M3 Engine Booklet

Metric Mechanic’s M3 Engines
M3/S14 Engine Specifications
Copyright© June 2012 by Metric Mechanic Inc™ 505 East Main, Richland, MO 65556
Page 2 PH: 573-765-1269 FAX: 573-765-4216, metricmechanicinc@mac .com, www.metricmechanic.com
Sport 2500 M3 Engine
Metric Mechanic’s Sport 2500 HiFlo ST S14 M3 Engine
General Engine Description

Straight from the factory, BMW M3’s are great
performance sedans! With their bigger brakes, better
suspension and more powerful high rev engines, the
M3 engine is strong, well built and reliable even
though more aggressively driven. The average engine
life expectancy is about 140,000 to 150,000 miles.
But some owners feel the M3 lacks low to mid-
range rpm “grunt”. In other words, it doesn’t pull
to their liking below 4,500 rpms. Metric Mechan-
ic’s “fix” is to enlarge the engine. We up the bore
from 93.4 mm to 95 mm and increase the stock 84
mm stroke to 87 mm. Enlarging the intake ports
from 26 mm to 29.5 mm, helps the engine breath.
The net result is a bigger engine with improved
low end and mid range torque, and expanded top
end breathing - in other words - a 2.5 liter M3.
Metric Mechanic 2500 HiFlo ST M3 Engine - 235 HP
M3 Engine Anatomy
Head
Porting the 4 Valve M Head
A 16.5% flow increase is achieved by
machining the intake ports to 29.5 mm
(26 mm stock). See “Metric Mechanic
HiFlo ST M3 Head” chart on the next
page. By using stock cams and porting,
the engine ends up with a very flexible
power band on the street. Stock camming
also helps the engine pass emissions.
Metric Mechanic 29.5 mm M3 Intake Ports
compared to stock port sizes which are about
ST Valves & Guidelines the diameter of a quarter
Our ST valves (Surface Turbulence)
improve fuel economy, reduce emissions
and detonation and facilitate easy tuning.
Surface turbulence looks like concentric
grooves machined into the head of the
valves. We also replace the stock valve
guides with extremely wear resistant man-
ganese bronze guides. The valve springs
we use increase the seat pressure by
about 20% to reduce valve float and they
decrease the nose pressure by about 15%
to reduce wear on the valve train.
MM Surface Turbulence valves with
Manganese Bronze valve guides
PH: 573-765-1269 FAX: 573-765-4216, metricmechanicinc@mac.com, www.metricmechanic.com Page 3
2500 Sport M3 Engine
Stock M3 double wound springs on the left and Metric

Mechanic double wound springs on the right
Valve Springs
Our springs are taller with a slightly
reduced wire diameter. The stock spring
exerts 78 lbs. of pressure on the valve
Comparison of valve spring pressure between the stock seat and 185 lbs. on the nose of the cam
and MM M3 valve springs at full lift. Our MM valve increases the
Port Size seat pressure to 90 lbs. and reduces the
We broaden the power band on our 2500 M3 HiFlo engine nose pressure to 165 lbs. Reducing the
by using a 29.5 mm intake port. You might think that a 31.5 pressure differential between the seat and
mm intake port (such as used in our M3 race engine) would the nose of the cam, saves wear and tear
be a hotter choice. However, these larger ports reduce flow on the cam chain and guide rails. Reduc-
velocity at lower engine speeds which most drivers find unac- ing the nose pressure adds longevity to
ceptable for street use. the cam and the valve train.
M3 ports are precision machined by

passing a special 29.5 mm cutter down the stock 26
mm intake ports. This method of porting offers high
flowing ports that consistently flow the same
Metric Mechanic Ported M3 Head
The M3 combustion chamber is 43 cc, ST intake valves

are 37 mm & the ST exhaust valves are
33 mm (ST means Surface Turbulence concentric grooves
& steps machined into the valves)
Exhaust Flow
On a well designed engine, the intake side by 120%!!! We
exhaust flow would be 85% do not modify the exhaust
of the intake flow. On the ports in an attempt to
stock M3, exhaust outflows improve this already excellent
flow.
Timing Chain Assembly
In the Metric Mechanic that reduce the load on the
M3 engine rebuild, we replace valve train. By reducing the
the timing chain, guide rail, pressure differential between
tensioner arm and tensioner the nose and the seat pres-
piston. Unlike a single over- sure, our valve springs reduce
head cam engine in which chain snatch or jerking. Also,
these parts generally sell for by lowering the nose spring
$100, this assembly is 5 times pressure, they reduce chain
the price at $500. To save pull which in turn reduces
wear and tear on this costly chain stretch.
assembly, we use valve springs
The M3 timing chain assembly
The M3 Valve Adjustment

