BMW E46 Engine Scottsdale Motorsports LLC If you want to play BMW is the only way

WE RECOMMEND THE GERMAN TOUGH WOSSNER HIGH PERFORMANCE PISTON MANUFACTURERAVAILABLE PISTON ALLOYS: 2618 and 4032

AVAILABLE WRIST PIN MATERIAL: D.L.C. "Diamond Like Carbon"

AVAILABLE RING MATERIAL: Steel chrome, gas nitrided Plain Cast.

GAS PORTING AVIALABLE: Yes

WEIGHT REDUCTION MACHINING: Yes

LOCK TYPES: Circlips Aluminum button.

PISTON COATING: Moly Dry film skirt

CUSTOM-SPEC: Available

BMW E46 M3 COMPRESSON RATIO: 12.3:1 OE. STOCK COMPRESSION RATIO WAS 11.3:1

ROD LENGTH: 139mm

PISTON WEIGHT: 324 Grams e46

M3 3.0 Ltr. 24V EURO

M3 3.0 Ltr. 24V

M3 3.2 Ltr. 24V EURO

M3 3.2 Ltr. 24V

M3 3.25 Ltr. 24V

M50/B30, 1992-95 E36

M50/B30, 1992-95 E36 USA

S50/B32 up, 1995 E36

S50/B32 up, 1995 E36 USA

S54 E46 Universal

PISTONS:$3,268.00 PISTONS:$3,268.00 PISTONS:$3,468.00 PISTONS:$3,468.00 PISTONS:$3,868.00

RODS:$3,290.00 RODS:$3,290.00 RODS:$3,792.00 RODS:$3,792.00 RODS:$3,992.00

BMW M3 E46 S54 STREET CAR PERFORMANCE KIT 40+HP

Motorsport Performance Headers $3,999.00
Aplication: All S54 BMW M3

Install Time (est.): 7.0 h

High performance header system features greater flow over stock, pulse-tuned length, 2-stage

ceramic coating (lowers radiated heat temps up to 65%), laser-cut head flanges, bolts to

factory exhaust system. Includes upper flanges to head. * For off-road use only; eliminates

primary catalytic converters. NOT CATS MEANS NOT SMOG LEGAL

Recommended: ECU Upgrade.

GAINS Up to +35HP/+16 FT-LBS.

Performance Motorsport Power Pulley System $500.00

Application: All S54 I6 Install Time (estimated Install Time): 2.0 h

Part #: PART.B46.P05 (Power); PART.B46.P06 (Audiophile)

Made from high grade T-6061 aluminum. Kit includes replacement power steering, water

pump, alternator pulleys and replacement belt. Alternator pulley also available for vehicles with

custom audio system (Audiophile Kit).

POWER GAINS Up to +8HP

FACTORY BMW M3 CSL HEADERS AND CATS KIT

BMW M3 CSL HEADERS $3,399.00

BMW M3 CSL CATALYTIC CONVERTERS $5,675.00

OR

BMW 2001+ E46 M3 - combine with Larini GT Sport Cats for 20Hp and 30 lb/ft of torque. These catalytic converters are less restrictive and are a 200 cell count. These will conect with the M3 CSL Headers. Larini Cats may not be emissions compliant in all 50 states of the USA. $4,208.00

$These free flowing headers from BMW are stock equipment on the Euro model E46 M3 CSL (Lightweight). Combined with BMW M3 CSL E46 Sport Cats, this is the most dramatic improvement you can add to your US car for real power gains.

Includes Instructions.

BMW M3 CSL EXHAUST PASSES EMISSIONS IN THE STATE OF ARIZONA

BMW E46 M3 ENGINE SWAP TO THE 4.0 LITER V8 $39,000.00

BMW M3 S54 STAND ALONE ENGINE MANAGEMENT SYSTEM

Enjoy precise, motorsports level engine management for the advanced S54 engine at a great price, the Factory Racing BMW Motorsport stand alone system is $19,700.00!
S54 FIA GT4 kit is Plug-and-play for the S54 engine.

KMS GT4 kit is a programmable engine management system that features:

Complete 3D engine management of fuel and spark

Lambda-control, self learning with standard or wide band sensors

Boost-control (gear independent)

Launch-control (variable)

Flexible idle-control

Power shift (separate delay and cut off time for each gear)

Anti Lag System (variable)if vehicle equipped with Turbo

Engine diagnostics

3 auxiliary outputs (shift-light, water injection, cooling fan, etc.)

Programmable RPM limiter

2 Engine load sensors

Analogue input (second lambda sensor, gearbox position sensor, etc.)

(Includes M 25 series: with UEGO , injectors, wiring, sensors, mapping, and all other needed components)
*picture is for example*

$5,450.00

///MOTORSPORT PERFORMANCE CYINDER HEAD S54 UPGRADE///

The S54 is BMWs most potent naturally aspirated inline 6 to date, but is that enough?!

Performance Motorsports stage 3 S54 head your BMW will be unmatched, period!

