NMNA- 3.5ltr Motor

Great price if it's a good build. Don't know why he has custom intake manifolds, I guess no reason for custom headers too.
 
woah what in the redneck joules vern world of meth is going on here ? Torque converter ? anyone else look at the last picture , an M30 with a timing belt ? no water pump ( could be cool , but those dash 6 lines ( maybe dash 8) don't seam like that going keep an m30 cool ??
 

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Whoa, this looks pretty wild. Appears to be a fabricated dry sump oil pan with oil scavenging pump and lines. It’s meant to be installed upright like an M88/1 by what I’ve seen.

the sheet metal fabricated intake manifold/ plenum has its roots in drag racing, and that thought further bolstered by the narrowed (Ford 9”?) rear and coil overs with those big fatso drag slicks seen in the background of some of the pictures. The Holley 2 bbl carbs also seem to come from the drag race world. Often used as end carbs on a 3x2 ”six pack” setup.

that drag application might also explain the small coolant lines, assuming the motor lives and works for 1/4 mile at a time?
 
I’d wager money that a b35 with a chip would out perform this Frankenstein mess. If an intake like this could flow decently, bmw engineers would have made something this ugly and stuck it in place of the existing manifolds.
I appreciate all of the work, it’s just not for me and it all has a questionable output. The m30 family of engines is so easily altered, with know outcomes, that it seems ludicrous to deviate from standards to such a degree. Having said that, it looks like who ever built this was having fun just playing with the build.
 
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Markos said:
Have you ever seen the factory four barrel setup?

Click to expand...
I have two of the 4-bbl manifolds, one on my daily driver E3 and another one for the M30 that's going into my 67 Nova wagon.
Marty's article is somewhat misleading in the description of the carburetors. Q-jets and 4a1 carburetors have mechanically operated secondary butterflies with an air valve on top. This creates a variable venturi that varies in size with the air flow through the secondaries, and the rate that the venturi increases in size is adjustable. I don't think Marty ever put a Q-jet on his engine and ran it.
The choice of a square-bore vacuum secondary carburetor leaves a lot to be desired. I spent many hours sitting on the fenders of cars strapped to a chassis dyno trying to get the best operation of the vacuum secondaries. It's an odd setup in that the percentage of opening of the secondaries is controlled by the vacuum in the primary venturis, but the vacuum in the primary venturis is affected by the opening of the secondaries, creating an odd feedback loop. It is virtually impossible to get a vacuum secondary carburetor to open the secondaries fully while not having them open prematurely. Smooth operation on the opening point always resulted in incomplete opening at the top end. During the dyno test, as the engine was approaching the power peak, I would reach over and physically open the secondaries all the way, and the result was a distinct increase in power.

Here's a quote from a previous post of mine:

"In reading these four barrel chronicles they don't talk about doing serious work to the intake manifold to lessen the effect of going from a square bore carb to a spread bore manifold. Adapters are cool, but even the 4-hole ones are brutal as there are still a lot of sharp angles and chunks of aluminum in the way, as shown in the pic. I've done dyno testing of some square carbs on unmodified manifolds and the results were not good. Removing the entire center would be my first step if I was going to put a square carb on it. Fortunately I have a handful of Q-jets to choose from, and they fit just fine with a little metal removal from the baseplate."


m304bbladapter.jpg
 
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