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LS2 Intake and New Accessory Brackets2701
wayne posted in BMW with Chevy V8 on October 4th, 2007

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Here’s what the original Chevy 5.3 intake and front accessory drive system looked like. As you can see, the manifold and alternator are way too high for hood clearance.

First step–swap the intake for an LS2. The good news is that the SUV drive-by-wire throttle body bolts right on and the injector connectors are the same. The bad news is that the water pump outlet and the serpentine belt idler pulley are in the way.

Second step–swap the water pump and crank pulley for LS2 parts.

Third step–either find LS2 accessory brackets or make my own. I’m going to make my own for a couple of reasons. First, I want to keep the BMW power steering pump because it runs both the power steering and the hydro-boost style power brake system and I want to make sure there are no pressure issues and it also simplifies the hose fittings. Second, the AC compressor bracket lost two of its mounting bosses when I switched to the GTO oil pan and I don’t like the low mounting position.

The problem with moving the AC compressor up and just outside the passenger side head is that the compressor runs on its own little 4-groove serpentine belt and won’t work with the main 6-groove belt. Possible solutions?

1. Swap the belt pulley for a 6 groove. Problem is that GM doesn’t sell the pulley by itself.

2. Swap to a Sanden aftermarket compressor with a 6 groove pulley.

3. Swap to the Trailblazer/Envoy 6 cylinder compressor which does use a 6 groove pulley.

Still haven’t made a final decision but here’s a look a the first prototype brackets just to get a feel for where things might fit.

As you can see, I haven’t changed out the water pump yet. I temporarily turned the throttle body 90 degrees so it would clear the water pump outlet. The compressor is an old Sanden that still has a double V-belt pulley. The alternator bracket is made out of Masonite. This is all temporary while we sort out the next steps. At least we know we have a potential solution to the hood clearance issue.

Oh, one more thing–early 1990’s E34 525i models use a serpentine belt and the power steering pump pulleys have the same bolt pattern as the E28. That let’s me keep the original pump and hoses.

Slice and Dice: We finally cut the BMW1192
wayne posted in BMW with Chevy V8 on May 27th, 2007

Rear seat heater duct hiding under the front carpet.

The first trial fit of the Chevy 5.3 engine and 4L60E transmission revealed interference along the lower edge of the transmission tunnel. My new urethane foam transmission mock-up from P-Ayr made it easy to see exactly where surgery was needed.
The valve body and oil pan of the transmission stick out on the passenger side. On the driver side, there is a box-like device that is part of the shift cable control and it appeared that it might clear the tunnel with some hammer work.

After removing the passenger front seat, the console, the carpet and the plastic heater duct which feeds warm air to the rear passengers I came up with a plan for making cuts in the floor pan about an inch from the transmission tunnel. This allowed me to push the side of the tunnel out and created a double layer of metal for welding.

Underneath, each side has a re-inforcing plate which also has slots for the transmission crossmember. I complete removed the one on the passenger side by grinding off the factory welds. I split the one on the driver side to make it easier to hammer.

After a little work with a 5 pound BFH (big friendly hammer) the foam mock-up fit nicely in the tunnel. Next up is to try the real engine and transmission and check for cable clearance.

Trans tunnel now overlaps the floorboard about 1 inch.

Camaro LS1 manifold (slightly modified) clears BMW steering6920
wayne posted in BMW with Chevy V8 on April 23rd, 2007

The ‘98-’99 Camaro manifolds are made of stamped steel instead of the usual cast iron. That makes them relatively easy to modify. You horsepower freaks will say the new design looks restrictive but remember, I’m building a daily driver, not a track car. I’m willing to give up the horsepower for the ease of installation.

Camaro manifold with flange removed.

Camaro manifold ready for new downtube.

Camaro manifold with new 2-1/4″ downtube.

Camaro manifold ready for welding.

Camaro manifold after final welding but before clean-up.

