The new engine sparked to life on the first crank. Gary Karamikian, evosport's tuning expert,programmed the AEM box with a "break-in" mode, ranging from 15 degrees of ignition at 10psi to 10 degrees at 18psi. After 500 miles, evosport's Dynojet 248C recorded a knock-less 403 wheel-hp run at 12psi, using 91 pump fuel.
After a trouble-free road trip from Southern California to Kansas City, I stopped at Imagine Auto and visited their all-wheel Mustang Dynamometer. Project M3 had a tank of fuel with about 98 octane, thanks to a mix of KC's local 92 octane and a few gallons of Sunoco 112 GT racing fuel. On the Imagine Auto's dyno, the car sustained enough grunt to register 527 wheel-hp. Not bad for 18psi, 8.2:1 compression, stock cams, and only 10 degrees ignition. On the T66 compressor map, this puts it near the heart of its peak efficiency. The SFR turbo kit as well and nice flowing head from VAC Motorsport were doing thier job.
The dyno pulls were done using NGK R5671A-9 spark plugs (three steps colder than stock) and Redline differential and transmission fluids. I've also recently switched to Quaker's new 15w-50 fully synthetic racing engine oil, which is sanctioned for racing use only. This isn't sold in regular auto stores, but can be shipped by contacting the Paul Oil Company in Oakdale, Calif.
Given the tune, it's obvious a lot more power can still be had at this boost level-probably 50-60 wheel-hp on a full race-gas tune-but I wanted to quit while I was still ahead. It's been a long journey with this car and it's time to enjoy it.
Fast forward a couple of months and I've simply been having a ball with Project M3. The UUC 4-puck clutch and flywheel package is easy to live with and I'm loving the throws of my new UUC short shifter. The AEM tune from evosport has been spot-on and there have been no misfires, stalls, or hesitations. But best of all is the unique sound from the Magnaflow setup. With two resonators and the large muffler, it's quiet enough for a straight-through exhaust during cruising. At wide-open throttle, it definitely has a distinctive timbre over other turbo BMWs I've heard. The closest I could compare it to is the sound of a mid-90s 3.2-liter PTG BMW M3 GTR.
Thanks to the low compression of the JE Pistons, I am satisfied with 435 wheel-hp level on 92 octane. However I keep a close eye on engine performance with Performance Developments Knock Link. This little device includes its own knock sensor and features a series of LEDs, (two green: normal; two orange: caution; and one red: knock), and it can be adjusted for sensitivity. It allows you to monitor knock in real time and it's nominal price saves tons of paranoia. Many high output engines have been lost from a bad batch of gas, too high (and sometimes too low) ambient temperatures, road course activity, a high-speed run, a hot spark plug, hot spots in combustion, or other factors that can't always be accurately knock-tested with just a few dyno pulls. I'll have one of these hooked up in every modified turbo car I own.
Excuse me, I'm off to enjoy this car again. The only problem now is the car really needs taller gears. Finally, a good problem.
Turbonetics' New Gen adjustable wastegate uses a two-inch Inconel swing valve (as opposed to a poppet-type), offering a clear path for the exhaust gases to regulate boost pressure. It features a billet cap, V-band type connection, and the ability to control over 1000hp as tested by Turbonetics. I use the thicker spring, which lets the M3 boost between 11 and 18psi. | 
One of the advantages of this top-mount turbo system is the wastegate location, allowing for quick removal without getting underneath the car. It sits next to the downpipe, beneath the intake manifold, which is heat-shielded from it. It also dumps back into the exhaust system. | 
OK, I know I said SFR makes everything, but in order to save hours, California Water Jet cut our header flanges in minutes. Although not visible, at the outlet of this merge collector sits in my EGT probe location, which even at our considerably low ignition timing is registering healthy temps. |
A look at the SFR 321 stainless-steel headers. Starting with 1.6-inch primaries, it converges into twin, 3-into-1 Burns collectors with 2-inch outlets, crossing over and merging once again through a Washbon 2-into-1 collector with a two-inch inlet and a 2.25-inch outlet. A 2.25-inch pipe (not pictured) makes it up to the inlet of the turbo hot side. | 
Choosing an intercooler was tricky, but SFR ended up welding together twin Turbonetics/Spearco intercoolers that flow over 1000hp. SFR also fabbed the end tanks accommodating three-inch intercooler piping. Tucked just behind the outlet of the intercooler sits a Turbonetics Godzilla blowoff valve. | 
Factory accessory fan junked and replaced with a 16-inch, 1300 CFM Spal push fan that more than does the trick. I chose the straight-blade, non-quiet version to get the most flow, but I don't even notice it when driving. Using a Dremel tool, I ground down the factory brackets a couple of millimeters for a more contact-free blade rotation. |