm replacing the engine now, as these problems would be a pain to do in the car (well some of them aren't hard to fix, but whatever).

Engine coming out. Yes, those are ratchet straps, yes it's ghetto, and yes I've done it a bunch of times. One of these days, one will fail, I'll drop an engine on the ground, and I'll learn my lesson. Moving on...





Here's a picture of the header attached to the old M52tuB25. Pretty good shape. The heat shield did its job. No problems with the valve cover gasket. Headers are not cracked or deformed, and are showing good signs given the abuse they've seen.



They did, however, have one problem. One of the brackets I made to mount the heat shield, which was a crappily made after-thought, cracked.



I welded it back together, and braced them all up with a triangle brace. Please excuse the crappy welds. I'm in a huge hurry to finish this project and didn't take my time to make it nice.



Here are the headers installed on the M54B30.



And now with the heat shield on.



New coolant hard lines.



I thought this was a cool picture.



I replaced a bunch of parts. Waterpump, thermostat, all new gaskets (intake, throttle body, exhaust manifold, oil pan, rear main seal, Vanos seals, valve cover gasket, oil filter housing gasket), new coolant hard and soft lines (the small ones). I also had to buy a new throttle pedal for the drive by wire, got wiring harness connectors for the new pedal from a junkyard.

Anyway, that's it for now. I plan to install the 3.0 liter tomorrow, and start working on the new DME conversion.
 

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Discussion Starter #4 (Edited)
Yes. I got those from the same guy who sold me the engine
 

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What will you do about the mismatch info on instrument cluster and other modules? How will you get the old asc system to be ignored by the car looking for the dsc system?
 

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Wait, I guess since you have the coupe it may have dsc. Another question. Were your original keys the ones with the diamond shape design or the older design?
 

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I also believe (i could be wrong) that the way the fuel delivery design was slightly different. The new system incorporated the pressure regulator into the fuel filter.... Wait. I guess you can just get another fuel filter and run a hose to where that regulator is to where it needs to go.
 

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Discussion Starter #8 (Edited)
Here's what I've found through researching different part numbers on realoem to distinguish the differences between M52tu cars and M54 cars.

1) Drive by wire. M52tu cars are partially drive by wire, with a throttle linkage that opens the throttle and a stepper motor that can shut it. Solution: Remove old throttle peddle and cable, by new drive by wire throttle pedal. Run wires directly from the pedal to the DME.

2) Fuel system. The fuel system on an M54 car does not use a 3/2 way valve (this valve also incorporates a fuel pressure regulator), and had a fuel return from the fuel rail in addition to a return on the 3/2 way valve. Solution: remove 3/2 way valve and old fuel filter, install fuel filter from an M54 car (which has an integrated fuel pressure regulator). Also, I needed the returnless fuel rail and a new vacuum line to the fuel pressure regulator from an M54.

3) Evaporative emissions. The fuel vapor pump part number is different, and there's a note in the Bentley manual about something that's different about the fuel vapor pump on an MS43.0 DME. I haven't researched anything on this subject yet.

4) Intake (pre throttle body). Unfortunately, I had to buy a new K&N cold air intake because both the throttle body and mass airflow sensor are larger. Should be a good thing though, if the throttle body is the choke point in the flow on the M52tuB25 engine, then that I has been eliminated with the swap. I haven't personally run any flow tests on a flow bench or in CFD to verify that the throttle body is an issue, but BMW did make the throttle body larger on M54 engines, so I suspect there's good reason for it.
 

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Who wants to do it the easy way anyways? Lol. By doing it the difficult way, he then was granted our blessings to create his own thread. Anyways, I'm guessing you have the asc dsc issue figured out right? And again other than having red tamper dot in your cluster, you won't be losing too many options I don't think
 

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Discussion Starter #11
I got a B30 for several reasons. Larger displacement, albeit not much over the 2.8. Larger throttle body. Tunable throttle response in the ecu (MS 43.0 that parameter can be changed, AA says that parameter is not changeable in MS 42.0). Also, I could not easily find a 2.8.

My car has DSC.

I hope my cruise control works, I don't know if it will.
 

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I got a B30 for several reasons. Larger displacement, albeit not much over the 2.8. Larger throttle body. Tunable throttle response in the ecu (MS 43.0 that parameter can be changed, AA says that parameter is not changeable in MS 42.0). Also, I could not easily find a 2.8.

My car has DSC.

I hope my cruise control works, I don't know if it will.
Hm...

 

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Discussion Starter #13
Interesting. Well, strike that from the list of bonus points for MS43.
 

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Discussion Starter #15
Well, I've finished the install and the starter cranks, but no firing. I pulled a coil and hooked a spare spark plug to it, I have spark. There is fuel pressure. In INPA, the monitors claim that the injector are firing, but hooking a bolt meter to the injector plugs show no voltage across the two injector pins (AC and DC). I have 4V on one side if the injector plug at all times, when grounded.

I have a feeling the EWS and DME are out of sync, but I don't know why they would be. They came from the same car (asking with ignition tumbler and key).

I'm stumped.

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Discussion Starter #16
The engine runs! It was the fuel injector power wire. I'll post more details later.

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Discussion Starter #18
nice read man! I'm happy the motor ran :thumbup:

btw those headers look monstrous :craig:
Thanks! Your should check out my header build thread in the driveline, engine, and dme tuning section.

I have a couple bugs to work out. Looks like I got the O2 sensors backwards. A 50/50 shot and I seem to always reverse them.

Also, the exhaust cam position sensor on this new engine is intermittently malfunctioning. Not too bad to fix.

The car feels faster already. Considering I made 193 RWHP on the M52tuB25, I can't wait to get a tune and post the dyno results.

Also, I am already thinking cams ;-)
 

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Discussion Starter #20
I wish this was a B28, but I'm excited with what you can do with it!
I most likely would've grabbed a 2.8 if I could've found one local. I looked for 2 years and only found 1, which had a blown head gasket.

Either way, it is nice to have the MS43.0. I'm a fan of the larger throttle body, my theory is that the M52tu throttle body choked on my M52tuB25 at 6,000 RPM since mass flow stopped rising with engine speed. We will see if that's the case here.

I need to schedule a dyno date!
 
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