I know there's at least one guy who is effectively using the ccv return line as "turbo oil " return . I also thought that was a great idea .. This along with an adapter on the vanos to use as oil feed should make it simpler for my next project using an oil cooled turbo 👌👌
@@buildabeemerunfortunately it isn't worth doing anymore as the 30 year old plastic manifolds are now priced higher than a SPA cast aluminum manifold.
Excellent video.....answered all my questions when researching for this mod. Only thing you missed was details about tuning, especially with the different injectors. Does it need to be tuned or not? Also you mentioned the catch can for the oil at the beginning but didn't go into details.
Great video I'm a quarter of the way in and have a quick quarry . I keep getting a stuck icv code but the icv is cleaned and rattles fine any tips or suggestions its causing my car to go into a safety mode and leans out under throttle
😆. You seriously over-estimate my capabilities 🤣. I had to Google what an Eaton M65 is! Be aware that all my RU-vid genius is nothing more than some unashamed copy-catting embellished with a TEENY bit of my own learning and ideas… 😉
but the idle valve electronically is there any cable to which it should be connected or should only the pipes be placed without any electrical connection?
@@justswippin2693 i have it currently going into a catch can then to the second port on the throttle boot, but that is not the best idea, so im deleting the idle control valve and running it to the port on the opposite side of the throttle body. But id probably recommend just running to a catch can/breather and vent to atmosphere
@@justswippin2693 because when the throttle body is closed, the oil vapors are bottlenecked into the icv if my understanding is correct. I could be wrong though
Yes, you need to take car to have the valves closed on the cylinder you're working on, and the put grease on your tap so the metal sticks to the tap. Make small cuts cleaning off the tap and swarf regularly as you go. when done blow out the intake ports with compressed air and inspect visually.
@@buildabeemer thanks. 1 other question are you connecting your catch can back to the inlet manifold as well? I've got the catch can but not sure if I should just vent it to atmosphere
Hi Craig, just wondering. Where did you get the grub skrews from? Also I want to do this modification for the car in road use and was wondering if it would be ok to keep the m54b30 intake boot that has a line for the ICV and maybe just putting a t off on its air line for my ccv to the manifold for the crank case ventilation or should I just let it vent out from the tapped and get rid of the ccv system entirely?
Yes, they were a direct fit. No need for any spacers and stock connectors do fit. We did remove the nylon collar washers on the pintles as they want to catch on the inside of the manifold and pop off. We had one fall in past the valve into the cylinder - managed to fish it out with a hook attachment on an endoscope 🤓
Hi Joseph. Yes, Nick has “coded out” the stuff we don’t need such as EWS, thermostat heater (when we run without a thermostat) or deleted lights. He has also reconfigured the CEL to flash if the ECU is knock limiting. All of this is done by changing the programming of the MS43 DME directly.
I made the m50 intake mani swap in my e46 eith m52tu and it runs and idles great, i got a stage 4 revmatch tune but im having a low rpm hesitation, any ideas? Ive heard could need a different spray pattern injector?
Yes, standard M54 injectors have an angled spray pattern to suit the angle of the injector ports in the manifold. At high air velocities the spray angle is probably less relevant, but I could imagine some sub-optimal air-fuel mixing at low air velocities (low rpm) which could cause a hesitation.
Very helpful video sir ✌️your icv works well? Oil catch can.. Simply form valve cover to catch can and from catch can to intake boot? Would be very grateful if you could me explain your idea of oil catch can on this setup since im going to do same thing in few days!
Basically yes, valve cover to catch can then catch can to intake. There are plenty of videos going into more detail for our cars. You can even drain the catch can into the existing oil dipstick drain for the existing pcv system
We started with the setup you describe, but had some strange issues which caused oil to be blown out at the connection to the valve cover. So now we just vent to the catch can, with a filter attached. Then we drain it from time to time. It collects VERY little oil - maybe a tablespoon over the course of a race. It’s mucky stuff - wouldn’t want to drain that back to the sump.
Hi great video!! I did the mod but not convinced its worth it. I don't see any significant jump in HP. Perhaps I did something wrong. Mod done on my 2005 e46 330ci with the M54B30 engine. I plugged back in the EGR or Purge valve (is that needed)? I did not plug to vacuum the fuel pressure regulator instead I have the EGR valve connected to that port ( is this incorrect) So I gather from your video that you only discuss the ICV and FPR and venting the valve cover to a catch can and catch can vented to air. I guess my question to you is can I get rid of the EGR Purge solenoid valve and connect the FPR hose the the vacuum bib on the intake? do you think this is why I'm getting sudden drops in idle? Currently valve cover is vented into a catch can and the catch can is vented to atmosphere. Also do you think i need an ECU upgrade if so any suggestions?
@@JAYBOLA1 Thank you for the reply. I just removed the m50 intake to remove the EGR and connect the FPR to vacuum and noticed the intake ports and valves were very dirty with carbon build up. Before the swap the ports and valves were clean as a whistle. Any idea as to why this would generate that much build up?
Why don't use m62 (or even n62) throttle body? Its larger and be great addition to increased velocity of m50 manifold. Also, as m54 engine has drive-by-wire throttle you can get rid of ICV and let throttle do its job. (all this stuff requires remap of course) Also hose from catch can should go directly into manifold, not into boot before throttle body. With removed ICV - there will be perfect option to route catch can hose into its port. But anyway thats a great work.
You are the second person to mention M62 / N62 TB - looks like a good idea! The catch can vents to atmosphere now through a small cone filter which works well. You are right - routing catch can outlet to the boot caused a mess!
I just got done installing the M50 manifold on my M54B30. everything is hooked up correctly, and now it seems to have a misfire at lower RPM. when revving up, it seems to smooth out in the upper RPM range. I used your suggested Bosch injectors from the video. Any idea what could be wrong? Maybe just have to drive it so the DME can "learn" the new manifold? I kept the CCV system, deleted DISA valve, did not port match the intake ports on the head.
Its most likely due to injectors spraying at the wrong angle, if you stick with m54b30 injectors. Ive been there with m52tub28 engine. It was more like hickups than missfire, sorted out with m52b28 injectors and a tune. Both m54b30 and m52tub28 injectors spray at different angle than previous m50 models. M50 intake manifold did nothing in terms of power for m52tub28 engine even tho i spent hours and hours tuning it, revved it 7200to7300rpm most of the time, worked fine but the best part of it was the sound and simplicity when you had to take it off again. Im eager to see what does it do for you with m54b30 engine, as I too moved to it. Please make a log of say 3rd gear WOT 2000-max rpm with engine revs, throttle position and maf reading so we can compare some numbers! I can guide you how to if needed.
The engine is 100% stock internally. It had S50 exhaust headers feeding an open side exit exhaust, and the M50 intake. It produced between 141 and 150 kW on the wheels (depending on the dyno) at 1600m above sea level, which translates to 170 - 180 kW at sea level (225 - 240 HP). I no longer have this car - I had a 180kph crash at Kyalami in October after another competitor dropped oil, the car was destroyed. The engine was sold and is going into a new E46/2 race car.
La courroie au niveau du galet tendeur au niveau de l'alternateur n'est pas correctement passée, elle devrait être en dessous. De la façon dont elle est mise, les rainures sont écrasées par le tendeur. Une telle idiotie résulte d'une personne qui n'observe pas ce qu'il fait.
