Cockroach Individual M3 9/12/2026 PFC BBK, Euro Headers, MSW Engine Mounts

[samthejam]

I also see I am missing a fuck ton of the ducting, Untitled by Sam DaJam, on Flickr Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr


Mine doesn't even have the lower piece that directs air towards the oil cooler/rad, it's broken. Missing the side pieces and the undertray so going to source all that.
Untitled by Sam DaJam, on Flickr

Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr

[samthejam]

So, the path to tuning begins. I loaded the canned tune, which is for a Bimmerworld Race Exhaust with the same headers. I have the Street/Track exhaust, so I expected it to be close. I immediately had to switch to the stock throttle map, I preferred that much much more.

I didn’t feel a meaningful difference at WOT. If anything, near redline it felt like it pulled less hard. It wasn't burying the needle to 8k anymore, felt like it wanted to be shifted a bit early. However, part-throttle response was improved. I also saw the knock adaptation quickly start pulling timing. I came across a thread showing that the CSL setting can allow it to only pull 2 degrees of timing, but I have no idea which table that is. I’m not trying to take the risk of the DME wanting to pull timing but being unable to. If I could find that out I would be much more comfortable trying the canned file, for longer. The canned file had other CSL settings, for knock related things so I am just being precautious.

In my opinion that’s not looking very good, if your tune is based on CSL PD31. If I remember correct, the max knock adaption is limited there to 2.00°cr. So it can‘t go any higher than 2.00°. So if all knock adaptions are maxed out to max, you have to much ignition advance in your tune for you engine or wrong fuel.

I got similar results with wrong fuel in tank, I mapped my CSL based tune to 102 octan (German premium fuel) and when I put 98 in my tank I also have 2.00° across all cylinders.

Since I didn’t feel any meaningful difference at WOT, and I knew the knock sensors were desensitized, and the engine was pulling timing fairly quickly, even with relatively cool ambient temps. To me, that felt too aggressive.

This tune was used in a race car for many years, so it should be good. However, this isn’t a competition car—I drive it to tracks as far as 800 miles away.

I understand these might be tricks to help the engine hit a timing target, but unless I’ve verified that it’s not knocking on a dyno, I’d prefer to play it safe until I can get it on a dyno.

Here were the knock adaptation values after doing the same test loop and similar WOT/heavy part-throttle runs using the stock tune. So there’s clearly some room for improvement, and I’m using this as a tool to sort've gauge it.

I still don’t fully understand what this adaptation means, and based on other threads, it seems like others aren’t entirely sure either. But I figure it’s better than nothing, so I used it for data since the testing conditions were pretty consistent.

https://nam3forum.com/forums/forum/main-forum/e46-2001-2006/25764-knock-ignition-adaptations

https://nam3forum.com/forums/forum/main-forum/e46-2001-2006/93397-acceptable-range-for-ignition-adaptation-values

One thing that surprised me was how much better part-throttle felt, even though the canned map didn’t have many changes to the VANOS. It basically only advanced the intake cam about 15 degrees at high RPM. The exhaust cam was barely touched—only about a degree at high load and RPM.

However, it had a fairly aggressive part-throttle ignition map, and the torque management’s optimal ignition map was also edited.

So I chose to focus a lot of my time on the part-throttle ignition map. I increased timing, but more mildly than the canned tune, and kept the high-load/high-RPM areas close to the WOT timing values. I also added a degree of commanded timing at WOT, since knock adaptation showed the DME was trying to add timing. The DME should have no issue pulling timing if needed due to fuel quality, high ambient temps, etc. I did not change the torque management, optimal ignition map or the ignition minimum map. Just the part throttle map.

As for the VANOS, I retarded the cams toward the US values at high RPM and load, but tapered them similar to the Euro maps to promote some scavenging at lower loads. At higher loads, this should be less stressful on the engine. I’ve attached a document from M3Forum where people discussed adjusting cam timing. I also richened the WOT fueling, which should help keep EGTs down and reduce stress on the drivetrain.

Why didn’t I just use the Euro VANOS maps? Good question. I know what I have now is safe. The Euro map seems to play with VANOS a lot more, presumably because they weren’t limited by the restrictive USDM cats. With my much freer-flowing exhaust, using the USDM values should be much easier on the engine.