The M3 valve adjustment is .013” plus or minus .001”. This
space is created by changing out an assortment of 33 mm
diameter shim pads ranging in thickness from 3.25 mm to
4.35 mm. After performing a valve job on an M3 head, extra
care must be taken to avoid going beyond the high or low
side of the shim pad thickness during the valve adjustment.
To avoid coming up short, we use one of two methods.
Method #1 is standard procedure used on heads sent in
for porting. After the valves and seats are ground, .007”- .010”
must be removed from the valve stem to position the valve
approximately in the middle of the shim range. On comple-
tion, the shim pads will vary in thickness because each seat
Wrinkle painted M3 Valve Cover and Plenum Box and valve is ground a little differently.
When popping the hood of an M3, Method #2 is a more accurate and more expensive option
the valve cover and plenum box stand for heads sent in for porting. However, it’s standard procedure
out immediately. We restore these com- on all heads we prepare for a complete M3 engine rebuild.
ponents purely for their cosmetic aes- First, with the valve springs removed so that the valve slides
thetics and think they look damn good. in and out easily, we pre-assemble the head using 3.75 mm or
The valve cover and plenum are 3.80 mm shim pads. Then, using a valve grinder, each valve
thoroughly cleaned, wrinkle painted and stem is individually ground to produce .013” valve lash. On
baked, letters are surfaced, and a final completion with this method, there is very little variation
clear coat applied. from the initial pad setting of 3.75 mm or 3.80 mm.
After grinding the seats and valves, The shim pads, cam buckets, and cams Cutting the valve stem on a valve grinder using the
valves are mated with their guides and are installed in the cam box which is micrometer knob to precisely measure material removal
numbered front to back then bolted to the head. Having done
this, it’s possible to check the valve lash.
This is done by pushing the valve firmly Upon final
up against the seat and using a feeler assembly,
gauge to check the clearance between the half the
back side of the cam (opposite the nose) valves will
and the shim pad. usually be
within our
After grinding the stem specifica-
for the valve clearance of tions, with
.013”, the shim pads are the others
numbered to correspond needing only
with the valves they’re minor shim
matched with adjustment
Block
Larger Pistons
We over bore the M3 engine by 1.6
mm in order to use a larger 95 mm
11.5:1 CR high silicon content (17%
silicon) forged piston that is also about
15% lighter than stock. On the picture
to the right, notice our MM piston
with vented skirt and the two larger half
moon quench pads which are used to
induce more turbulence in the combus- Left: a stock M3 piston and pin
tion chamber under compression. The Right: MM’s forged alusil piston and pin setup
stock wrist pin that weighs 130 grams
is replaced with a 89 gram tapered wall
wrist pin.
Left: Metric Mechanic’s tapered wall wrist pin

Right: a stock M3 wrist pin
Crankshaft
We use BMW’s European Evolution
M3 Crank with an 87 mm stroke. This
model is 6.5 lbs. lighter than the crank-
shaft in the USA 2.3 liter M3 and the
stem line counterweights on this 2.5 evo-
lution crank, help reduce windage drag
on the crankshaft. Also, we increase oil
feeding to the rod bearings via the main
bearings which have extra oil feed holes.
Foreground: the 2.5 Euro Evolution M3 crankshaft
Background: the stock USA 2.3 crankshaft
Oil Pan Flywheel Options

Often, M3 owners have upgraded For street use,
their suspension for increased handling. we lighten the
Understanding this, we extend the stock M3 flywheel
height of the corning baffle in the oil from 17 lbs. to 12
pan to lbs. by machining
prevent down the back-
oil starva- side. We can take
tion to the it down further
oil pump to 11.5 lbs., by
pick-up machining a “U”
under channel groove in
hard M3 the ring gear. This
cornering. greatly improves
Foreground: 11 lb. lightened M3 flywheel for street use
“off the line” accel- Background:
MM baffle extension 10 lb. with “U” channel groove cut in the
bolted into the lower oil pan
eration. ring gear for street or driver’s school use
Rally 2500 M3 Engine
Metric Mechanic’s Rally 2500 HiFlo ST S14 M3 Engine

