How we Built a 1500HP BMW S58 Engine: Step-by-Step Guide [R44 Performance]

Hi everyone. For those who don’t know, R44 Performance is currently building a G87 M2 xDrive drag car in partnership with Tom Wrigley Performance due to be shipped over to the US very soon for Texas 2K25 and a number of other events. The goal is to achieve a 1:1 power-to-weight ratio with upwards of 1500bhp & 1500 kg.

Of course, achieving this level of power required building the S58 engine with a range of upgraded internals. There are lots of big power S58s out there and we wanted to share the exact parts & setup we’re running to maintain reliability with such high performance.

If you’re into engineering, this post is definitely for you!

PART 1:

PART 2:

A lot of people have asked us “Do you mean 1500 wheel-horsepower or 1500 bhp?”. The honest answer is: we’re not quite sure yet. The built engine will be capable of around 1800 bhp and the car is yet to be tuned and dialed in. We’ll be detailing the exact power and weight figures very soon!

For the latest updates on the project, check out the build thread here: https://g87.bimmerpost.com/forums/sh….php?t=2104190

ISN’T THE BMW S58 ENGINE FORGED FROM FACTORY?

Although the main internal components – crankshaft, pistons, conrods, camshafts – are already forged from the factory, forging is just a manufacturing process. Design & materials also play a huge role when it comes to strength. In order to achieve this level of power reliably, the majority of the engine internals need to be upgraded with stronger components.

WHAT ENGINE HARDWARE NEEDS TO BE UPGRADED?

To make things simple, here is a list of all the internals our S58 is running:

• ARP main studs
• ARP head studs (custom age 625+)
• 5150 AutoSport CPM Carrillo Pro-Xtreme pistons
• 5150 AutoSport CPM Carrillo Pro-Xtreme rods
• 5150 AutoSport Xtreme Duty cylinder sleeves & O-rings
• 5150 AutoSport High-Performance main bearings
• 5150 AutoSport High-Performance rod bearings
• GSC billet S2 camshafts
• GSC beehive valve springs
• GSC STD intake valves
• GSC super alloy exhaust valves
• GSC intake & exhaust valve stem seals

ARP STUDS

We used ARP studs on our previous 1,000 bhp G80 M3 build and they’ll be essential for our G87 project. The studs will allow a higher clamping pressure and improve stability and strength. The OEM bolts can move around a bit which puts wear on the bearings and increases the chance of failure.

PRO-XTREME PISTONS & RODS

These components are manufactured by Carrillo but built to 5150 AutoSport’s specifications. The rods take an unbelievable amount of strain, which is why upgrading to a thicker forged aluminum rod is essential. The pistons are also forged aluminum with a different strength-promoting design, as shown in the side-by-side comparison.

XTREME DUTY CYLINDER SLEEVES & O-RINGS

To increase the strength of the block itself, we’re using heavy-duty cylinder sleeves, also from 5150 AutoSport. Installing these required machining, courtesy of SpecJ Motorsport here in the UK. The O-rings that accompany the sleeves pinch the head gasket to the head, allowing us to run high levels of boost without any lift.

GSC BILLET STAGE 2 CAMSHAFTS

These BMW S58 upgraded camshafts from GSC are works of art. In addition to looking amazing, these camshafts are incredibly strong, as proven on Tom Wrigley’s 1500 bhp G80 M3. In addition to being stronger, the GSC stage 2 cams have larger lobes which cause the valves to open further and for longer. The stage 3 camshafts have an even larger lobe duration however, they are largely untested at the moment which is why we’re sticking with the tried and tested S2’s for now.

GSC UPRATED VALVES

In addition to the camshafts, GSC also supplied us with their super alloy valves. Just like the other components, the valves are incredibly strong to ensure the setup copes with high levels of boost and an increased redline. The most notable difference is the design of the head which is also swirl-polished. This increases airflow by 30CFM over the standard valves.

All benefits include:

• Swirl polished heads for smoother airflow over the valve
• Back cut to reduce valve weight for higher RPM, higher boost pressure, and allow for more aggressive cam profiles without increasing valve spring seat pressures
• Valve stems are micro-polished to allow for less oil retention on the stem, which creates less drag on the stem to guide for a smoother motion
• Intake valves are a modified 21-4n stainless
• Valve tips are either hardened or have a stelite wafer tip fused so that the tip is within 5 Rockwell C of the rocker or valve tappet for extended life and less wear
• Valve tip lengths – GSC has taken extra time to adjust tip heights on the applications to require less tipping of the valve, to maintain proper tip height for proper valve train geometry, and to cut down on install times when setting valve lash
• GSC has also adjusted the keeper groove to properly balance intake and exhaust spring pressures to reduce the use of valve spring shims and maximize performance from our spring and retainer kits.

GSC BEEHIVE VALVE SPRINGS

To support the valves, we’re running GSC’s oval valve springs with titanium retainers. The ‘beehive’ design means the coils are progressive in size, increasing strength. They also utilize advanced material heat treatment methods for superior load loss capabilities. These springs have the highest level of spring load retention while still maintaining good fatigue throughout the life of the spring. Beehive springs allow for the use of a smaller, lighter retainer allowing for higher RPM and more valve control.

Valve specifications:

Max RPM: 9,000 RPM

Max boost: 70 psi

101 lbs @ 1.415″ install height

221lbs @ 0.982″ (11mm Valve Lift)

Their primary function is to prevent what’s known as valve float. This is where high levels of boost cause the valves to push open as the spring doesn’t have enough resistance.

GSC VALVE STEM SEALS

Lastly, GSC Power-Division Viton® valve seals provide improved resistance to high temperatures, fuel, and chemical contaminants as well as extended wear as seen in high rpm engines. These are the last pieces to the puzzle and round up the engine hardware we’re using to achieve over 1500 bhp in our BMW G87 M2’s S58 engine.

We’re aware that, for those who aren’t deep within the BMW tuning community, finding a reliable source of both engine parts and advice can be difficult. R44 Performance is now an authorized supplier of all the engine components listed above and much more. If you require any help or advice about which components would be best for your application, get in touch with our sales team: https://r44performance.com/pages/contact

5150 AutoSport: https://r44performance.com/collections/5150-autosport

GSC Power-Division: https://r44performance.com/collectio…n-engine-parts