THERE'S A BIG EMPTY HOLE IN MY BMW E31!!! (Project N74: Ep. 4)
#bmw #e31 #projectcars
THE LONG-AWAITED UPDATE IS FINALLY HERE!
Today, in episode 4 Mo unboxes the custom-made dry sump oil pan! Followed by a project update and first looks at the engineless E31!
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UPCOMING VIDEOS:
(INTRO TO THE TRACK : EPISODE 3 - DE)
(THE OFFCAMBER LIFE : SEASON 2 EPISODE 5 - BACK TO THE SHOP)
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Filmed and edited by Maya Karamat
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I was going to comment about the weight of the old engine, but then I looked it up and the M73 engine was also an alusil block, so there shouldn't be a massive weight difference between the engines. The main improvement is coming from increased displacement, modern direct injection that allows you to run higher compression even with pump gas, and the inclusion of more ports and DOHC with dual VANOS units per head for variable valve lift and timing on both intake and exhaust. It is, comprehensively, a better engine design, so it'll be quite a nice upgrade, but the block itself isn't as wildly different as I had initially thought. It's mostly in the heads. Given how ridiculously solid the M73 engine has always been, that's probably a good thing. Old V12 BMWs may leak like a sieve, but as long as you give them enough fluids they do seem to run forever.
Yes, I agree the new N74 engine is a LOT more efficient than the older M73. I was just being dramatic for the video.. :) Thanks for watching -- Enjoy the Drive! -- Mo
Nice project !!! To satisfy my curiosity, why didn't you swap a N73B60 or B66? N74 6.6lt twin turbo to get an output of...600hp. This can be considered as a big bunch of heavy dead metal spinning around the block for almost nothing else than making this power unit very complicated and heavier then the NA version. I am involved into such engines as we are developing a BMW N73B60/66 engine to swap. This engine is fitted with a dry sump, in order to save room under the engine, we opted to set the oil pumps inside the dry sump, this to simplify the power unit integration. A totally new air plenum is also part of the mods as the genuine one is just a shame, almost all the volumes being different on each pipes. A completely new manual gear box casing has also been developed in order to perfectly match with the engine mounting interface. In my opinion and technically speaking the N73 engine can more than easily deliver well over 600hp without any turbo need. As the N73, the N74 ECU is CAN linked to the auto gearbox. Using another gearbox implies the need of deep programming tasks or request the OEM ECU swap. Hope to see updates soon !!! All the best for your great project ! (by the way, if you would consider selling the original N74 oil pan, I am interested!)
Hi! Thanks for all of the comments, and your kind words. First, yes, the N73 was definitely discussed. The client REALLY wanted to use the N74, so that is why we went in that direction. (we discussed on how much more complicated this swap would be - but he wants what he wants!) That is very cool that you are working on N73 swaps -- Would love to see your progress as well! What oil pump did you use? Ours will be an external unit. We are using the 8-speed auto box, but it will be driven by an external controller, so it can handle the clients power goals, we can tune the shifts, and the client will have paddle shifters on the column. We do not plan on using the stock DME, but a standalone system that we can program. Please stay tuned for more updates soon -- Enjoy the Drive -- Mo.
@@offcamberautosportshop I now better understand the engine choice as it is a customer will. For sure the engine will fit under the hood, then the challenge will be about building suitable attachments with absorbers and isolate the engine bay from the turbos heat. Direction column and wheels rack will be another challenge, I am sure you will find appropriate solutions. Oil pump: We kept the genuine twin stage pumps gears, a specific casing has been machined to host the gears, keeping the stock chain drive. The pumps internal pressure regulator between the two stages has been dropped. The thermostat and pressure regulator is then bolted onto a custom interface replacing the water-cooled alternator. ECU: The N74 is "somewhat" easier to handle than the N73 as the Valvetronic is not there…but the turbos must be managed. There are some ways to fit two aftermarket ECU's working together managing "two 6 cylinders inline engines", this solution is certainly more affordable than getting an ECU able to manage a V12 fitted with double VANOS, direct injection and turbos. On the N73 I have the "luck" to have some options to get the genuine ECU's (5 units!) working on the engine after some prog work. Gearbox: Good option to get a gearbox coming with its standalone management, however I doubt that no interfacing is needed between the gearbox and the ECU's. On my side I didn't consider sequential gearbox as I do not appreciate them, thus I decided to go through a complete gearbox casing redesign, incorporating a perfectly matching clutch bell to the engine interface together with an internal oil pump fitted there to cool the gearbox through an external radiator. Hope to see updates soon, if I have time I'll try to post some vids from our work.