Intended for a more aggressive driving style, this is our
“hottest” engine for street use and driver’s school events.
With higher compression and a more radical intake cam,
power is up 10% over the Sport 2500 HiFlo ST M3
engine. Be prepared to give up some low end torque for
more exciting top end performance.
Rally Engine Anatomy

Head
Rally Cams
MM 2500 HiFlo ST M3 Rally Engine - 255 HP

Cam and Lifter Design
The stock M3 cam is an excellent short duration
design. So naturally, we based our M3 rally cam on
it’s unique nose action that is described below.
Metric Mechanic’s M3 rally cam reaches peak HP
at 7250 rpm with a mild cam duration of 260° at
.020” lift. Hitting this same rpm in a single over-
head cam M10 engine, requires a cam with more
than 300° duration. This difference is due to the
quicker rate of valve opening and closing on an M3.
Also, the space between the valve face and seat is
60% greater in the four valve M3, S14 engine versus
the two valve M10 engines (2002, 320i, & 318i).
The M3 cam pushes
fairly aggressively
against the lifter (shim
pad and bucket).
Once the cam ramp
becomes parallel to
the shim pad, valve
lash is taken up and
the nose pushes the
lifter down. While M3
cams work off the
nose, the M10 single
overhead cam works Left: MM Rally Intake Cam
off the ramp as the Right: Exhaust Cam
rocker arm “walks up”
the side of the ramp before reaching the nose. This
slower motion requires more duration. Long dura-
tion cams tend to have problems with emissions,
rough idle, low speed driveability, and low end
torque.
Rally 2500 M3 Engine
Metric Mechanic’s Rally 2500 HiFlo ST S14 M3 Engine
High Compression
Without Detonation
Detonation is greatly reduced in our
motors through two routes.
First, our patented “Surface Turbu-
lence” (concentric grooves machined
into the valves) mix air and fuel particles
for easier ignition.
Second, our MM lightweight forged
pistons run cooler in the engine, further
reducing detonation. Forged aluminum
pistons are more dense than the stock
cast aluminum pistons and consequently
they conduct heat from the skirt to the
cylinder wall more quickly - hence the
“cooling effect”. Our Rally engine run-
ning at a 12.5:1 CR can perform well on
mid to premium pump gas.
Porting & Camming

By using larger 30.5 mm intake ports, we are able to match
them with the increased intake cam. The engine’s torque
band is raised for more horsepower by increasing the intake
camshaft duration to 260° and upping the lift to 11.3mm. To
broaden the engine’s power band, the stock exhaust cam, at
240° duration and 10.3 lift, is used. Surface Turbulence Valves
Options
Rally Ported Throttle Body
To match the 260° dura-
tion Rally Cam, we enlarged
the intake ports to 30.5 mm
which increases flow by 20%.
When combined with ported
throttle bodies, the intake Ported Rally throttle body matched Left: Metric Mechanic’s 12.5:1, 95 mm Lightweight
track flow increases 22.5% to the Evo M3 intake gaskets Forged Alusil Piston. Right: Stock 10.5:1 cast piston
Rally Flywheel & clutch Assembly

We recommend our 11.5 lb. nized shifting when the gears
flywheel with a “U” channel and clutch disc must change
groove machined into the speed. Consequently, our
ring gear. In the clutch area, lighter rigid disc allows for
we use a rigid clutch disc (822 slightly quicker shifts and
grams) instead of the stock extends synchronizer life.
springer disk (1034 grams). This clutch assembly is
Saving over 1 lb. in weight is good for 230 ft. lbs. of break-
significant during synchro- a-way torque.
Rally flywheel and clutch assembly.
Race 2500 M3 Engine
Metric Mechanic’s Race 2500 HiFlo ST S14 M3 Engine

The E30 M3 is one of the most popular tracked
cars at driver’s schools and club racing events. They
are fairly lightweight, well balanced and tossable.
The high revving nature of the stock M3 engine
takes well to performance modifications.
For racing, we up the compression ratio to 13.5:
1 using a 95 mm lightweight high silicon content
forged piston that are coupled to lightened rods
via tapered wall wrist pins. The intake ports are
increased to 31.5 mm which is 2 mm larger than
our performance engines and 5.5 mm larger than
stock. These larger race ports have a 23% flow gain
over stock. We also port the intake throttle body for
an 8% flow gain and the combination of the head
and manifold porting results in a 26% flow gain.
The intake cam has 290° duration and 11.7 mm
lift. The exhaust cam has 260° duration and 11.3
mm lift.
The following section highlights additional differ-
Metric Mechanic M3 Race Engine - 285 HP ences in the Metric Mechanic 2500 M3 race engine
from the Metric Mechanic 2500 HiFlo ST M3
performance engine.
M3 Race Engine Anatomy