Cylinder heads can be built for your specific application (full race N/A, Supercharged, Turbo) on request.
Our Stage 3 Cylinder Heads feature the following:

Our Maximum Performance Full Radius Exhaust Valve Job using Serdi Equipment

New Valve Guides

Standard or Oversized One-Piece High Performance Stainless Steel Valves

Balanced and Blueprinted Valves

Balanced Motorsport Valve Springs

Resurfaced Face

Unshrouding of Valves

Cleanup of Casting Burs and Obstructions

Flow Bench Tested Design

Extreme and meticulous Port and Polish Work

Titanium (or Steel on request) Valve Spring Retainers

If you have no core available, a core can be provided, please call or email for price and availability.

$5,399.00

STROKER KITS for BMW E46 M3 3.2 converting it to a 3.4 $8,500.00

Gutgetarnter Porsche-Killer auf 19-Zöllern

Fans des BMW M3 werden zur Zeit auf eine harte Probe gestellt. Das derzeitige Modell kommt nach fünf Produktionsjahren allmählich ins Rentenalter, der Nachfolger wird nicht vor 2007 Premiere feiern, und die begeisternde Leichtbauvariante CSL mit 360 PS wurde Ende letzten Jahres nach 1200 gebauten Exemplaren vom Markt genommen. Dieser armen Seelen hat sich jetzt die Tuningfirma Kelleners Sport aus Dinslaken angenommen und einen M3 auf die Beine gestellt, der weit mehr als eine Übergangslösung darstellt.

Mit 402 PS leistet der Kelleners Sport M3 3.4 fast 60 PS mehr als das Serienmodell (343 PS). Möglich macht den Leistungssprung klassisches Motortuning mit Hubraumvergrößerung, anderer Kurbelwelle, leichteren Pleuel (Gewichtsersparnis 100 Gramm pro Pleuel), leichteren Kolben (je minus 150 g), Sportnockenwellen und Carbon-Airbox.

Das Verdichtungsverhältnis ändert der Tuner ebenfalls – von 11,5 auf 12:1. Das maximale Drehmoment steigt von 365 auf 429 Newtonmeter. Optisch hält sich der Kelleners M3 angenehm zurück. Bis auf bildschöne BBS-"Challenge"-19-Zoll-Räder verunstaltet kein überflüssiger Spoiler den gutgetarnten Porsche-Killer. Nur der rote Sportluftfilter drängt sich hinter der Frontschürze mächtig in den Vordergrund.

Heiseres Gebrüll, herrliches Nachbollern

Im Cockpit verzichtet Kelleners ebenfalls auf überflüssigen Schnickschnack. Der Recaro-Rennschalensitz auf der Fahrerseite wurde jedenfalls nicht aus Showgründen eingebaut, wie ein Parkschein des Nürburgring-Dorint-Hotels in der Ablage beweist. Hier hat der Chef selbst, Rennprofi Ralf Kelleners, die Abstimmungsfahrten auf der Piste vorgenommen. Einziger Kritikpunkt: Ein zweiter Schalensitz und Vierpunktgurte hätten der Innenraum-Optik nicht geschadet.

Gedanken an die Boxengasse weckt der Kelleners auch beim Starten. Der Sound aus der zweiflutigen Vierrohr-Edelstahlauspuffanlage samt Sportkats ist heiser und brutal – fast wie ein DTM-Renner sirrt der schwarze Wagen im Leerlauf. Jeder kurze Gasstoß wird mit röhrendem Gebrüll belohnt, dem beim Zurücknehmen herrlich unruhiges Nachbollern folgt. Und das ist nur der Prolog. Schon auf den ersten Kilometern in voller Fahrt wird klar, daß dieser getunte M3 alle bisherigen Vergleichsmodelle in den Schatten stellt.

Gierig hängt der Motor am Gas: Bereits ab 3000 Umdrehungen zeigt der Kelleners M3 3.4 die immense Power, die in ihm steckt. Dank Schaltwegeverkürzung und einem kurzen Schaltknauf sind die Gänge wunderbar schnell zu wechseln. Das in Höhe und Zugstufe verstellbare Sportfahrwerk ist hart, sorgt aber jederzeit für guten Bodenkontakt. Selbst bei ausgeschaltetem ESP bringt diesen M3 kaum etwas aus der Spur – was zum Teil allerdings auch auf die Semislicks zurückzuführen ist, die für ausgezeichneten Grip sorgen.

Meßwerte und technische Daten

Die gemessene Beschleunigung untermauert das Erlebte eindrucksvoll: In 4,2 Sekunden geht’s von null bis 100 km/h, schneller als jeder andere von SPORTSCARS getestete M3. Und auch die Verzögerungswerte der Vierkolben-Brembos erweisen sich als hervorragend – was wiederum zum Teil an den Cup-Reifen liegt.

Die Höchstgeschwindigkeit liegt laut Hersteller bei 295 km/h. Die verkürzte Hinterachsübersetzung (3,92:1) kostet zwar ein wenig Endgeschwindigkeit, macht sich aber bei Ausflügen auf die Rennstrecke bezahlt. Den Beweis dafür lieferte kürzlich das Team Schwedenkreuz, das seinen M3 für das 24-Stunden-Rennen am Nürburging von Kelleners aufbauen ließ. Mit einem bis auf die Auspuffanlage identischen Tuning-Paket reichte es zum achten Platz in der Klasse.

