Further in its effort to scavenge an aggressive all-motor cam with a lot of valve overlap may have both intake and exhaust valves open simultaneously for too long, which would be detrimental on a turbo engine because the charge air would flow right out of the cylinder. This is why a 'turbo grind' should only be used in a turbo application, and more aggressively overlapped all-motor cams should be shied away from in a turbo application. The VAC Motorsports turbo-spec cams are available in both a mild version and an aggressive version for high-boost, high-rpm applications. Obviously, ICS went with the aggressive grind.
The S52's high boost is supplied by an Innovative Turbo Systems (ITS) GT80 turbo that features a ball-bearing cartridge, .96 A/R on the hot side and a 80mm compressor wheel. This turbo is significantly bigger than the 1025-whp unit from the original build-up. The rest of the turbo system consists of a 48mm Turbosmart wastegate, an ICS-built front-mount intercooler and a Turbosmart blow-off valve vented to atmosphere. The intake manifold, a large-plenum aluminum PPF piece fitted with a 75mm Accufab throttle body, is also a new addition. A Turbosmart E-Boost II controller regulates flow to 25 psi on the street and 35 to 40 psi in serious situations when C16 is in the tank.
The C16 is pumped to the engine by a Weldon in-line unit capable of supporting 2000 horsepower. The fuel system uses -12 AN lines and leads to an ICS rail, 1600cc Precision Turbo & Engine injectors and an Aeromotive adjustable fuel pressure regulator.
Spark energy is enhanced by an Electromotive high-capacity system that is used in accordance with the engine's tuning scheme: an Electromotive TEC3R. The TEC3 is the latest evolution of Electromotive's Total Engine Control line of engine management computers. Programmed via Electromotive's Windows-based WinTEC software, the TEC3 features digital direct ignition control, distributor-less ignition, four to 12 cylinder configuration, true sequential injection capability, programmable staged boost control, multiple injector drivers - so high- and low-impedance injectors can be used - and 100sps on-board data logging. ICS wired up the Electromotive system and tuned the combination on its Dynojet. At session's end, the Bavarian-bred inline six belted out 1025.35whp and 859.81 lb-ft of torque. The ICS crew still plans on turning up the boost for even more power and expects to see 1300-plus horsepower out of the inline six eventually.
The M3 chassis is stellar, but four digits require some extra attention. ICS added custom chassis stiffening touches to the undercarriage and installed a set of JIC Magic coilovers. The driveline was fortified by a Clutch Masters clutch built especially for this application and a modified rear end featuring a 2.79 gearset, polished gears and 60-percent lockup. After de-clawing the fifth-gear spline during some heated full-throttle, full-boost antics, ICS grafted in a Euro-spec six-speed transmission to hopefully better handle the tremendous torque coming from the S52. It's always wise to increase a vehicle's stopping power in proportion to its increase in acceleration. Consequentially, braking power was addressed with a Stoptech upgrade front and rear. The front and rear setups feature Stoptech's ST-40 four-piston calipers and two-piece 332mm slotted rotors. Rolling stock consists of 18-inch Breyton wheels and heavily abused Avon tires.
This M3 is a mission accomplished for ICS. It's an adrenaline gland's best friend as it effortlessly lays long black patches during 90-mph throttle stomps...bolting sideways in the process! Isn't that just what a four-digit freak is supposed to do?