Not cheap but 410bhp is an impressive gain for a 7psi boost on an otherwise stock engine. Still, I could just pull my car up by the bay door at work one weekend. The spark plugs sit centrally between the four valves per cylinder, and are driven by a static ignition distribution , in which each spark plug has its own ignition coil. . What works for one car may not be ideal for another. The firing order of the M60 engine was 1-5-4-8-6-3-7-2.
It did, however, make more torque — 310lb ft at 3600rpm. And then solid lifter race cams all the way up to 305 duration and 13mm lift. At the end of 1994, the cylinder block was replaced with a more reliable one: an Alusil coating was applied to the cylinder walls, and new, modified pistons. Any idea if the bolt pattern for the transmission is different between the two engines? If the cylinders are worn, you should buy a new cylinder block or perform a sleeving operation. I could always whip one up to pass around or make an add on tool for use with the stock type if that makes any sense. The engine used a two-piece oil pan design, as found on the E38 M60, and an aluminium die-cast oil pump housing and cover, where the M60 used magnesium items and it also gained a thermal oil level sensor, as seen in the E38 M60. Although the Nikasil process had been used previously with no problems, the combination of the M60 and fuels with high Sulphur levels softened the cylinder walls.
Inlet system - The M62 manifold has slightly narrower intake runners than the earlier M60 as it was re-designed to give increased midrange torque. The manifolds i made up for fitting the M60 in the Capri were still compromised by a lack of space but i hoped they'd be an improvement over the standard design. Valves are a generous 35mm inlet and 30. The B30 developed 218hp at 5800rpm and 214lb ft of torque at 4500rpm, while the B40 produced 286hp at 5800rpm and 295lb ft of torque. Cams - The standard M60 cams have 9.
It would allow you to repeat cam positions you can punch the tool with alignment marks after making changes, and also mirror adjustments to the other head. It's a great engine design, but bearing shells and full gasket sets are expensive, and the availability on some other parts is non-existent. This eliminates a regular check. The engine has two overhead mass- compensated camshafts per cylinder bank eccentrically offset engine vibration compensation sections , which are driven by the crankshaft via dual- pulley chains duplex chain , with the drive running on the two intake camshafts. Crankcase The M60 engine had an aluminium alloy crankcase with nickel dispersion-coated Nikasil cylinder bores. Nikasil was a process to harden the cylinder walls, rather than using the traditional cylinder liner, the Nikasil process allowed the machined aluminium bores to provide a bearing surface which promised longevity and better sealing between cylinder and piston.
If they did update the spec it was when the e38 was introduced from what I'm reading. M62s can be remapped, but the gains are less significant — my old 840Ci saw a gain of around 15hp and 15lb ft, which may not be enough to make you want to part with £500 or so. If you own a Vanos-equipped car, a simple modification is to replace the inlet manifold with the one from the M60. I hear starting of with the manifolds from the X5 is the way to go. I turned out well enough that I plan on going back in and dialing them in correctly. Description Bring your M60 to life with this fully tuned, daily driven, and track tested performance chip. But, that's what I wanted to know, thanks man.
The relation between throttle pedal and throttle butterfly were not fixed as it is when a cable is used, instead the throttle butterfly could open by different amounts and at different speeds with the same pedal press depending on driving mode. The screws of the oil pump can loosen during operation and fall into the underlying oil pan. Since all four cams are independently adjustable you have quite a bit of freedom to move things around. I should have done it a long time ago. They are certainly one of the first things to change in the quest for increased torque above 5000rpm.
These throttles have a more optimized construction and a diameter increased to 80 mm. The M62 was designed with a number of requirements in mind which included reducing fuel consumption, offering greater levels of torque and making the engine quieter and smoother. The system installs in 12-14 hours using normal hand tools and no irreversible modifications to the car is necessary. Fortunately there are a lot of old motors floating around Ebay and scrapyards so 2nd hand parts are plentiful. For everything to work properly, one needs to tune the stock Engine Control Unit.
I do think the very low overlap setting should work fairly well on just about every M60. It also came with individual 48mm throttle bodies and a unique fly-by-wire computer controlled system that gave increased throttle response speed depending on the setting, along with continually variable cam timing on all four cams, enabling a strong torque curve to continue up to 6600rpm. Alpina then added a new crankshaft, more aggressive cams, hand-fettled ports and lighter, higher compression Mahle pistons, which resulted in 340hp and 347lb ft at 3800rpm. I'd definitely be interested in seeing your dyno results after. Despite the additional capacity over the M60B40, the B44 made no more power in pre-Vanos form, though its 286hp peak came 100rpm earlier. The sump pan, exhaust manifold and the gearbox bolt patterns are the same as the M60 same 98mm bore centres.
For the export market mainly Eastern Europe and Asia versions without catalyst were also sold. Drive-My site cars, moto and classifieds. The disadvantage, however, was that the acting as a friction partner piston iron-coated and the piston rings had to be chromium-plated. These will be entirely custom. In most cases the problem is solved by regulation of fuel distribution phases. The main difference between the M60 and M62 is the timing chain arrangement which changed from double row main chains with a central idler sprocket to a single main chain with a curved central guide.
This header gives huge impact in power gains and it also dramatically increase turbo and throttle response. It was developed over an 8 year period and used a head design layout similar to their successful M88 and S14 engines used in the M1 and the M3. The main difference was the introduction of variable valve timing on the inlet camshafts Vanos , this was the source of the flatter torque-curve and the better fuel economy. Some have found that fitting the M62 with the larger M60 manifold will imrove the top end power. I know there are many posts on this subject, and I have read through many of those posts on this and other forums. Yeah, but it's the tedious exact measurement thing that takes all the time, and I'm not certain that I could get it close enough in situ.