I’d really like to do some VANOS testing on a dyno or through controlled logging to monitor airflow and see what actually benefits my setup. If I had a more standard dual exhaust system from the headers back, I’d definitely lean toward using the Euro VANOS targets.





How is it? I feel like part-throttle response is definitely improved around town, which is exactly what I was after. WOT feels like the engine is less strained compared to the canned tune. Since it’s running richer and using similar VANOS values—with just mild advance at lower loads—it should be safe. Knock values also looked good.




I understand the way I’m doing this isn’t ideal. Like I said, I’d love to get on a dyno, rent one for the day, and really find out what this setup wants.

That said, I feel like I’ve made sensible changes—nothing drastic, but ones that should only improve things and be much easier on the engine. I’ve also kept the factory safety features intact until I can test more aggressive settings in a controlled environment. I’ll attach the tune file in case anyone wants to take a look and share their thoughts. It’s a 2701, so be sure to use that definition.

This DME has a lot more going on than the one in my E28, but it’s been fun learning and experimenting so far.

[bigjae46]

I have an AC condenser that is in decent shape. That will help.

The biggest problem is you probably have a lot of high pressure air under the hood which stalls flow through the radiator and oil cooler. The E9X M3 ducts the oil cooler underneath the car out of the engine screening. That would help.

The other thing that helped a lot was swaintech coating my headers and reinstalling the heat shields. Then relocating the expansion tank to the drug bin and then replacing it with a 2l Canton tank helped a bunch. Also can run a higher pressure cap.

[samthejam]

As far as getting it to run cool. I am not sure. I want to get all the ducting, my friend from the wagon should have a parts car coming soon. So want to throw that at it, maybe the lower temp thermostat from the board here from Anri, or a motorsports one. As well as probably just fork the $500 for a Koyo Radiator.

The fan clutch is good, water pump is present and working. Two used OE rads do it, the 2016 ones had fantastic conditions of the fins. Thermostat appears good, tested before installing and no issues with temps. What sucks is it hard to replicate car has to be driven hard for multiple laps.

Road Atlanta is in June and my goal is to do that, so hopefully can figure something out.

[samthejam]

Another Update,

Some maintenance things were done before my last track weekend, new MAF done preventatively, new fuel filter and I was started to get a knocking noise. So I replaced my FCABs, as that was the cause. Only 19k miles out of these Bimmerworld TrackCABs. So not very happy with them. However it was only $20 for new bushings, so I threw a set in. Next year will switch to Turner Monoballs or the GC ones.

Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr

Still using the car for daily driving. I have taken the E28 out, went to Moto GP with it and to work once a week. However this is still my main car.
Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr

When I got the car it came with this clusterfuck of exhaust hardware. I have been buying Genuine Gaskets, but the bolts tend to back out and they're pretty pricey to keep doing. So I got all brand new hardware for this junction. I really wish I had found OE Euro headers. One day...

Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr

Cracked another cheapy rear rotor. Also got some more NOS PFC 83s. It was the last set the guy had. So on the next set onto PFC 11s.
Untitled by Sam DaJam, on Flickr

If you remember last time at COTA the car was getting warm. So I threw a 2016 date code OE rad at it.
Untitled by Sam DaJam, on Flickr


Also did an oil change but car was prepped for the next event.
Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr



Needed to help my friend Ale get his wagon ready. His rear wheel bearing was going bad. He decided to just swap one from a parts car. So we did that one night, I forgot I gave my RTAB tool to someone. So had to burn and hacksaw the bushings out. We also found his coilovers were leaking. So I sold him my old GCs as well as got him some takeoff race pads to get through the weekend.
Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr

The track weekend ended up being fantastic! Mainly because of Sunday, however Saturday was filled with ups and downs. I was very booked with instructor workload and the car was getting warm after 4 hot laps. I wasn't meeting my time goals. I went to bleed it but noticed there seemed to be a lot of bubbles that kept coming from nowhere. I am very good at catosphrizng things and wanted answers. So I bought an exhaust gas tester for the cooling system to rule that out and make sure I wasn't going to hurt anything. The gauge was only getting up to 3/4, and that makes me pretty anxious.

Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr

It passed the headgasket test so I kept running it. Luckily we also got cooler weather and rain and car was doing perfect for that. Also added water wetter for shits and giggle.

Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr

Fun slides with one of my miata friends.

This was a scary one.

