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Found 5 results

  1. V_MAX

    Manifold m50 vs. m52

    From the album: My 523i Conversions and Maintenance

    There is an obvious size different between the original m52 inlet manifold and the M50 that has approximately 30% larger intake circumspect than the m52 intake manifold. The larger M50 manifold will not perform as good at low Rpm's due to its size as the original smaller one that came with the engine. To cure that you have to put in larger "hotter" camshafts instead of the rather tame camshafts that are standard and re-tune the ECU parameter accordingly. If you do nothing, other than mount the manifold then around 2800 - 3200 rpm. or maybe higher Rpm's it will come alive and put a big grin on your face all the way up-to 6500 rpm. If you change to bigger/hotter camshafts, everything begins to come together in harmony. You can read more about hotter camshaft's with other pictures in my portfolio.
  2. V_MAX

    M50 Manifold on M52 Engine

    From the album: My 523i Conversions and Maintenance

    This was a fun project First I had to find a good M50 manifold and modify it so all the pluming would work. I also had to make some modifications to the power steering reservoir and fuel rail bracket. Sins writing this in 2015 I have changed the fuel injectors to 49% larger injectors and remapped all the fuel maps. The result was a better fuel economy and better emission numbers. Sins everything was taken apart I made the decision to renew all the rubber hoses and new refurbished fuel-injectors at the same time. The rest was more or less plug and play. Obviously there was a little loss of torque under 3500rpm. but after that there is a lot of gain in hp. Unless you are driving a lot on steep roads for longer time, then I highly recommend this conversion. The only way to compensate for the loss of torque is replacing both of the standard camshafts that came with the M52b25 with to new/used ones; intake cam from M54b30 for the intake and another INTAKE cam from M50NV for the EXHAUST sound crazy but that is the rout to go. You have to do minor modifications on both of the replacement cams. After having made this conversion I have found out that I have maxed out my fuel injectors A/F, they are the green Bosch (0 280 150 415) capable of around 166cc, (sorry for my mistake, I had written earlier, pink injectors (0 280 150 440) that are 208cc) so I am going to replace them with bigger ones, probably Bosch 0 280 155 830 capable of around 360cc and remap accordingly the ECU with MLV and RomRaider. One other thing I should mention, if you have to change to larger fuel injectors due to fuel starvation then you have to make modifications to the fuel maps and possibly some other parameters in the ECU, so the message is; do not change to higher capacity fuel injectors in hope of getting more horses out of the engine. In almost all cases, then the standard injectors that came with the engine are cable of deliver more than enough fuel, despite some standard or minor tuning, unless you are going for a turbo, or as in my case, larger cams and intake manifold and headers with free flow exhaust and a rather small injectors capable of only 166cc. After making this modifications I would like to suggest that the ECU should be remapped/tuned by someone who knows what he or she is doing to get the most Hp. out of this modifications. With new larger fuel injectors, you HAVE to remap the ECU, there is no way around it. You can just let it be as it is with only the M50 manifold swap and the current fuel injectors and you will get some adaptation up to a certain point from the ECU, but nothing near the full benefits with remapping the ECU. You can read more about the cam replacement in my portfolio. All I need now is a COMPRESSOR
  3. V_MAX

    Strut bar

    From the album: My 523i Conversions and Maintenance

    Strut bar on top of new shocks and springs (B12) This strut bar makes the car handle better in sharp turns and roundabouts. Motor M52b25 with M50 Manifold ECU Tuned, hotter Camshafts, bigger Fuel Injectors and Stainless Steel Headers and Exhaust amongst 50 other ongoing endless modifications
  4. V_MAX

    M50, manifold modification 2

    From the album: My 523i Conversions and Maintenance

    M50 intake manifold and modification_2 The way I made this modification is only one way to make the pluming work- there are many good information on the internet and some kits that you can buy to install. I chose to let this look as much as the original M52 setup and thereby I use al the original parts converted over to the M50 manifold. The air intake temperature sensor on the m50 is far on the back side and it should be blocked and instead use the one for M52 in the center of the under side cover plate, otherwise you get a wrong temperature reading. There are two supports for the manifold, one in the back and one in the front, you can use the ones that are for the M52 manifold simply by widening the holes outward, that bolt to the manifold itself. I added on both sides of the cover some metal plates so I could bolt the the bracket that holds amongst other things the pressure regulating valve, some cal it "oil separator". There are two things more that you have to get or make and that is a metal plate between the manifold and the throttle body and you have to use two gaskets, one on each side of the "adapter metal plate". The other thing is a round dowel, usually made of aluminum that you have to glue in the back of the M50 manifold, I am not certain but I think that this hole was used for the pressure regulator on M50. Vacuum leaks are one thing you do NOT want to happen, so be diligent when mounting the under side cower plate from the M52 to the M50 manifold, in addition to the gasket use either glue like some good epoxy glue or use a gasket mounting silicon that can withstand oil and heat for longer time. By doing it this way, everything looks like the original and all your future part changes will fit without any hassle.
  5. V_MAX

    "New" Larger m50 Manifold

    From the album: My 523i Conversions and Maintenance

    Motor M52 with M50 Manifold Chip-Tuned and Stainless Steel Headers and Exhaust.
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