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I have been putting the proverbial cart before the horse on this build as I started with the engine before building the car. Although, I guess it's technically the horse before the cart. But I wanted to start a progress thread for the latest engine I've put together for myself with the intention of going in a T-bucket project.
I can not stress enough the level of budget and penny pinching I've attempted to do for this one by use of junkyard, dismantler, craigslist, Ebay and chinesium parts yet still have a build I can be proud of. Irregardless, just as every project, it is currently nickel and diming me to death.
I introduce the late 90's BMW M62B44 shortblock. 4.4L V8:
10:1 compression, 286hp & 310 ft-lbs of torque in stock naturally aspirated trim.
You see the addition of head studs, you'll find out why in a little bit.
Although getting rare, take out engines are cheap. I can not believe how cheap these engine assemblies go for. In fact, so much so I bought two. The M62 has an achilles heel. You see that plastic U-guide for the timing chain, it has a tendency to shatter...because plastic. Note the use of a single sprocket crank gear for a single chain.
Cue engine #2, an early 90's M60B40 4.0L V8, 10:1 compression 282hp & 295 ft-lbs tq.
Note the full length double roller timing chain both for crank to cams and from cam to cam. This design uses a timing idler gear instead of the plastic U-guide. Engine #2 is going to donate it's cylinder heads, timing set up and misc hardware for the M62 shortblock. It is claimed the M60 heads have slightly bigger valves and slightly bigger cams then the M62 heads. It was also believed that because both engines have 10:1 compression that putting the heads from the lesser displacement engine on the bigger displacement engine bumped static C.R from 10:1 to closer to 11:1....however, as I found out by measuring is not the case. It is said that M60 cam's are 246/242 degrees duration and .380"/ .370" lift, using BMW cam timing tools it's said O.E cam timing is 109 ICL / 108 LSA. I've yet to verify this info but will soon.
On the M62 the pistons sit .025" above deck and have a slight dish to them. By my measurements I found roughly 4cc of volume in piston dish.
Opened up the bank 2 coolant port in the block to closer match the bank 1 port size for equal coolant distribution:
M60 cylinder heads back from machine shop:
Measured combustion chambers, found a surprisingly uniform chamber volume of 52cc in each chamber.
The M.L.S. gasket I could find for the M62B44 application is spec'd at 1.74mm (.069") compressed thickness.
...by my calcs this will yield a static compression of 9.66:1, we'll say 9.5:1 for conversations sake.
M60 heads on M62 shortblock pictured with intake manifold adapters & serp idler.
...intake manifold adapters for what, you say? An late 90's Jaguar XJ8 Eaton M112 supercharger, heat exchangers and intake manifolds. An automotive dismantler find.
BMW S65 exhaust manifolds, more junkyard finds. Not a direct bolt on but I've got a plan
The M60 head gaskets have the upper to lower timing cover gaskets built in, the M62 head gaskets do not. In order to maintain the OBD1 style 60-2 crank trigger and VR sensor I needed to use the M60 timing covers. Nothing a roll of gasket material couldn't resolve.
Color:
(You can see I still need to pull, flip and press back on the supercharger pulley for alignment)
Flipping the S65 manifolds around might give a close enough exit angle to clear the T-bucket cab...
That's where I'm currently at with the engine build. My next post will be talking about the engine management of choice for this build.
The plan in my head is to mate this engine to a BMW Getrag420G 6speed manual, put into T-Bucket rails with a Jaguar independent rear end and '27 body....sounds easy enough :-P
I can not stress enough the level of budget and penny pinching I've attempted to do for this one by use of junkyard, dismantler, craigslist, Ebay and chinesium parts yet still have a build I can be proud of. Irregardless, just as every project, it is currently nickel and diming me to death.
I introduce the late 90's BMW M62B44 shortblock. 4.4L V8:
10:1 compression, 286hp & 310 ft-lbs of torque in stock naturally aspirated trim.
You see the addition of head studs, you'll find out why in a little bit.
Although getting rare, take out engines are cheap. I can not believe how cheap these engine assemblies go for. In fact, so much so I bought two. The M62 has an achilles heel. You see that plastic U-guide for the timing chain, it has a tendency to shatter...because plastic. Note the use of a single sprocket crank gear for a single chain.
Cue engine #2, an early 90's M60B40 4.0L V8, 10:1 compression 282hp & 295 ft-lbs tq.
Note the full length double roller timing chain both for crank to cams and from cam to cam. This design uses a timing idler gear instead of the plastic U-guide. Engine #2 is going to donate it's cylinder heads, timing set up and misc hardware for the M62 shortblock. It is claimed the M60 heads have slightly bigger valves and slightly bigger cams then the M62 heads. It was also believed that because both engines have 10:1 compression that putting the heads from the lesser displacement engine on the bigger displacement engine bumped static C.R from 10:1 to closer to 11:1....however, as I found out by measuring is not the case. It is said that M60 cam's are 246/242 degrees duration and .380"/ .370" lift, using BMW cam timing tools it's said O.E cam timing is 109 ICL / 108 LSA. I've yet to verify this info but will soon.
On the M62 the pistons sit .025" above deck and have a slight dish to them. By my measurements I found roughly 4cc of volume in piston dish.
Opened up the bank 2 coolant port in the block to closer match the bank 1 port size for equal coolant distribution:
M60 cylinder heads back from machine shop:
Measured combustion chambers, found a surprisingly uniform chamber volume of 52cc in each chamber.
The M.L.S. gasket I could find for the M62B44 application is spec'd at 1.74mm (.069") compressed thickness.
...by my calcs this will yield a static compression of 9.66:1, we'll say 9.5:1 for conversations sake.
M60 heads on M62 shortblock pictured with intake manifold adapters & serp idler.
...intake manifold adapters for what, you say? An late 90's Jaguar XJ8 Eaton M112 supercharger, heat exchangers and intake manifolds. An automotive dismantler find.
BMW S65 exhaust manifolds, more junkyard finds. Not a direct bolt on but I've got a plan
The M60 head gaskets have the upper to lower timing cover gaskets built in, the M62 head gaskets do not. In order to maintain the OBD1 style 60-2 crank trigger and VR sensor I needed to use the M60 timing covers. Nothing a roll of gasket material couldn't resolve.
Color:
(You can see I still need to pull, flip and press back on the supercharger pulley for alignment)
Flipping the S65 manifolds around might give a close enough exit angle to clear the T-bucket cab...
That's where I'm currently at with the engine build. My next post will be talking about the engine management of choice for this build.
The plan in my head is to mate this engine to a BMW Getrag420G 6speed manual, put into T-Bucket rails with a Jaguar independent rear end and '27 body....sounds easy enough :-P
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