Schrick Camsafts: Formula 1 Technology for your BMW.

'Schrick Camshafts and Performance Intake Manifolds for BMW Engines'

What is the difference between a sport camshaft and a standard camshaft?

Standard camshafts offer a good compromise between the daily requirements from an automotive engine; sustained high speed on open roads, smooth engine idle at low rpm and low exhaust emissions.

If the importance of one or more of these parameters are reduced, the camshaft can be designed to function better in the remaining parameters.

Racing camshafts offer a substantial power increase at high rpm but smooth engine idle at low rpm is not possible any more with this type of cam. This is why Schrick offer a Sport road cam which has a smooth idle and good middle to top end power.
Schrick Sport camshafts increase the valve lift, valve opening duration and the inlet/outlet valve overlap, improving the cylinder filling at high rpm.

Why are Schrick BMW camshafts so special?

• They are manufactured by highly qualified specialists, who also supply the automotive industry.
• They are machined to precise tolerances, using the latest CNC machines.
• They are usually made from expensive, extremely ware resistant "chilled" cast iron.
• Warranty: 1 year with out kilometre limitation.
• The only manufacturer to design camshafts with the "Swing-boost" effect.

What is the "Swing-boost" effect?

After long experimental - and test procedures, we have developed a method of high acceleration to the inlet - and exhaust valves. This causes an intensive resonance amplification of the gas column in the inlet tract, resulting in a very good cylinder filling.

The difference to other manufacturer's camshafts: we reach similar or better max. power figures, but with much smaller opening duration's.

Smaller opening duration's means substantially better torque delivery in the mid- to lower rpm range and a smoother, stable engine idle.

'Schrick Camshafts, Standard equipment on BMW E36 M3-R, one of the
rarest, fastest and most soughtafter BMW's of the mordern era'

Which camshafts are good for street tuning?

If the vehicle is intended for normal street use. i.e. with a stable engine idle and the ability to pass an emissions test (idle to lower rpm range), it is important to consider a small valve lift at TDC.

This table gives a guideline for valve lift at TDC.

2 Valve engines with solid lifters 2.3mm

4 Valve engines with solid lifters 1.5mm

2 Valve engines with hydraulic lifters 1.9mm

4 Valve engines with hydraulic lifters 1.1mm

When these values are exceeded, the engine idle will become increasingly unstable and the torque delivery in the lower rpm range be noticeably weaker.

Camshafts with larger valve duration's, and a resulting higher valve lift at TDC, should only be considered for racing applications, or when each cylinder has it's own butterfly valve i.e. 2 twin-choke carburettors on a 4 cylinder engine.

What precaution must be taken with valve springs?

When recommended the use of special valve springs, it is advisable to do so. SCHRICK camshafts usually have an increased valve lift. If the standard valve springs are used, it is important to increase the springs installed hight, so that the increased lift will not overly compress the valve springs (possibly causing spring breakage or unacceptable cam/follower loads).

Schrick Performance Intake Manifold for BMW M52 2.8 & 3.2

On the M52 engines BMW uses one intake manifold design for engine capacities from 2.0 to 3.2 liters (U.S. Models 328 and 3.2 M3). These manifolds produce excellent torque but in the larger capacity engines they don't supply sufficient flow at higher rpm. This is especially noticeable on engines modified for increased power.

Schrick's goal was to design a manifold which would provide increased performance at higher rpm's without sacrificing low end torque. They accomplished this using -CAD software to optimized flow at all rpm ranges. The new manifold design includes changes in the intake runner diameter, length and shape, the air plenum

chamber has been enlarged for greater capacity, and the injectors have been moved to the ports.

Schrick dyno tests on the 2.8L engine showed a 14HP increase with no other modifications. A larger increase is expected in the 3.2. Further gains are possible with the computer programming, performance cams, free flow exhausts, cylinder head modifications, etc.

The Schrick manifold is made with a removable plenum cover which allows access for porting and polishing for further air flow increases.

The manifold is a direct bolt-on upgrade for the 2.8 and 3.2 liter engines.

An email sent to us from happy QSZ customer.

He has a BMW E36 M3 3.2

Hi Simon, I got my colleague, a former motor engineer, who has also raced cars to sum up what the cams are like. I thought this would get the point acrosswith maximum impact!
Cheers, Andrew

P.S. feel free to edit his comments or attribute them to me if you like.

Generally the new cams have Torque through the whole rev range, instant throttle response giving a different outlook to the M3 power range. Whilst the M3 previously was responsive, the new cams give torque and power at anyrev range and the only difficulty is being able to change gears fastenough.Another good point is, you could be in 3rd gear at 3,000rpm and accelerateto 7,000rpm without trying therefore overtaking or just accelerating uphills is far more exciting. There is a slight lumpiness about the cams atidle however this is overcome with the air cond on. In general the M3 has become a very exhilarating vehicle to drive and we haven't even touched on what the burn outs are like!........