engine and drivetrain m10 cam question

[Guest Anonymous]

Vac sells a couple different cams for the m10 engines, could someone give me a quick rundown on the 304, 316 and 328's best usage ? (fi or na?)

What would be a correct compression ratio to go with to get the most power out of one of those ?

I have a spare 1.8l block, the head has been refreshed to factory specs, I would like to keep stock crank and rods and looking at my options with putting in custom pistons and a cam to get more power out of the engine .

worth it ?

[c.d.iesel]

Ray Korman's Catalog:

Korman Stock Rebuild-M10

Our stock rebuilds are assembled to BMW specifications by our experienced and dedicated technicians rather than off a mass production assembly line. Korman engines are assembled with meticulous craftsmanship, precise machining, and detailed blueprinting. All of our boring is done with a torque plate for exceptional bore roundness and long engine life. These hand built engines are available at prices comparable to a factory reman units which offer only 12 month/12,000 mile warranties.

Stock Rebuild: 2002 Carbureted P/N 11002000

2002 tii P/N 110T2010

Korman High Performance Clean Air Engines

New emissions standards may lead you to believe that traditional high performance BMW engines have been legislated away. Not so! Excellent power and acceleration gains can be realized within these constraints by improving flow and reducing the rotating and reciprocating mass of engine components. Our Clean Air Engines are fast, reliable, and clean to help you get the most out of your BMW.

Stage 1 Clean Air Engine

In our Stage 1 Clean Air engines we apply our high performance techniques to extract maximum power from stock parts while making no changes that affect Federal or State emissions laws. Our flow tested porting , polishing, valve and valve seat work promote smoother, more efficient air/fuel flow keeping the mixture much better suspended for cleaner burning. Valve spring pressure is increased for a higher max rev limit of 7000 rpm. To reduce reciprocating weight and improve acceleration we lighten and balance the connecting rods, fit stronger light weight piston pins, and lighten the flywheel. Carbureted models include a Bosch Sport Coil, High Performance Ignition Wires, and Mechanical Advance Distributor. 10-15% horsepower increase according to model.

Stage 1 Clean Air Engine with Weber Downdraft Carburetor Conversion P/N 110W2100CA

Stage 1 Clean Air Engine-Tii P/N110T20CA

Stage 2 High Performance Clean Air Engines

These engines receive our Stage 2 competition-type engine treatment for maximum performance while still meeting emissions standards. Porting and polishing are more extensive than our Stage 1, valves and seats are re-cut for improved flow, and all valves are swirl polished. For increased high RPM strength we add dual valve springs, titanium valve spring retainers, and our Korman Rocker Arms. Instead of reworked stock rods, we install our light weight chrome steel alloy connecting rods for a very substantial reduction in reciprocating weight. Lightweight piston pins are included, and the steel flywheel is lightened or replaced with our aluminum flywheel. We recommend our light weight heavy duty Sachs Sport Pressure Plate and matching disc as appropriate add-on items. We include our competition type oil system modifications for improved engine lubrication. Carbureted models receive a Bosch High Performance Coil and Mechanical Advance Distributor. Thermal barrier exhaust coating is also included.

Stage 2 Clean Air Engine w/Weber 32/36 Conversion P/N 11002220CA

Stage 2 Clean Air Engine-Tii- P/N 1102230CA

Stage 1 Carbureted Engine

A moderate increase in compression ratio, special valve work, mechanical advance distributor, Bosch Sport Coil, and Korman-Stahl headers combine to extract about 12% increase in power over the stock engine. The stock cam is used resulting in a very fuel efficient, quick engine. Expect about 112HP with the Weber 32/36 conversion.

Stage 1 Engine P/N 11002100

Stage 1 Engine with Weber 32/36 Conversion P/N 11002114

Stage 1 Tii Engine (140 HP) P/N 110T2110

Korman Competition Engines

These engines are not designed or intended for use on public highways. They do not meet requirements of the Clean Air Act of 1991 or of the California Air Resources Board. They are offered for track use only.