I also tested it at home once again with the headgasket tester, just to double check it. Sunday was a much cooler today, not that Satuday was very hot, only 85 degrees. Sunday was 50-60s, which is perfect. MSRH surface can be very temperamental too temperature. Despite this, car did fantastic all day.

Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr

The surface also tears up tires, however getting fantastic wear for the fronts. The rears were actually lower after this event for tread. I am stoked about that! One of the issues with my E28 was getting it to have decent front tire wear. This car currently has a sharp turn in, and wants to be oversteer with the throttle which is how I enjoy driving. It isn't always fast but it is fun.

https://youtube.com/shorts/t4MPADWjkAk?si=vfOiRvDRpunAq6H5

I cleared space for my SD card at lunch and I am an idiot. Deleted all those PBs from the morning. I thought I backed them up, but I didn't.

I was able to get this video though. I though it was very interesting to see how the car looks from an outside perspective compared to my in car perspective.

Some more pictures:
Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr

Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr

[WestBankM4]

Great thread, the car has come a long way to make it onto the track reliably thus far.

[samthejam]

Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr

Despite leaving about 2.5 hours away from COTA, it's a an intimidating place and I have always made an excuse to not go. This time I didn't know I had a car that could take it, but man was it hard on the M3.


It was a good weekend and car got home in one piece.


Saturday it was running to 3/4 for water temp. So I guess it needs a rad. I have never seen this thing go over half on track before, it was only about 85F. I had heater on full blast and it was holding there. My dads car was always at half, I want to make some effort to get that temp gauge down for the 90+ degree track events.

The stupid sunroof panel from my dads old car kept falling out, coupled with me being worried about the gauge AND really struggling through turn 13-16 it was a bad time. My instructor experience was quite stressful. I couldn't break past a 2:38.

Luckily, we got rain. Which brought cooler temps for everything and I learn a lot quicker in the rain. So I was able to figure out what the car liked and the surface here isn't fucked like MSR so could practice dry line in the wet.


Untitled by Sam DaJam, on Flickr


This set me up for the next morning. I stayed in San Marco, so like a 45 min drive from the track.
After a decent night sleep, and the things I learned in the rain. My pace picked up significantly Sunday by 2-3 seconds average but with the cold temps in the morning I was able to see a 2:34 on the laptimer. Goal was a 2:35.

Which isn’t totally correct since the start finish was in the wrong spot but it’s still a 2:35 if you hand time it at regular start finish.

Untitled by Sam DaJam, on Flickr

Untitled by Sam DaJam, on Flickr

Untitled by Sam DaJam, on Flickr

With my pace having picked up my brakes were struggling. Pad started disappearing quite quickly. I will need to add cooling. The RF shock also Sunday was creating some really odd shake in the wheel when unloaded in long right handers as well as just making the car handle odd. So there goes my PFC 83s I really liked.

Untitled by Sam DaJam, on Flickr

Untitled by Sam DaJam, on Flickr




So I guess it's time for the old GC's to put in some service, use them until the blow as well.

Action Items for next time:
- Get COTA added to my Aim Solo
- figure out front shocks
- genuine OE rad, or maybe Koyo (research if they are good)
- Add Brake Ducts/Cooling (deflectors?)
- Drive better.

Untitled by Sam DaJam, on Flickr

Untitled by Sam DaJam, on Flickr

[samthejam]

So I went to spectate Nascar at COTA this past weekend, since I'll be there next weekend remember how to get there and also enjoy Nascar.

I only really took videos of the nascar part so these are the only pics I have from that weekend really.
Untitled by Sam DaJam, on Flickr

Untitled by Sam DaJam, on Flickr

Fairly uneventful, went and enjoyed that and helped my friend finish up his engine swap into his frs. First time working on a LS but we got it running that night didn't home until like 2am.

The only hiccup to note with the M3 was, the ABS light was coming and going. Could key cycle it and I'd have ABS again. Indicative of an ABS sensor.

Next morning I scanned it,
Untitled by Sam DaJam, on Flickr

Sure enough it is the LF sensor. So off to the yard I went. I was also able to find a better but still not correct passenger arm rest, spare GM5 and a depo rear tailight thing.

Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr

You can change it without jacking the car up! AlSo I did that in a friends driveway, I overfilled the oil a hair when I did the change and he had a thing to suck the extra out. So I did both items there. His jacks weren't low car friendly but we made it work. The old sensor appears to be aftermarket it had no correct things to hold it down.

