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M30 Turbocharged Engine System |
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We have been in development of the BMW M30 Turbocharged System for about 18 months now; you have probably seen all the pictures of the prototype parts we have been testing. For instance our M30 M-fs manifold with a 12 injector design. Some people have been wondering, "why implement this system when other competitors are doing without it?" At Miller Performance Engineering we take BMW Forced Induction to a new level of everyday drivability and power. When we first started to examine the different ways to approach the design of the M30 Forced Induction System, we decided it would be best to keep the stock engine ECU in place in order to leave the car in complete working order, the way the car was designed to be from the beginning. So with that in mind, think of all the benefits of using all the original systems: you can still have your car serviced where you normally would, with all diagnostic systems working the way they should, parts and diagnostics will still be carried out the normal way, therefore no extra training is needed for your independent BMW service center Technicians. With this approach to the design, we found some complications, the stock engine management system is not fully capable of running in sync with the use of forced induction. When we first started thinking of drivability for everyday use, (think of it as your completely reliable everyday driving super car that didn’t cost you 90g`s) we thought through the idea of going with 6 bigger injectors, in place of the original ones. The problem that occurs with this approach is that when you double you HP, you increase the range of fuel needed to run the system when you get into the high power situations. Now keep this in mind, if you have a E34 535i, stock power output is 210 Hp at the crank, if you add another 210 Hp, you have doubled the amount of operating range of the ECU and injectors. Most tuners today replace the stock injectors with bigger ones and leave it at that, not thinking much as to what the system could be if it were done differently. The problem that bigger injectors tend to cause, is a drivability issues in light throttle situations. For instance, cruising around town, traffic driving and daily use situations. The reason for this issue is the fact that at cruising, the engine is still only requiring the small amount of fuel it has always needed in those light throttle situations (which is most of the time). Not to forget that now there is added air volume in the high load situations of driving which leads to the need for extra fuel. At Miller Performance Engineering we decided to cure this problem by designing our now completed M-fs Fueling M30 Turbo Intake manifold. So the stock injector size is used and not replaced by something bigger, instead we added 6 more injectors. You might wonder how these injectors are being controlled? We do it via Boost vs RPM tuning utility we call the; RMS Fuel Charger. This unit allows us to tune the 6 added injectors in conjunction with the re-mapping of the stock ECU for ultimate drivability and power. And now the problem of covering a larger range of power output, with the use of the original BMW Engine Management System in tact, is cured. Ignition timing needs to be retarded in boost situations, if this does not occur engine damage is inevitable. We have re-mapped the BMW ECU ignition tables in order to eliminate any problems that may occur due to advance ignition timing in boost situations. We are using a proprietary "Manifold Absolute Pressure" sensor mapping circuit (MAP Signal Charger) in place of the original AFM (Air Flow Meter) sensor. The problem that occurs when using a AFM is the fact that it does not recognize pressure, and when it comes to turbocharged engines, it is good for the Engine Control Unit to have a boost pressure reference. When the original BMW ECU knows when the engine is in boost, we can then re-map the boost areas of the map tables inside the ECU to the needs of a Turbocharged M30 engine. A couple benefits of using this MAP Signal Charger is the fact that there is no obstruction in the turbochargers intake path, and it also saves some room under the hood due to the fact that this MAP Signal Charger is mounted in the ECU area away from the elements. When we started the design on the intercooling system for the M30 we intended from the beginning to use an Air to Liquid Aftercooler system. We have tested this system and there an many good aspects to the Air to Liquid system, for instance the short distance from the turbo to the engines cylinders, this cuts down on turbo lag, and adds response. This system is also more efficient in the sense of drivability, less heat soak in stop and go traffic, this is because the water is always circulating through the system. The charging air temperature drops are much more substantial than that of an air to air intercooling system, therefore we can run more advanced ignition timing, yielding to more ultimate HP. When we started the quest to find the perfect turbo for our M30 Turbocharged engine we went through about 5 different turbocharger units until we came to the conclusion of using a Liquid cooled, ball bearing Garrett turbocharger. This unit is the best most advanced turbocharger we could get our hands on. The Liquid cooling feature sparked our attention because we know that it will keep the turbo at a temperature that is consistent with the rest of the engine. The Ball bearing feature is also a big plus, as it will almost eliminate turbo lag as well as the fact that it can take extreme boost pressures better that a regular turbocharger. We are also working on the testing of our proprietary turbine speed vane system, this will help to further the reduction of turbo lag to a point of unnoticeable transition into boost, with a higher than usual responsiveness. We hope this information will help you to decide which turbocharger system is right for you, as well as help you to understand what goes into the design of a proper, factory like approach to designing the M30 Turbocharged engine. Thank you for reading, hope to hear from you soon. |
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