Stage 2 Competition Engines

This is our most popular M10 performance engine. Lots of torque, smooth idle, rapid acceleration to 7000 RPM. This is a solid 150HP engine, yet when driven with a light foot can get up to 30 mpg. This engine utilizes dual Weber 40 DCOE's with Korman's 1 piece balance port intake manifold, Korman K-300 Camshaft, Bosch Mechanical Advance Distributor, Korman-Stahl Header, Dual Valve Springs, Chrome Alloy valve spring retainers, and Korman Rocker Arms. Connecting rods are lightened and balanced, cylinder heads are fully ported and polished. The engine is completely balanced and blueprinted. All boring is done with a torque plate for best cylinder roundness. Substituting the Schrick 292 cam yields an additional 10 horsepower. P/N 11002200

Stage 2 Competition Engine with Weber 32/36 Carburetor

Same as above with the economy of utilizing the two barrel downdraft carb on the stock (73-76) manifold. Dyno tests at 140HP.

P/N 11002220

Stage 2 Competition Engine-Tii 160 HP utilizing the original Kugelfischer Injection.

P/N 11002230

Stage 3 2.0L Competition Engine

Our hot autocross/rally engine. This is a light competition engine built for power. Don't expect 150,000 miles at 7500RPM, but it is designed to operate at that engine speed. This 170 HP engine includes the Schrick 316 cam, two twin 45 DCOE Webers, lightweight connecting rods, high compression pistons, titanium valve spring retainers, racing headers, etc. Blueprinted and balanced to competition specifications.

P/N 11002300

Korman M10 2.2 Liter Engines

This capacity is available in our otherwise stock spec motor, Stage 1, 2, 3, or Full Race Spec Motor.

The special crankshaft requires a different timing chain/oil pump/crank sprocket, a different front vibration damper/pulley, improved front hub assembly, custom light weight forged pistons with light weight pins, custom length competition connecting rods, special machining to the front timing cover, and machining of the block for clearance of the longer stroke assembly.

The Club Net price for this package adds $3200.00 to the engine prices.

We also recommend using larger primary size Stahl headers at an additional cost of $140.00 over our standard 2002 header. The ceramic thermal barrier coating adds another $205.00.

Weber carb jetting and choke size must be changed to handle the increased power. Our Webers are sold with jets and chokes fitted to your engine specs so there is no additional cost for this change.

It is characteristic of the dynamics of increasing stroke that there will be frictional and inertia losses at high rpm resulting in a top end increase of only 5-7%, but producing and impressive 20% or more increase in bottom end torque. The great advantage here is a very substantial increase in acceleration without having to work the engine hard with high revs. Smooth, strong response is coupled with increased durability.

M10 2.2 Engine Kit P/N 110S0022

Sample: 2.2 L M10 "Street" Engine

Dual 45 DCOE's, Schrick 304 Cam, custom pistons and rods, Korman cylinder head, Korman-Stahl header, custom exhaust.

Also:

2002 2.2 liter street engine,292 cam, programmable fuel injection: Dyno tested at 170hp.

All Korman engines are priced using your good core

2002 Engine Components

Camshafts

Schrick cams represent the newest and most advanced designs for BMW engines. Sophisticated changes in lobe center angles and larger base circles enable reliable utilization of high lift. Their chief quality is their ability to produce a great increase in power across a wide rpm range. Clean idling and strong bottom end torque are combined with superior top end power.

Performance camshafts are sold for off road use only

P/N

Duration

Lift

Application

11314284

284°

9.5mm

M10>9/80

11314292

292°

10.0mm

11314304

304°

10.7mm

11314316

316°

11.1mm

11314328

328°

12.0mm

11314336

336°

12.5mm

Korman Reground Cams

11314300

300°

9.4mm

M10>9/80

11314330

330°

11.1mm

Schrick 284 Cam For 4 Cylinder Engines

This is Schrick’s high torque street performance cam. It gives a strong bottom end response and continues making steady power through the full rev range. It do not require cutting for piston-valve clearance.

Schrick 292 Cam for 4 Cylinder Engines

Our favorite all around performance cam. A strong step up from the 284. With our competition Stage 2 modifications, it will produce about 160 H.P. It does not require cutting for piston to valve clearance. Works with side draft or downdraft carburetion.

Schrick 304 Cam for 4 Cylinder Engines

Considerably more power at top end than the 292 cam, these are the strongest practical autocross, rally, driving school type cams. These are more sophisticated cams and obtain some of their extra power from more aggressive angles between the lobes. Additional piston/valve clearance must be cut. Use with 40 or 45 mm side draft carbs. The use of our offset cam gear listed below is highly recommended. This cam uses a standard journal diameter. A small groove must be milled by hand into the center bore.