Head
Porting for M3 Racing
When porting the M3 head for racing,
we look at the manifold and the head as
a unit. As air starts down the air intake
trumpet inside the plenum box, the first
obstruction it encounters is the throttle
shaft. We grind the throttle shaft width
down to 4 mm between the throttle
shaft screws - to improve air flow over
it. Then we port the throttle body and
match it to the Evolution M3 rubber
base gaskets. From here the intake ports
are enlarged to 31.5 mm for a 23% flow
gain. In the end, the intake track and
head combine to produce the 26% flow
increase.
Race 2500 M3 Engine
Mathematically Calculating the Intake Track

Intake Port Sizing
At 26 mm, the stock M3 intake port
is fairly restrictive when compared to the
37 mm intake valve. Usually an unre-
stricted intake port is close in size to the
inside diameter of the valve seat (32.5
mm). Our “rule of thumb” is that a
good intake port should flow about 85%
of the valve head size or 31.45 mm. So,
we enlarge the intake port to 31.5 mm.
We do not enlarge the intake valves.
Some M3 owners think that larger intake
valves will increase airflow through the
Metric Mechanic 31.5 mm race port
head, but the larger valve heads actually Note: quarters represent approximate size of a stock M3 port
block air flow when delivered through
the smaller stock M3 ports. We believe,
for racing, the best flow occurs with the
37 mm stock intake valve and intake Metric Mechanic Race Cams
ports enlarged to 31.45 mm.
Intake and Exhaust
Throttle Body Sizing
Throttle body area needs
to equal the area of the two
31.5 mm intake ports which
is 1558 sq. mm because 
r2 x 2 = port area or 3.14 x
15.75 mm2 x 2 = 1558 sq.
mm. The area of the 46 mm
throttle body is  r2 = area of
the throttle body or 3.14 x 23
mm2 = 1661 sq. mm. Close-up view of
The reason we port the our MM ported throttlebody
with cut down throttle shaft
throttle body and cut down
the throttle shaft is because,
when the restriction of the 8
mm throttle shaft is figured
in, the throttle body comes
up slightly shorter in area
than the port area.
To us, the lesson here is
that big bore throttle bodies
and larger valves do not
combine to enhance air
flow. Rather, the answer is
in removing air flow restric-
tion through the stock 26 Left: Intake Cam with 290° duration
mm intake ports by enlarging at .020” and 11.7 mm lift
them to 31.5 mm. Right: Exhaust cam with 260° duration
at .020” and 11.3 mm lift
Race 2500 M3 Engine
Block
Reciprocating Mass
In a race engine, effort Starting with the pistons, if
should be made to reduce they are designed as light as
reciprocating mass (mainly in possible, then the wrist pins
the pistons, pins and rods), can be lightened, which in
while maintaining structural turns allows for lighter con-
integrity. This protects the necting rods which leads to
engine from “beating itself increased rod bearing and 2500 Race Bottom End -
apart” at the higher rpms. crankshaft life. the main objective in lower-
ing the reciprocating mass
Piston & Pin is to extend the life of the
The 95 mm, 13.5:1 CR, forged alusil crankshaft
piston we use on race M3’s features a
flat top design with 4 valve reliefs and
weighs 395 grams. The 75 gram tapered
wall wrist pins are 20 grams lighter than
those used in our 2500 HiFlo ST engines
for street use. The combined piston and
pin weight in our M3 race engine is
470 grams versus 590 grams for stock. Left: Metric Mechanic
This totals removing 1 lbs of piston/pin piston & pin
weight from the engine. Right: Stock piston & pin
Connecting Rods Crankshaft

The stock M3 rod weighs We use BMW’s European
about 675 grams. For racing, Evolution M3 Crank with
we shave this to 630 grams an 87 mm stroke. It’s 6.5 lbs. Oil Pan
by removing 45 grams from lighter than the USA 2.3 liter Often, M3 owners have
the small end of the rod - a M3 crank. Stem line coun- upgraded their suspensions
significant location because at terweights on this 2.5 crank for increased handling. Under-
the furthest distant from the help reduce windage drag standing this, we extend the
center line of the crank - it’s on the crankshaft. Also, we height of the corning baffle in
the most detrimental weight. increase oil feeding to the rod the oil pan to prevent oil star-
bearings via the main bear- vation to the oil pump pick
ings which have extra oil feed up under hard M3 cornering.
holes.
Left: MM lightweight rod Left: stock 2.3 crankshaft Holding a baffle extension
Right: stock rod Right: lighter 2.5 crankshaft above one that has been installed
Race 2500 M3 Engine
Understanding Race Engine Life