Here in Cedar County, we call this type of work “CBE”. Stands for “crude but effective”. It’s sure not as pretty as Ed Raether’s hand-made headers but it clears the steering box and after a flange is added, it will mate up nicely with the rest of the BMW exhaust system.

This manifold solves a problem I’ve worried about since the day I first took measurements in the BMW engine bay and compared them against photos of LS1 engines. I knew this would be one of the tightest clearance issues. So, it’s a major step forward.

I still have to find a 90 degree fitting for the BMW power steering return hose but I’ve found a Weatherhead part number that looks like it might work. I’ll keep you posted.

By the way, did you notice the first two photos? Yeah, I popped for the P-Ayr foam mock-ups of both the LS1 long block and the 700R4 (close enough to the 4L60E). They’ve already been a major time and back saver.

5.3 V8 exhaust manifold ideas for the old BMW662
wayne posted in BMW with Chevy V8 on April 15th, 2007

Last post I shared how we tried a passenger side manifold on the driver’s side. After some more measuring and cogitating, I decided to try modifying the Chevy Camaro LS1 driver’s side manifold. It appeared that by re-locating the outlet flange, we might be able to clear the BMW steering box and send a head pipe out between the bellhousing and frame rail and then along side the transmission. So I broke out the old plasma cutter and made the first rough cut.

Camaro LS1 stamped steel exhaust manifold with outlet flange trimmed.

This first cut was enough for the manifold to clear the main part of the BMW steering box. The only issue was the fluid outlet fitting protruded up inside the manifold. This can be solved by a combination of some more manifold surgery and creating a new outlet tube plus finding a 90 degree outlet fitting. Here’s a view of the manifold from underneath the car looking almost straight up past the steering box.

‘98-’99 Chevy Camaro LS1 exhaust manifold with no outlet flange clears the BMW steering box.

Note the outlet fitting (at the upper left corner of the gear box covered with a rubber boot) points directly into the manifold. There is room for a new exhaust outlet tucked closer to the engine block. I’ll close up part of the hole I’ve created and make a new down tube with a head pipe flange.

Engine swaps always require a certain number of compromises. In this case, I’m going to sacrifice some exhaust flow and in return, save some time and money compared to building custom headers. This isn’t a track car so maximum performance isn’t the goal. I just want a good performing daily driver. With the Chevy engine rated at 300HP, I can afford to give away a horse or two and still have a whole stable full compared to the old BMW 6 cylinder.

How big does the shoehorn have to be?419
wayne posted in BMW with Chevy V8 on April 6th, 2007

Camaro passenger side manifold.

We made two trial fits the first day we dropped the Chevy 5.3 over into the engine bay of the old BMW. The first time we kept the SUV passenger side exhaust manifold. The outlet flange hit the frame rail and pointed towards the firewall. We then tried the 98-99 Camaro manifold. It cleared the frame rail and comes close to pointing towards the path of the original exhaust head pipe.

Just as an experiment, we installed the SUV passenger side manifold on the driver’s side which meant the outlet was at the front of the engine. Our idea was that a cross-over pipe might work, coming across the front of the engine and then down the passenger side, either Y-ing into the passenger pipe or running parallel to it. This might still be a solution but the SUV manifold flange once again hit the frame rail. A second Camaro passenger side manifold might do the trick.

Driver’s side fit (front of the car to the left).

Otherwise, things fit remarkably well. As you can see in the photo, the driver’s side coils just clear the master cylinder reservoir. The spark plug wire won’t clear so a little coil adjustment will be necessary. And I’m not sure how you could ever get in to change number 7 spark plug. So we might use the trick Ed Raether came up with and that is to mix and match some 740 and 840 parts which offsets the master cylinder away from the engine.

