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Final Motor Specs

As described in the last post, the motor build is mostly completed. There are a few weird odds-and-ends yet to be done, like a drill and tap for a bolt to secure warm-up regulator to the block and such – nothing major. But I realized that the final build specifications were never discussed fully. So here’s a chart and explanation of my build, comparing it to stock BMW and the Alpina build. Virtually every decision-point was vetted. Twenty-eight hundred cc displacement was chosen because I wanted to use a turbo-diesel crank (it’s a very stout crack, able to withstand the high pressures of the diesel motor) and I always kinda liked the e30 c2 2.7, based on the same crank and big bore. The

The Motor, completed. Sort of.

The last post – Death by a thousand delays – ended with more parts missing and some health issues for me, causing another delay. But, it turned out the time off from work allowed me to focus on the motor. And I got it out the door and off to Sacramento, to be tinkered with a tad and then, hopefully soon, dropped in the car. With the washers for the head bolts sourced, I was able to finally install the head. And then the drive belt and the pulleys. Then the oil pan was ready to go on. And then the rest of the rotating mass and the front covers. Once the motor was assembled, I was able to take some time to appreciate the machine work. Here, the intake ports were gasket matched to the intake

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