Engines that are driven on an engine start to fatigue out
the street wear out because, quite quickly. This happens
over time, clearances through- because reciprocating mass
out the engine become too squares with rpm. Cruising
great. But in a race engine, at 4000 rpm’s, the M3 rod
fatigue kills the engine, not under virtually no stress,
wear. Actually, in a race could run for the life of the
engine, the clearances are engine. Racing at 8000 rpm’s,
similar to that of a “worn the stress on the rod is 4
out” street engine. At high times greater and breakage is
rpm’s, the internal parts of likely before 40 hours.
Understanding How Lower Reciprocating Mass Extends Engine Life
“Redline” on an engine Mathematically, the calcula- weight of 635 grams but, we’re not done
represents the upper mechani- tion showing identical recip- yet. Stroke in another factor in the recip-
cal stress point. On an M3 rocating mass in these two rocating mass calculation. As the stroke
this is 7000 rpm’s. The piston engines is as follows; increases, reciprocating mass is squared
assembly has the greatest • Divide 8000 rpms by 7000 in proportion to the amount of increase.
effect on reciprocating mass rpms for the rpm increase The effect of mass on stroke is calcu-
because it is the component in the Metric Mechanic M3 lated as follows;
furthest out from the center race engine. The rpms are 1.14 • Going from the stock M3 84 mm
line of the crankshaft. times greater. stroke to the Euro M3 87 mm stroke is
The stock M3 piston, pin • Square 1.14 to get the a 1.035 increase.
and rings weigh 635 grams. multiplication factor for the • Squaring 1.035 yields a multiplication
Metric Mechanic’s piston piston mass. The factor is factor of 1.07.
assembly weighs 460 grams. 1.30. • Taking 598 grams x 1.07 = a piston
At 8000 rpm’s, a Metric • Multiply 1.30 times Metric weight of 640 grams.
Mechanic race engine has Mechanic’s piston assembly So, even at 8000 rpms and 3 mm
the same reciprocating piston weight of 460 grams = 598 longer stroke, our piston exerts about
mass as a stock M3 engine at grams which is lighter than the same load on the crankshaft as the
7000 rpm’s. the stock M3 piston assembly stock M3 piston at 7000 rpms!
Left: Metric Mechanic forged 95 mm, 13.5:1 CR, M3 race piston weighs in at 354 grams with a 71 gram wrist pin.
Middle: Metric Mechanic’s forged 95 mm, 12.5:1 CR rally piston weighs in at 398 grams with an 89 gram wrist pin
Right: Stock M3 cast 93.4 mm, 10.5:1 CR piston weighs in at 490 grams with a 120 gram wrist pin
Race 2500 M3 Engine
MM Weight Loss Program for M3 Rally and Race Engines