Meßwerte Kelleners M3 3.4

Beschleunigung

0-100 km/h 4,2 s

0-130 km/h 7,4 s

0-160 km/h 10,8 s

0-200 km/h 14,4 s

AUTOBILD SPORTSCARS-Spurt

100-200 km/h 11,7 s

Elastizität

60-100 km/h im 4. Gang 4,8 s

80-120 km/h im 5./6. Gang 5,8/9,6 s

Bremsweg (Verzögerung)

100-0 km/h kalt 37,8 m (-10,2 m/s2)

100-0 km/h warm 35,3 m (-11,1 m/s2)

200-0 km/h warm 135,8 m (-11,5 m/s2)

Verbrauch auf 100 km

minimal/maximal 11,0/28,0 l

Durchschnitt 16,1 l Super plus

Reichweite 390 km

BMW M5 E39 V8 Engine Swap to E46 M3

CAMS AND ECU MODIFICATION

Choose From Three ARP Replacement Rod Bolts:

Because factory connecting rods (or aftermarket versions of OEM rods) are used in a variety of applications from rebuilt stock motors to modified powerplants used in circle track, marine and drag racing engines – including those with superchargers and/ or nitrous oxide injection systems – ARP offers replacement rod bolts in three different models. All of them are substantially better than the stock OEM and most aftermarket bolts.

GOOD: STANDARD HIGH PERFORMANCE BOLTS

A premium grade 8740 alloy chrome moly steel is used to manufacture ARP High Performance connecting rod bolts.This material is heat-treated to provide a tensile strength in the 200,000 psi range, which is substantially stronger than the OEM bolts. Cycle testing shows ARP High Performance rod bolts to be nearly five times more reliable than stock bolts.

BETTER: WAVE-LOC® HIGH PERFORMANCE BOLTS

The same heat-treated 8740 chrome moly steel is used to make these rod bolts as ARP’s standard High Performance rod bolts. The big difference is in the shank design, with ARP’s exclusive (and patented) Wave-Loc technology providing substantial benefits. Because there are fairly wide tolerances in factory bolt holes, the bolt must be able to fit snugly and a knurl is applied. Unfortunately, these knurls cut deep into the bolt material, leaving sharp edges and enormous “stress risers” that promote failure. That’s why ARP developed the Wave-Loc design that features symmetrical waves and provides an effective interference fit without creating stress risers in the bolt or the rod.

BEST: “PRO” SERIES WAVE-LOC BOLTS

For the most severe applications, in conjunction with aftermarket I-beam rods, ARP has developed the “Pro” Series Wave-Loc bolts. These ultra heavy-duty rod bolts are made from a special material designated ARP2000. It has approximately 200% the fatigue life of 8740 chrome moly steel and has a tensile strength of about 220,000 psi, and is capable of more than 12,000 lbs. clamping force.

TECH NOTE: ROD BOLTS

Unquestionably the most important fasteners in any engine are the connecting rod bolts, as they hold the key to the entire rotating assembly. A broken bolt will lead to catastrophic engine failure. As you can imagine, the most critical joint is where the connecting rod halves mate. The rod bolts must support the primary tension loads caused by each rotation (or cycle) of the crankshaft. When the crank rotates, the big end of the connecting rod essentially becomes oval-shaped and the rod bolts bend. As the crankshaft continues to rotate, the rod becomes round again. With alternating tension loads and cyclic bending of the bolts, it is very important to install fasteners that are able to exert a clamping force greater than the load imposed upon the joint (tension). In addition to utilizing a rod bolt with sufficient strength to withstand the tremendous cyclical strains placed upon it, it is absolutely imperative that the bolts be properly tightened. The preferred method of monitoring the correct amount of tension is through use of a stretch gauge. This is far more accurate than using a torque wrench. Moreover, through subsequently checking the rod bolts length at teardowns, it is possible to determine if it has been stressed beyond safe limits and must be replaced.

“Waves” contact bolt hole wall to provide extra support and strengthen connecting rod Rod cap is precisely located because forward “wave” serves as a guide Threads are rolled, not cut “Waves” are forged into bolt, as opposed to cut knurls, which interrupt grain flow

ADVANTAGES OF WAVE-LOC ROD BOLTS:

Standard High Performance Pro Series Wave-Loc

REPLACEMENT CONNECTING ROD BOLTS

Wave-Loc® High Performance

• Wave-Loc surface contacts the rod and cap for optimum alignment and reduction of fluctuating stress – which strengthens the rod itself!

• Provides snug fit for all OEM connecting rods despite wide range of factory rod bolt hole tolerances.

• Available for most applications.

• Superior material grain flow because of patented Wave-Loc surface design as compared to knurled bolts that have sharp edges and “built-in” stress risers.

• Galling and scoring of the rod is virtually eliminated because there is only smooth contact and absolutely no “digging.”