Schrick 316 Cam for 4 Cylinder Engines

A semi-race cam for club competition on-track events. Nearly full racing performance but without sacrificing valve train reliability and life. Use with 45 DCOE Webers and large diameter headers. The big lobes require boring the cam journals in the cylinder head. (Korman can provide this service

for you) This cam provides oil directly, the cam oiling tube is not needed. Additional piston/valve clearance must be cut.

Schrick Race Cams

For fully prepared race motors only. Many engine modifications and high compression ratio required. The 336 is for those who want to win! The 328 has a wider power band and makes a good pro rally or endurance engine type cam. Both are asymmetrical, the intake lobes have more duration and lift than the exhaust lobes. You will need our offset adjustable cam gear to set the cam timing. We won an SCCA GT2 Campionship with the 336 cam and 50 DCOE Webers making 230 HP. There is no stronger cam made anywhere for the M10 motor.

Korman Reground Camshafts

Our reground cams have proven to be quick and reliable for over 150,000 miles. We use only moderate profiles to avoid the steep ramps and greater wear associated with more radical designs. They are machined on precision computer driven cam lathes, hardened, heat treated, and coated. Reasonably priced, sold on an exchange basis.

Korman K300 Camshaft For 4 Cylinder Engines

As used in our Stage 2 engine. Idles smoothly, will pull strongly through 7200 rpm. Capable of up to 150 H.P. in four cylinder engines.

P/N 11314300

Korman K330 Camshaft For 4 Cylinder Engines

Our strongest re-ground cam. Idles well but with definite cam lope. Good through 7400 rpm. Capable of 170 H.P. in four cylinder two liter engines. 330-degree duration, 11.1 mm valve lift. Use with hardened lash caps. P/N 11314330

Camshaft Installation Kits

M10 4 Cyl. Stage 1

Includes cast alloy rocker arms, dual valve springs, and chrome alloy retainers. P/N 11394400

M10 4 Cyl. Stage 2

Same as above but includes Korman Rocker Arms. P/N 11394401

M10 4 Cyl. Stage 2 Competition

Korman Racing Rockers, Titanium valve spring retainers, dual valve springs. P/N 11394402

Valve Train Components

Offset Adjustable Cam Gear

Resurfacing the cylinder head retards camshaft timing. Use this gear to advance it back to original specs.

Or to fine tune the power band of the engine Machined for 1,3,5 and 7 degrees of offset.

>11/78 (for double row chain) P/N 11310006 Single row chain gear also available by special order

Korman Rocker Arms

Lightened cast alloy rocker arms, contoured, peened, and polished. Radiused to clear valve spring retainers with high lift cams. Sold each.

M10 4 Cyl P/N1133K256229

Korman Racing Rocker Arms

Similar to above, fully polished arm, pads micropolished. M10 4 Cyl.

P/N 1133R256229

Korman Rocker Arm Lock

Designed to eliminate both the early style high tension and late style low-tension rockershaft springs. Locks rocker arm into place with less friction loss. Machined from billet aluminum with a red anodized finish. Wt 20.8 grams. One lock per rocker arm. For M10 4 Cyl Sold each

P/N 11341M10M30

Valve Springs & Retainers

High Performance Dual Valve Springs

Includes center damper spring sleeve. Long life with revs to 7600 RPM. Will fit over 79> small valve seals. Must update guides and seals on older heads. No cylinder head machining required.

P/N 11341204N

Schrick Racing Valve Springs

Made to sustain very high spring pressures, very high cam lift, and extended high RPM. Will maintain original tension four or five times longer than any other spring that we tested for BMW engines. Use with titanium retainers, sold each.

P/N 11341028 (inner and outer set, each)

Titanium Valve Spring Retainers

About half the weight and twice as strong as steel. Used in our Stage 3, 4, and race engines. Weight is 12.5 grams each.

For Korman Dual Valve Springs-M10 P/N 11342002

For Schrick Racing Valve Spring P/N 11341029

Chrome Alloy Steel Valve Spring Retainers

Much stronger than stock, used in our Stage 2 engines. Weight is 21.5 grams ea.