Next day Monday, I had the Monday off for some government paperwork I needed to take care of. So I got new tires mounted, the Montero didn't start so loaded them in the E28. Also got the alignment checked at another place because it was quicker, everything was exactly where it should be so they didn't charge me anything. It was nice to sanity check my alignment work on the other machine. Holy shit do tires make a difference. I knew the others were heat cycled out but man is it always such a change.

Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr


Than I gave it a much deserved wash. I hate Tire Shine but the car wash applies it by default so whatever.

Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr

[samthejam]

Another Update,

So I have still not been absolutely blown away with these ASTs, and I felt the RF was probably leaking a bit. So I took it all apart to confirm that as well as judge the condition of my old GCs. I also found one of the strut tower welds had recracked, but they weren't drilled. So not surprising.

Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr

Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr

Here are my findings for the front. The RF is definitely tired but not completely shot. It has about the same rebound return speed on multiple settings. I also marked the living fuck out of everything in case anything needs to be adjusted or serviced, there is less guessing.

The good news is when these ASTs do kick the bucket, the GCs I have use the same length struts I used to use in my homebuilt E28 coilovers. So the length is bascially the same as a 8610-1437 Koni. Which means I can put 8611-1259 DAs in and it looks like TC Kline is selling rear shocks indiv. So I could piece meal a set of Double Adjustable Coilovers. Which would be nice, I have been really wanting to get that knob for tuning purposes.

I lowered the front to where the GCs used to be and I believe this put the damper in a much happier part of its range. After this I have been much happier with them as far as tolerating them on the street. I am now at 6F,6R clicks rear.
Untitled by Sam DaJam, on Flickr

I was itching to test car for COTA, and feel out the changes at a place I am comfortable with before going to a brand new track.So I impulsively decided I was gonna test it, I got some earl from the stealership and changed it. At this point these Direzzas have 7500 Street miles and 2 events on them. The rears are at the wear bars, and it was predicated to rain but we got lucky it didn't however track was very green as it had been raining for past week and it never got above 45 degrees. My Go Pro battery didn't last more than a session.

Breakfast of Champions
Test N toon by Sam DaJam, on Flickr

These two short videos should give you an idea of how it was driving.

Very sideways, very stiff. It used to be a car I'd describe anyone could get in and go fast. Now it is quick, but man you have to be quick and precise. Which is a fun challenge but it is dicey. After a couple sessions, I was able to match the cars pace the last time I had it out, so I haven't made it slower maybe even quicker but it takes a lot to extract that time and isn't as repeatable. I threw away a 46, messed up a section but I am happy with the low 47s.

Test N toon by Sam DaJam, on Flickr
First Session,


My friend with his S54 swapped wagon, we traded cars for a session. I was able to get 1:53 out of it, just PFC 11s. Indyhawk fronts, random rear tires and Eibach Coilovers.

Test N toon by Sam DaJam, on Flickr

After removing a click from the rear and a couple sessions.
Test N toon by Sam DaJam, on Flickr

Odo hit 120k on track
Test N toon by Sam DaJam, on Flickr



Shitting my pants on way home, I used to drive my E28 on the baldest 200tw tires you can imagine but this E46 M3 just hydroplanes all of it.
Test N toon by Sam DaJam, on Flickr

I also checked the Alignment, with toe plates just to get numbers. It's now at zero toe in the front and has like 4mm of rear toe in.

I weighed it, this is with 3/4 of a tank.
Test N toon by Sam DaJam, on Flickr

Test N toon by Sam DaJam, on Flickr

The cross weight when I sat in it came out to exactly 50.0%

but yea, manual swap and rack no complaints. Unsure if I'm happy with the ASTs we'll see how they do at COTA. Displeased it is not as easy to drive, but it is so sharp and reactive now when it is not bumpy and I love that it just is hard to be repeatable but with more seat time I could master it I think.

Despite my e28 have everything working an being quieter, I have been gravitating towards this car. Use it everyday for work and on the weekends. Which is very strange, as my E28 no other car had been able to match it in terms of enjoyment for me. It would appear that I have built V2.0 of that car.

Test N toon by Sam DaJam, on Flickr

[Loopyspec]

Love the progress and good job on the manual swap! I'm on the fence of doing myself.