@@laurentvelati7565 I LOVE discussions like this, thanks! Wow, 5 DMEs! Totally crazy. I am still looking into options on the DME side. My goal is to have 1 standalone that will control all key engine functions. Yes, you are correct the "standalone" trans controller will have communication to the main DME. We looked at several options on the transmission, and for the client's needs the 8 speed with paddle shifters was the best one. I do love your idea of a custom case with additional cooling. Good luck with your project -- Would love to see what you guys are doing at some point! Enjoy the drive, Mo.
glad to see an update!
Hope you enjoyed! Another update will be coming soon 🦾
Awesome
Troy, we hope you liked the video and project progress! 😃
@@offcamberautosportshop Loved it !
Is the pump/ pan design a semi-dry or full dry sump? Why not integrate the engine mounting solution into the pan design? What pipes/ lines or hoses are requiring you to notch the frame horn in the engine bay? Assuming you factory steering geometry is unchanged, due to the smaller oil pan, but can you confirm? Will this car be running hydraulic power steering & the original brake booster (If so look at retrofitting a Tesla EBMS & a Toyota Prius EPS column driver, both are stand alone, cheap & easy to source & free up a TON of room in the engine bay, making the swap process much easier)
Hi Jesse - All great questions. The system will be a FULL dry sump setup -- Integrating the motor mounts into the pan might have been a good idea, but there are a lot of other factors involved -- Eg. We will not be using the original engine carrier, but will be fabbing up a custom one, so we will have a lot more flexibility. (& initial design work) This engine has a lot of plumbing, so we want to make it easy to remove / install the engine as possible, hence notching the frame rails a bit for extra clearance. We are building a custom engine table to make removing / servicing of this engine simple. Ah the steering is an excellent point! No, the factory gear box will not work, neither will the factory steering shaft. At this point we are still researching options, but I am pretty confident the final solution will not be hydraulic, but electric. keep watching as we are hot and heavy in this project, and look forward to posting more frequent updates -- Enjoy the Drive -- Mo
@@offcamberautosportshop Make sure you consider the OEM steering geometry & stroke/ ratio specifications of the E31, the OEM steering box has a VERY broad stroke & a relatively aggressive ratio. the majority of swaps Ive seen on the E31 have considerable compromise in this area of the swap & the user experience suffers greatly. If you're plans are to convert to a rack & pinion type steering system, I suggest you look at the 80's/ 90's Cadillac steering racks (although they are hydraulic, they have good stroke range, excellent ratios & they are CHEAP.) you can get one delivered for sub-$200USD, then play with de-powering, adapting a Prius steering column driver & a steering quicker, if needed. PS: convert to a single battery & put the oil pot in the rear, with a ball valve, for easy oil changes. Another part to look at is the EARLY generation Tesla E-brake booster, they are also cheap, plentiful & internally managed, so they are great for the E31 conversion (its already been well documented)
@@jesseframe5134 Thanks for the information! You are correct, this is not going to be a simple quandary to resolve! We will not allow the client to suffer with sub-par steering response, so we are looking into several options. The other factor is to fully dry fit the engine into the bay, so we will be able to see how much, and where we have room. More to come - Love the input, please keep it coming!
@@offcamberautosportshop Is the goal to run a factory ECU for the engine? What transmission & differential will be used? It’s difficult to give advice without knowing the overall application of the vehicle or how far from the factory formula the client is willing to stray. Municipal regulation can also create difficulties on resto-mod projects, due to vehicle inspections. I suggest you discuss these matters with your client & give them the option to register the vehicle out of state.
@@jesseframe5134 In terms of engine control, I would love to be able to use the factory DME from the N74 -- the issue that we are potentially facing is the programming that we will need to do. We are also looking at stand alone options such as a Cosworth, and a few others which will give us much more control over the engine. In terms of transmission, we have decided on the stout GA8HP with an aftermarket control unit. (again allowing for us to fine tune the trans shift points, etc.) This will be a street / show car, so the client has been very open to our ideas. Thanks again for your intelligent conversation -- I appreciate it!
It's kind of unfortunate to use a m73 e31. There was less built than 850csi's were made. Only 1200 of them were made.
You've gotta break a few eggs to make an omelet 😛
@offcamberautosportshop of course! This is a phenomenal build in which I will continue to follow. Whats going to happen with the m73 engine?
@@davidt.6415 Thank you we hope you're enjoying the series thus far!🙏 We're glad you asked...we have some plans for the m73 engine!👀