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E36 M3 (1992-1999) {Euro - S50 B32 321hp @ 7400 rpm} {U.S. - S52 B32 240 hp @ 6000 rpm}
Total Produced: 71,212 - Years Produced: 1992 to 1999


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Old Thu, May-13-2010, 01:11:27 PM   #21
AbaddonFlame
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What makes the S50B30 more reliable/bulletproof then the S50B32?
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Old Thu, May-13-2010, 07:12:12 PM   #22
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Originally Posted by AbaddonFlame View Post
What makes the S50B30 more reliable/bulletproof then the S50B32?
The VANOS, for one.
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Old Thu, May-13-2010, 07:20:55 PM   #23
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The lower price and bulletproof reliability of the S50B30 makes it quite a tempting candidate. The internet seems to think that the S50B30 is generally underrated or on-par with its power figure, whereas the S50B32 tends to be somewhat overrated with its power figures. Shrug.
I've heard that as well. Seems like many B30s put down 286+ easy, while many B32s are more in the 310-15 range.

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The VANOS, for one.
I think that is the main reason.

The B32 also has a .4mm bigger bore, so I think the B30 would be preferred for modification and/or boost (thicker walls).
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"He who do not have deep pockets or mechanical reasoning should not buy old German car"
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Old Thu, May-13-2010, 10:35:52 PM   #24
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on dyno dynamics, 3 litres generally put down 207rwhp-221 rwhp, and 3.2's make between 214rwhp and 227rwhp.
mine is becoming hybrid, it already has the 3.2 sump and oil pump (essential for track work, and this head is from 3.2, as they have 1 mm larger inlet valves, and 1mm smaller valve stems stock, then just bolt the single vanos top half of my original head to it (but will probably have to lock the cam anyway)
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Old Thu, May-13-2010, 10:44:40 PM   #25
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Basically combining the best of both engines into a Frankenmotor. I approve.
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"He who do not have deep pockets or mechanical reasoning should not buy old German car"
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Old Fri, May-14-2010, 12:59:08 AM   #26
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Cool things lost in transition from B30 to B32:

Ceramic spacers between TB and cylinder head
50mm rod bearings vs 49mm (*)
"Beafy block" (3.2 is bored out) (*)
Vanos pump identical to 3.2, BUT one less pair of solenoids to drive, so, it is less taxed than in the 3.2 set up.

Interestingly enough, one would think that the 3.0 is inherently a better motor to rev up to higher rpm with the slower piston speed (less stroke), but in fact, the valves are a bit heavier, and the shims uniformly a bit thicker, so one needs to either revise this, or be careful with the redline.

The exhaust cam's vanos activity predominantly helps for street rpm vs all out track use, so from a parasitic standpoint, racing applicatons, you really want the intake cam more, so it lends itself to that application.

Want some proof that the 3.0 head is just fine? Over all the years that Mclaren made their V12 BMW powered cars, they stuck with the B30 configuration. Don't tell me they didn't have the dough or ability to change over to a Dual vanos pair of cylinderheads, I'm not buying that.

(yes, a Mclaren coil cover would bolt onto your S50B30 snicker)

This is all opinion, not carved in stone, so anyone can feel free to disagree, but I"ve been reading and studying about these babies for a while.

Alex.

(*) items I've maintained make the engine better for FI applications, not to mention base compression is lower
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Old Fri, May-14-2010, 02:05:03 AM   #27
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according to Carillo website, the 3.0 and 3.2 have same width rods
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Old Fri, May-14-2010, 07:03:44 PM   #28
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according to Carillo website, the 3.0 and 3.2 have same width rods
If this was directed to me, its the diameter of the bearing....

ie the rod journals on the B30 crank are 50mm, they're 49 on the 3.2

The 50mm shells for the B30 are bigger than any other BMW engine to date, and unique to the B30 afaik.

M88/S14/S38 48mm
S50B32/S54 49mm
S50B30 50mm

Clearly king of the hill on that last one. ( )

Interestingly, the S54 runs a significantly more narrow bearing, less friction, but possibly more frequent ventilation of the block as a result?

Incidentally, if you're going engine building, consider the weight of your rods, not just strength. I was a bit disapointed to find the Arrow rods were as heavy as they are, significantly more than stock. I'm not sure where Carrillo or Pauter rods fall weight wise. Consider Oliver rods, had one of those on hand for an S54 which is nearly identical to the B32, and was impressed that it was LESS than stock.

A vendor (to remain nameless) charged me a restocking fee for a set of arrows when I returned them unused after being suprised that they outweighed stock rods. The advertising from same vendor for the S14 version bragged about saving weight over factory, and I assumed similarly for my application. It was my fault, but it still stung to have to pay a restocking fee in that situation. I was told "If you don't understand the value of a heavier, stronger rod, especially for turbo-charging, then you don't get it"

Ask about weight, or clarify the restocking policy in advance.

Last edited by Alex Lipowich; Fri, May-14-2010 at 07:10:06 PM.
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Old Fri, May-14-2010, 07:05:14 PM   #29
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Quote:
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Interestingly, the S54 runs a significantly more narrow bearing, less friction, but possibly more frequent ventilation of the block as a result?
Only as a result of attempting to reach orbit though!
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Old Fri, May-14-2010, 07:34:06 PM   #30
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great thread so far. I enjoyed reading all the info and opinions.
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Discussing S50B30 (euro) NA build in the E36 M3 (1992-1999) Forum - {Euro - S50 B32 321hp @ 7400 rpm} {U.S. - S52 B32 240 hp @ 6000 rpm}
Total Produced: 71,212 - Years Produced: 1992 to 1999 at BMW M3 Forum.com (E30 M3 | E36 M3 | E46 M3 | E92 M3 | F80/X)