[samthejam]

Got the new ZHP wheel in and it came out much better than the last one I had in my free30i. I mainly just used warm water and a toothbrush this time instead of the Sonax cleaner and a microfiber. I tried some regular home soaps, dish soap and hand soap didn't seem to make too much of a difference. Just a lot of light brushing and warm water.

Also got the shift knob wired up using a pigtail from a parts car.

Maybe one day I can find a good used ZCp/comp wheel, but for now this will do.

Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr

[samthejam]

[samthejam]

So I was able to get the manual swap done. Total time was about 11 hours. I was able to do the swap and drive to Huntsville on the same day.
Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr
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Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr


Untitled by Sam DaJam, on Flickr
The biggest complications were the bellhousing bolts, welding the shifter bracket, and the clutch soft line.

- I am familiar with how fun bellhousing bolts are. However, even with all the extensions, and wobblies I could not get to the 3 bellhousing bolts. My father does not have a pole jack, so couldnt jack engine up. What I did was lower the rear subframe bolts and that was enough to get it done. I was not very happy to do it that way but it was the ticket, I need to buy him a pole jack.

- The shifter bracket, jesus christ the sound deadning they have sprayed on compared to the 2001 M3 Vert I pulled my bracket from. Not only was it an absolute nightmare to clean, the carpet was not catching on fire. It was that stupid sound deadning and it was awkward to get in there. I was able to get the rear welded in and if I am being honest there are war crimes holding it up. However it doesn't seem to flex at all when shifting, so we'll see if it fatigues it appears solid.

- The clutch soft line, I am an idiot and didn't get a new one. Of course I used a used one, which is fine the line is fine. I got a new OE hardline. However I am pretty sure the soft line is from Non M, it is stretched out. Not pinched but it is under tension. So I need to order a M3 one, I am assuming they are different. As of writing this I have no checked the part number, if they are not different well shit.

I went to look it up, https://www.fcpeuro.com/products/bmw...774267#fitment they are the same so the monkey that installed it needs to check orientation of the hardline or something else


So that is something I need to look into.

- The coding was fun, as my NCS Expert was full german not just the job function options all of it. Even the buttons on the bottom, so for instance "process ECU" was in German. I did a good job studying this before I did it, and had not planned for that. That just made it scary but I had screenshots of the buttons in English and was just heavily double checking what I was doing as I didn't want to process all modules.


I drove home from Huntsville that night no issues.


Some other fun notes I was able to fix some issues while the plenum were on. Half the hose clamps were on incorrectly, they were around what I believe is an adjustment for the ITBS on the bottom right hand corner and not fully aropund the boots. I was able to find out why my oil pressure warning light has never worked. Someone had unplugged it. One of the Idle control valve hoses was zipties intead of hose clamped. The rearmost lower plenum hose I believe was just plain disconnected. I also saw it has a parts store starter in there.



Next day I went to Austin to get the remaining ZCP trim I bought from him as well as the ZHP trim. I was not expecting to make that trip as I expected the swap to take longer, but I wanted to shake the car down and a 6 hour roundtrip should give me an idea.

Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr

Thank You George! I got home at 10 pm, I was able to clean the Alcantara wheel fairly okay. It'll do. Very happy to have been able to have the full zcp trim.
My friend Ale went as well in his E36 and he was able to get the sport button for his S54 E46 Wagon, the car has been done for awhile but he has been looking for the correct heated seats, premium sound, non vert M3 button panel.

[samthejam]

I was able to get my free Recaro Profi in that came with my SSRs, the seat didn't come with the cusions but I was able to find a pair on Ebay of recovered cushions that someone was selling off their seats. Good enough for now. I also went with a manual rail on this side.

Untitled by Sam DaJam, on Flickr

I was also able to resolve my communication errors with various modules. I needed to solder the pins in my OBD Cable. So I am much more confident in the coding this weekend for the manual swap.


Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr
Untitled by Sam DaJam, on Flickr

[bigjae46]

Yes the plan is to weld it and try and make the carpet not catch on fire. I think I am going to just remove the center console and cut accordingly. Then just place that piece of carpet back in.

Might work...only one way to find out...but you can put a thick slab of steel on the interior side of the weld and cover it with a fiberglass tarp. The steel should absorb a lot of the heat and fiberglass won't melt. Or have someone inside of the car hold the carpet up for awhile.