P/N 11342001

Valves

Korman BMW Valves

Swirl polished, profiled, and radiused for improved flow.

46 mm intake: P/N 1134K254625

38 mm exhaust: P/N 1134K251063

Korman Stainless Steel BIG Valves

47mm intake and 39mm exhaust valves profiled for max flow of durable stainless steel. For street or racing. Get the best out of your motor.

47mm intake P/N 1134K662

39mm exhaust P/N 1134K664

Titanium Racing Valves

Forty percent lighter than steel. Permits very high rpm on high lift cams with moderate spring pressures. Machined from certified bar stock and are much more reliable than forged titanium Must be used with special valve guides, retainers, and locks.. Requires larger valve seats and extensive porting and polishing.

48mm Titanium Intake Valves P/N 11341148

41mm Titanium exhaust Valves P/N 11341141

Special Valve Retainers P/N 11342100

Special Valve Locks P/N 11342102

Special Lash Caps P/N 11342101

Cutting Ring /Knife Edge Cylinder Head Gasket

Special combustion chamber sealing rings formed into the head gasket give an extra measure of insurance against leaks. As used in our Stage 1, 2, and 3 engines.

P/N 1112S265420

Pistons

High Compression Pistons

In addition to all standard BMW pistons, we offer the following special pistons. All pistons except the forged racing pistons are manufactured in Germany by Mahle. Mahle is the manufacturer of BMW original equipment pistons. We strongly recommend Mahle pistons for street/highway use for their greater longevity and very low oil consumption. The light weight forged pistons are for sport use and not meant for every day commuting. All piston sets are sold complete with rings, piston pins, and clips.

Cylinder Head

Compression Ratio

P/N

1600Ti

8.5:1

112508185

E12

9.5:1

112508202

Korman BMW Racing Pistons

Our current piston dome shape is the result of years of dyno testing and successful racing. This piston makes the most power with the least tendency for detonation. Pistons come with lightweight alloy pins and clips. Requires extensive combustion chamber modification. Compression ratios up to 13.5:1

available. Forged for light weight and strength. Call with your application.

Light Weight Piston Pins

Similar to those used in our racing pistons, these lightweight, very strong piston pins are machined to fit stock pistons. They are used in our Stage 2 and 3 special engines and enable the engine to accelerate more rapidly while reducing the dynamic load on the crankshaft and connecting rods. 10 to 20% lighter that stock varying with engine type. Suitable for full race or street application, a nice addition to any engine job. Sold each

P/N 1125K712198

Connecting Rods

Korman Modified Connecting Rods

Lightened, balanced, peened, sized, and alignment checked. About 8% lighter than stock rods. Sold on an exchange basis.

P/N LAB 11241201

Korman Lightweight Competition Connecting Rods

Designed for full race use, equally suitable for the street. Super strong and light 4340 chrome moly steel alloy composition reduces the reciprocating mass in your engine, reduces stress forces at high RPM. About 25% lighter than stock, can be ordered in stock sizes or custom lengths for special applications.

[bmw02rally]

What he said.......

[bmw1602.com]

292 max cam size if you spend most of your time on the street. the 304 is great but will move the powerband higher up the rev range.

316 and 336 require prep and higher compression and make big power up high nothing down low.

[Guest Anonymous]

292 max cam size if you spend most of your time on the street. the 304 is great but will move the powerband higher up the rev range.

316 and 336 require prep and higher compression and make big power up high nothing down low.

If properly set up a 304 is a great dual purpose cam. In my opinion the 292 is too pedestrian.

Also my 328 schrick motor makes big torque (low and wide) 150 lbft @ 3500 rpms, 165 @ 4500 rpms and 178lbft @ 5250 (measured at the wheels)

I think in a well designed motor a 316 would be suitable on the street. My stroker motor with a 304 cam and alpina injection is almost too well behaved for my taste the next one (at 500 miles a year it may take a while) will get a 316 for sure

[bmw1602.com]

316 In my opinion requires race gas and high compression to get the most out of it.

Not to run race gas or high compression defeats the purpose o installing this cam.

Not to mention you need to enlarge the cam journals.

and since this cam is designed to make high rpm power.... (you can make power up to 8500rpm or more.) This then requires your to run double valve springs, billet rockers etc......then since you rev'in the motor that high you increase wear and tear. This will require more frequent rebuilds of the motor.