BMW V8 Conversion–Oil Pressure Gauge Connection1
wayne posted in BMW with Chevy V8 on March 18th, 2007

I’ve swapped the GMC Envoy (same as Chevy Trailblazer) oil pan for a GTO pan into order to have a front sump which will clear the BMW crossmember. Both of these pans have two ports at the left rear of the pan. Remove one of the Allen-head plugs and replace it with an adapter fitting (ask your auto parts store for an Equus gauge metric adapter kit).

Motormount Details–Chevy LS1 to BMW Conversion4236
wayne posted in BMW with Chevy V8 on March 18th, 2007

Here’s the passenger side motormount with an OEM BMW rubber isolator. The mounts were made by Ed Raether (MWrench) and are duplicates of the ones he made for his 6 series LS1 conversion.

These mounts are hell-for-stout. Ed has a sturdy weld fixture so they are also quite accurate. I can’t say they just drop in place but that’s a BMW issue not an Ed issue. The issue is that the isolator studs are at an angle and don’t easily drop into their holes on the suspension cross-member. Solution is to leave everything loose and with some of the flex in the rubber, sort of force the studs into place as the engine is coming down. Then, tighten everything back up. Which is something of a trick due to limited space, especially on the driver’s side.

It’s now a 553iS BMW with a shiny new Chevy 5.3 V80
wayne posted in BMW with Chevy V8 on March 11th, 2007

Well, not completely, but Old Red now has a new engine sitting in the engine bay. And we’ve learned a whole bunch.

Ed Raether’s motor mount brackets work great. A passenger side Camaro exhaust manifold works good. Plenty of room at the firewall and at the radiator.

Issues: Tight quarters on the driver side. Just for fun, we put the SUV passenger exhaust manifold on the driver side making it a front dump. One idea is to make a cross-over pipe and send both pipes down the passenger side. The manifold clears the steering box and master cylinder. PS box will need a 90 degree fitting for the return hose. Manifold flange will need some grinding. Maybe a Camaro manifold would work better here too.

Here’s a question for you: The SUV intake and alternator are too tall for hood clearance. Which would you do?

1. Swap the intake for a passenger intake which means also swapping the waterpump and all the front accessories?

OR

2. Install a cowl induction hood scoop, say something like the early Z28 Camaros had?

You can see some photos over on BimmerForums.

http://forums.bimmerforums.com/forum/showthread.php?t=681153&page=3

More Chevy V8 stuff–Big Block Chevy this time10
wayne posted in Uncategorized on March 7th, 2007

Before I started this BMW V8 engine conversion project I had several other projects going–including upgrading my old GMC 1-ton dually from what was supposed to be a 400 small block to a 454 big block.

The 454 was a swap meet find and had no front accessory brackets. My buddy Kenny was working on a resto-mod 1969 Chevelle and had a 396, also missing some front pieces. So, we got together with our third buddy, Ken, and decided we wanted the modern convenience of a one-belt serpentine system. I had an extra 4.3 V6 sitting around and we decided to figure out a way to adapt the 4.3 brackets and accessories to the big block. That way we would have the modern CS130 alternator, an updated power steering pump and a compact rotary air conditioning compressor.

We carved out some aluminum adapter plates that let the cheap and readily-available SBC accessories bolt right on the big block. It worked so well we decided to make a couple of extra sets and take them to a swap meet. And that worked so well we started selling them on Ebay. And that worked so well we decided to actually form a little part-time company. We call it KWiK Performance. KWiK stands for Ken, Wayne including Kenny. As Ken says, we were going to call ourselves Ken, Wayne and Kenny but that would have spelled KWaK.

Anyway, we just got a web site up. Be one of the first to check it out and see our serpentine adapter plates. You’ll find us at: www.kwikperf.com

Video Test 30
wayne posted in Uncategorized, BMW with Chevy V8 on February 25th, 2007

Here’s the first video I made about the BMW engine conversion. Why a Chevy engine? Which series?

You can watch the rest of series over on YouTube by clicking on “other videos by this user” and in a few days, I’ll have all of them posted here on permanent pages. Enjoy.