Years ago, while talking to a out of a corner. When rotat- parts. Removing weight in these areas is
top Midget engine builder, he ing and reciprocating mass very significant because rotating weight
expressed a point of view that are not kept to a minimum, squares in relationship to it’s distance
made a lasting impression on the extra weight robs power from the center of the crankshaft. Real-
me. In essence, he expressed from the engine, power that izing this, it’s easy to see that the true
a tendency to be unimpressed should be used to increase weight reduction is far greater than
by an engine’s Horsepower acceleration. simply the sum of removed material.
rating - alone! If the recipro- In our M3 Rally Engine, Consider the 5.5” radius M3 Flywheel.
cating and rotating weight we’ve reduced the rotating Machining off one pound of weight at
wasn’t as light as possible, HP and reciprocating weight by 2.5” out from the flywheel’s center,
in and of itself, wasn’t going over 15 lbs and by about 25 compared to removing the same weight
to win the race. lbs. in our M3 Race Engine. at 5” out actually has the effect of a
For example, factored into These reductions were 4 lb. reduction. Distance out is “2”
racing performance, is how accomplished by remov- because it was doubled so distance
hard the driver can accelerate ing weight from the outer squared gives 2 x 2 = 4 and 4 x 1 lb.
extremities of the rotating gives 4 lbs.
M3 Race Engine Diet
Left: Lightened Harmonic Balancer Single Row Timing Chain from the early Euro M5 Lightweight engine parts istalled in the
with AC pulley groove removed and Lightened Sprockets Metric Mechanic M3 Race Engine
Right: Stock Harmonic Balancer
Race 2500 M3 Engine - Clutch Assemblies
Metric Mechanic’s Racing Clutch Assemblies
M3 Flywheel and Clutch Assembly Photos ... Photos continued on next page
Rally and Race 10.5 lb. flywheel with critical outer weight milled away and a “U” Channel groove machined into the ring gear on the back
side. Using a ridged disc combined with a stock pressure plate, this assembly will weigh 23.5 lbs..
When combined with an aluminum pressure plate the weight will drop to 21 lbs.
M3 Clutch Assembly Choices
M3 Clutch Assembly Notes such as bucking below 2000 grab and jerk when moving the car off
1. Dynamic Weight refers to the rpm, off-line stalling, and idle the line. This worsens with reduced clutch
weight that the engine experi- roughness up to as much as size. These are “in and out” clutches
ences from the flywheel as it 2500 rpm. which perform best when engaged and
spins as opposed to it’s actual 4. The Organic clutches listed disengaged, not slipped or ridden.
Static Weight i.e. weight as above are capable of being 6. Two disc clutches will disengage and
measured on a scale. “slipped.” Even the 185 mm, engage rather high up and require a
2. The lighter the Flywheel and (7.25”) organic disc can be clutch pedal stop just below the disen-
Clutch Assembly, the greater slipped but it will feel rather gagement point.
the acceleration gains. grabby due to it’s light weight 7. In summary, the lighter the Assembly, the
3. If a Flywheel and Clutch and ridged disc design. higher the acceleration gain but with a
Assembly is below 21#, it will 5. Metallic Clutches SHOULD sacrifice to driveability.
manifest driveability problems NOT BE SLIPPED! They will
Race 2500 M3 Engine - Clutch Assemblies
Metric Mechanic’s Racing Clutch Assemblies
M3 Flywheel and Clutch Assembly Photos ... Continued from previous page
Assembled and exploded views of the 185 mm (7.25”) M3 Clutch & Flywheel Assembly with 2 discs organic at 19 lbs.
This small Clutch Assembly behaves as if it is 15 lbs. lighter than a stock flywheel and clutch assembly.
Although the clutch will feel a bit “grabby”, it can be slipped for street driving and used on the track by a hard core weekend racer.
The 185 mm (7.25”) Regarding the exploded views above and below:
Clutch and Flywheel Shown is the breakdown of a 2 disc clutch Assembly and Flywheel.
Assembly: 2 metallic discs Diaphragm pressure with a raised ring, the first disc, a floater plate,
at 18 lbs. dynamic weight the second disc, the flywheel, a curved face throw out bearing and a
reduction of 16 lbs. under raised fork arm used in proper clutch assembly release.
stock, a lot more forgiving
and long lasting than the
140 mm (5.5”) Clutch
Assembly.
Assembled and exploded views of the 140 mm (5.5”) M3 Clutch & Flywheel Assembly with 2 metallic discs at 14 lbs and a 27.5 lb. dynamic
weight reduction. We do not recommend slipping this clutch because it is small and prone to burn up when slipped.
It’s designed for use in the “in” or “out” - “engaged” or “disengaged” postures. When loading a race car onto it’s trailer, avoid the “Big Slip”.
Driveability sacrifices are richly compensated for by acceleration. For the serious racer ONLY!

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Metric Mechanic’s M3 Engines

M3/S14 Engine Specifications

General Engine Description

Metric Mechanic 2500 HiFlo ST M3 Engine - 235 HP

Stock M3 double wound springs on the left and Metric

M3 ports are precision machined by

Metric Mechanic Ported M3 Head

The M3 combustion chamber is 43 cc, ST intake valves

The M3 Valve Adjustment

Left: Metric Mechanic’s tapered wall wrist pin

Oil Pan Flywheel Options

General Engine Description

Rally Engine Anatomy

MM 2500 HiFlo ST M3 Rally Engine - 255 HP

Porting & Camming

Rally Flywheel & clutch Assembly

General Engine Description

M3 Race Engine Anatomy

Mathematically Calculating the Intake Track

Connecting Rods Crankshaft

Understanding Race Engine Life

MM Weight Loss Program for M3 Rally and Race Engines

M3 Clutch Assembly Choices

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