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Swap looks pretty swell.
Were you able to retain any of the factory electronic gizmos? Cluster, OBC, mpg?
Were you able to retain any of the factory electronic gizmos? Cluster, OBC, mpg?
The OBC is gone and the cluster is on its way outSwap looks pretty swell.
Were you able to retain any of the factory electronic gizmos? Cluster, OBC, mpg?
hihaWell it was the right configuration and the right price - plus it isn't electrical so it might last for a longer than a weekI applaud you for the work itself. OTOH, this is blasphemy to me. I mean really, just the VAG expansion tank pictured there brings tears to my eyes.....:crying2:
It runs pretty well. It is pretty quick, but will be a lot more so once I add the forced induction :wroom:Nice work. I enjoyed seeing that box and pan brake outside the shop with the exhausts.
How's it run?
Its a nice swap, and as OC here said in this post, at least it was not done to an M5!!I applaud you for the work itself. OTOH, this is blasphemy to me. I mean really, just the VAG expansion tank pictured there brings tears to my eyes.....:crying2:
Glad it wasn't an M5
Heaven forbid! :nono: But it could very well be his next project....have you seen his sig?Its a nice swap, and as OC here said in this post, at least it was not done to an M5!!
Driveshafts are actually very simple, although them seem to cause a lot of concern. After talking to a local driveshaft shop that has done a few custom pieces for me in the past, they convinced me to keep the 2 piece stock setup. From there I mimicked the stock angles (although it is not all that critical with an independent real suspension), took the measurements and they modified the stock driveshaft. I have had the car to highway speeds and there are no vibrations or strange movements from the back. I also installed a M5 differential (I really wanted a 3.46 ratio but the cost was crazy) and I reinforced the diff mount - I posted pics in a separate thread along with pictures of the useless Dinan reinforcement "kit".Nice project!! Can you describe how you handled the driveshaft-to-tranny interface and how did you move the shifter far enough rearward?
Yeah... ordering directly from Germany some rare euro part that adds 15Hp versus walking into a store, buying some edelbrock parts, and screwing them on for 60hp. Whether or not its your scene, LSx swaps at least make sense compared to a lot of other automotive fads out there...must be super fast. I drove in a friends 240sx with an ls1 swap. It's unbelievable how cheap it is compared to bimmers to get another 100hp out of these motors.
I hadn't thought of using an M5, but thanks for giving me the idea :biggrinbounce: anybody have one for sale cheap :deal: ?
Driveshafts are actually very simple, although them seem to cause a lot of concern. After talking to a local driveshaft shop that has done a few custom pieces for me in the past, they convinced me to keep the 2 piece stock setup. From there I mimicked the stock angles (although it is not all that critical with an independent real suspension), took the measurements and they modified the stock driveshaft. I have had the car to highway speeds and there are no vibrations or strange movements from the back. I also installed a M5 differential (I really wanted a 3.46 ratio but the cost was crazy) and I reinforced the diff mount - I posted pics in a separate thread along with pictures of the useless Dinan reinforcement "kit".
I used a GTO shifter which places the shift lever about 2.5 inches toward the rear, allowing me to put the shifter dead center in the stock shifter hole with a reasonable amount of firewall clearance.
Not a particularly difficult swap if you are comfortable with fabrication. I swapped in a much milder can in anticipation of forced induction, right now the car has roughly 450 hp and 450 ft lbs at the flywheel.From the pictuyres it loocked like an easy swap. I guess it was not that easy as it looks?
What si the power?
It is pretty straightforward. Nothing needs to prevent the driveshaft from moving back and forth and in fact you have to allow some movement. The driveshaft is fixed at the rear. the CV joint at the rear allows some movement and the slip yoke also lives up to its name and allows some movement. However, there is only a very small amount of movement in an independent rear suspension setup, there is much more with a live axle.Can you please tell me what car donated the transmission? I'm still not understanding how the front driveshaft interface is accomplished because most domestic cars use a slip yoke and the BMW uses a rigid flange. Something needs to prevent the driveshaft from moving fore and aft. In domestic cars, this is usually accomplished by relying upon the rear flange on the differential. BMW takes the opposite approach, using the tranny flange for the same purpose. I am not familiar with the tranny used in the GTO, so maybe that's the missing link in my mind. Perhaps it's not a slip yoke design?
Thanks. However something definitely needs to prevent the driveshaft from becoming a flying drill bit when subjected to sharp torque spikes from accel, decel, potholes or wheelspin! Have you ever watched a driveshaft on a pro tractor pull (some 2pc with near zero angularity) or seen race car driveshaft dynamics with an under chassis camera? The BMW OE center bearing is really not designed to resist ANY fore-aft loads, although it may meet that need under light duty. In the case of BMW, one end is securely fastened to the transmission flange with free floating rear connection. In the case of GM live axle setups, the rear of the driveshaft is securely fastened to the rear differential flange with front tranny interface free floating. It's hard for me to accept that a rigid, firm flange restraint on the end with NO telescopic CV is "optional", since this strategy is used by every OEM, truck and aftermarket race setup I've seen.Not a particularly difficult swap if you are comfortable with fabrication. I swapped in a much milder can in anticipation of forced induction, right now the car has roughly 450 hp and 450 ft lbs at the flywheel.
It is pretty straightforward. Nothing needs to prevent the driveshaft from moving back and forth and in fact you have to allow some movement. The driveshaft is fixed at the rear. the CV joint at the rear allows some movement and the slip yoke also lives up to its name and allows some movement. However, there is only a very small amount of movement in an independent rear suspension setup, there is much more with a live axle.
The transmission is from a 2001 Camaro (it has been rebuilt and improved, but that is what I started with). This transmission does indeed have a splined end, which is the same as millions of other transmission (like the Turbo 350 for example). The driveshaft shop uses a slip yoke that fits the transmission and a u-joint the other end of the u-joint is attached to a tube which is welded to the front portion of the BMW driveshaft (they pick a tube diameter that slips inside of the BMW driveshaft). Then it is high-speed balanced.