It' not so much that you couldn't drive 316 or 336 on the street but rather there designed for a motor rev'in at 7500rpm+ so why would you install something that makes power that high just to sit in traffic or blast around the canyons with. A m10 revving at 8000rpm is not quiet...

304 is the most I would go on the street. It's what I had in my car when I dyno'ed it. it starts making up around 6000k. At 7500 (my self imposed rev limit) the motor was still making power.

[Guest Anonymous]

Thank you guys! 292 or 304 it is then.

With stock m10b18 crank and rods, what would be a good piston and compression ratio to go with on 292 or 304 and 91 octane ?

[Guest Anonymous]

bump

also who's got good prices on the 292 cams and custom pistons ? what are my options (vac for schrick and ie for schrick or regrind ?)

thanks!

[Bens]

Thank you guys! 292 or 304 it is then.

With stock m10b18 crank and rods, what would be a good piston and compression ratio to go with on 292 or 304 and 91 octane ?

 

Hi,

 

Need to know the answer for this question. Engine from e30 1986.

And can still use the standard valve spring and eccentric pn 11331744354

 

Thank's

Edited June 18, 2014 by Bens

[Cyclone101]

Hi,

Need to know the answer for this question. Engine from e30 1986.

And can still use the standard valve spring and eccentric pn 11331744354

Thank's

A CR of 9.5 to 10.5 should work well for the 1.8 with a 292. Regrinds would require oversized eccentrics.

Also, replacing the rockers and shafts would be recommend with a new cam.

[AceAndrew]

IE and Korman would recommend 9.5:1 to give yourself a little tuning window when running 91octane (unless your at higher elevation), you can get away with more, but your tuning window narrows.

 

Depending on the individual grinder, supplied cam, and cylinder head valve seat.  Oversize eccentrics may or may not be required on a 292 regrind (a regrind 300° or higher would likely need larger eccentrics).

 

AND IMPORTANTLY,

-bear in mind you cannot simply run pistons intended for the 2002 (with it's 80mm stroke crank) into your 318 (with it's 75mm stroke crank).

-bumps in cam/compression do not mix well with your twitchy stock fuel injection system.
-your 318 cam has reverse nose gear (compared to the 2002).

[Richard Jarl Jamne]

Thank you guys! 292 or 304 it is then.

With stock m10b18 crank and rods, what would be a good piston and compression ratio to go with on 292 or 304 and 91 octane ?

I don't think that 304 is right for a daily user with a standard 1.8

I have a 302 from IR (BMW2002.com) in my E21. It is verry wrong right now because it has a 1.6l engine and probely a 1.8l gearbox.

Sow it dosent make power before 3500rpm's. (It starts insanely slow)

But it only has a compression of 8:1 sice it is a E21 eng.

So it is probely right for a E30 1.8 with its 9:1 or 9.3:1 CR.

I have a E30 1.8 i want to put in during this sommer, so i can proberly if i remember tell you how it will work.

I have not driven on the roar with this cam, only in the driveway

[Conserv]

I don't think that 304 is right for a daily user with a standard 1.8

I have a 302 from IR (BMW2002.com) in my E21. It is verry wrong right now because it has a 1.6l engine and probely a 1.8l gearbox.

Sow it dosent make power before 3500rpm's. (It starts insanely slow)

But it only has a compression of 8:1 sice it is a E21 eng.

So it is probely right for a E30 1.8 with its 9:1 or 9.3:1 CR.

I have a E30 1.8 i want to put in during this sommer, so i can proberly if i remember tell you how it will work.

I have not driven on the roar with this cam, only in the driveway

No law against it but you've just responded to a nearly 8-year-old query!

Steve

[Richard Jarl Jamne]

Wow, i just read the date for the post above mine

Sent from my iPad using Tapatalk

[70deluxe]

I am putting in a Schrick 316 cam into my m10 head.  The forward two journals are larger than on a stock m10 cam so the head has to be bored out.  I took the stock cam and the 316 cam to the machinist and he is going to figure out the bore by taking measurements, etc. but does anybody know the spec clearance for the #1 and 2 cam journals?  Machinist asked if I could send over just to be on the safe side.