The Calgary International Auto and Truck Show took place this year from March 9-13 2016 at the BMO Centre. The show is once every year, and is a showcase for vehicle manufactures to display their newest models to the public. Virtually every manufacture attends the show to get the crowd excited for their new vehicle lineup.
We have put together a few vehicles that we thought really stood out in the show!
2016 Dodge Viper
Scion FRS Race Car
Buick Avenir Concept
Ford Focus RS
Audi R8 V10 Plus
Cardel Racing Lamborghini Gallardo GT3
Lexus LC Concept
Lotus Exige Cup
Rolls Royce Booth
Ferrari 458 Speciale
Maserati GranTurismo MC
Aston Martin / Bentley Booth
BMW ///M2 Debut
BMW ///M4 GTS Debut
Acura NSX Debut
Acura Race Car
As the weather is turning for the better in Calgary, we were inspired to start moving on getting this BMW Turbo M3 going. So we accomplished a lot this week, from a few parts installs to fabrication, this project is starting to look like a car again.
There is lots of fabrication involved in a custom build like this, so we decided to tackle one thing at a time:
We started by mounting the intercooler. This was easier than we expected, as we were able to use the existing metal bumper supports. We welded tabs on the supports, then simply bolted the intercooler to the tabs.
Next with the intercooler piping, which involved figuring out the precise bends to align the aluminum piping from the intercooler to the turbo, and from the intercooler to the intake manifold. This is done by a mockup of where the piping will be, then TIG welding the piping to spec.
The next step was to fabricate custom mounts to mount the radiator to the chassis. So we fabricated 4 tabs, 2 at the top and 2 at the bottom to hold the Mishimoto radiator in place. Also you can see in the last picture the relocated coolant expansion tank. We had to re-locate the coolant expansion tank due to the top mount turbo. So we modified a Moroso universal expansion tank to fit behind the radiator.
Stay tuned. The last piece to fabricate is the exhaust!
This particular BMW M3 has always been on the line of being a street car and a track car. This car spent a of time at the track however it also has been enjoyed on the street, or on highway mountain cruises. Due to this dual purpose nature we had left the car with a stripped rear and bolt in half cage, but with the front interior still in tact.
We wanted to change up the style this year, lighten the car, and make it more purposeful on the track. So we decided to do a full interior stripping of the car. With all the interior pices stripped out, the next strep is to chip off the sound deadening, and paint the interior.
Well, we managed to get the Infiniti G35 LS Swap fired up, ensured everything was comfortable inside the new chassis, and finally got this beast out onto the pavement. We are tuning this car with HP Tuners, a very popular tuning platform for the GM ECU’s. After doing a few pulls and cleaning up our tune, the Infiniti was running like a champ. While constantly viewing the engine parameters, it was time to break in all the mechanical components. The engine compression rings were seated by driving under various loads and rpm ranges. Heavy engine braking is ideal for this, along with gradually increasing acceleration load. After about an hour we headed back to the shop to give everything a thorough once over.
Once we had the car in the air, we checked over all mounting hardware, suspension supports and braces, and ensured no fluid leaks were present. We made sure that the levels were proper after the vehicle’s systems had burped themselves, and that everything was functioning as intended. We did a fresh oil change at this point, and saved a litre of the drained oil to be tested at a later date. After everything was buttoned up, it was back to putting more miles on the car.
After accumulating just over 1000 road driven kilometres on the car, we had no major issues and everything seemed to be settling into the chassis quite nicely. We haven’t fully tuned for power at this time, mainly because we were waiting on the arrival of a smaller supercharger pulley, which will generate significantly more boost. Sometime after the installation we will be starting to tune for power and see what our boosted V8 will produce to the tires.
Do you want us to do something like this to your car?
From the diagrams below you can see the differences between a conventional return-type system and a returnless system. The return type utilities a pressure regulator after the fuel rail and the returnless system uses a pressure regulator before the fuel rail.
The LS engine does however operate at a different pressure and as result, demands more fuel. Because of this, we will need to run a different fuel pressure regulator and an upgraded fuel pump. The Porsche uses an integrated fuel pump and pressure regulator unit in-tank, this difference will result in some customization to get everything mated together.
Another issue we encountered, was that the clearance between the intake manifold and the top of the engine bay is extremely tight. To eliminate this, we will be looking into a Holley performance AN flanged fuel rail to eliminate the stock fuel rail crossover tube.
The time has come to test fit the engine and transmission in the Porsche chassis. We did the prep work on the engine, which included installing the clutch/flywheel and mating the LS3 engine to the Porsche transmission via an adapter plate. We then installed various components on the engine, such as the alternator and mount plates. The next step was figuring out how to test fit the compilation in the Porsche.
Since there was no way the engine was going to drop in from the top, we decided to put the engine/transmission on a steel work bench, and drop the chassis on to the engine.
After a few modifications, the engine fit pretty easily!
This project started because the owner of the 996 Porsche C4S came to us with a blown engine. It turned out that the cylinder walls were scratched badly, which caused knocking in the engine. The only way to get this car back on the road would be to rebuild the stock engine.The problem is that no one likes stock! Where others saw a problem, we saw an opportunity. We presented the options to the owner of a stock rebuild, or doing a complete LS engine swap. We had been in communication with a company in Las Vegas called Renegade Hybrids, who specializes in LS swap conversion kits for a variety of older generation Porsche vehicle. There are a few advantages of doing an LS engine swap vs. a rebuild.
- more hp, more torque
- similar costs
- GM factory warranty for the engine
- cheaper maintenance
- retains stock transmission
- increased reliability
- its a no brainer!
So after various discussions with the owner, he decided to go ahead with this project. So we ordered a 485hp version of the 6.2L LS3 in crate engine form, and ordered the necessary conversion parts from Renegade Hybrids. After that, it was just a waiting game for the parts to arrive!
Haute AG here, coming at you again with another project kickoff announcement! Hopefully you followed and liked our Project G35 LS build, now it’s time to announce our next Euro oriented build! Introducing Project BMW M3 Turbo. We will be doing a full custom Borg Warner turbocharger, along with an AEM Infinity stand alone ECU management system. We will take you through the build process with detailed pictures and commentary.
This vehicle originally started life as a simple yet clean BMW M3. When the latest owner got his hands on it, all of that quickly changed. The car was equipped with a wide body Flossman kit, bolt in cage, and an Active Autowerke supercharger kit. The car saw many track days, including a showing at M Fest. As it seems to go with all enthusiasts, however, the owner soon realized he needed more power. You can see the previous iteration of this car, in the PAS Mag Feature HERE and the Illmotion Feature HERE.
After the engine is this set up blew a piston, it was time to set ourselves apart, we chose to go with a custom top mounted turbo setup. Most guys with an M go with the HPF bottom mount kit, which are great systems as well. However we wanted to challenge ourselves, and be the first to successfully install the largest EFR series turbocharger Borg Warner makes, the EFR9180. So, after some careful planning we figured it should all fit, then we got to ordering a custom turbo manifold, along with an intake manifold and intercooler.
Stay tuned as we make headway through this exciting build, and bring you current pictures/descriptions as we transform this M into a turbocharged monster!