Swapping a motor into your automobile that it couldn’t initially be ordered with is arguably probably the most consequential improve you can provide it at one time. Aside from a full hover conversion, after all. Individuals have been dropping higher-performance, higher-efficiency, and/or higher-risk engines of their rides ever since cars first got here with propulsion motors, properly earlier than the times of Twenty first-century YouTube, ‘60s muscle automobile wars, post-WWII hot-rodding, ‘30s seaside races, and street rallies over 100 years in the past (the place world velocity data had been right this moment’s freeway velocity limits).
The chances are as infinite as our engine-swap wishlist – however after all, we’re at all times sure by money and time, and whereas each might be the identical factor, the latter’s often what we run wanting first. Right here’s a information with the highest 5 engines (and what they initially had been fitted in) that you would be able to swap into your traditional BMW – or something actually, however the traditional dealing with, suspension, and magnificence of a 2000s-and-earlier Beemer is what we’re dwelling right here for. Pair any of the beneath motors together with your selection of something from E36s to E46s (but, the E46 is now a two-decade-young traditional) and virtually something in between.
I’m not condoning nor recommending that you simply minimize up concours-mint-condition examples of donor or recipient automobiles – however an engine swap can rejuvenate new life right into a drained experience with exhausted internals. You’ll discover lists beneath of traditional BMWs ripe for a swap, however actually, if in case you have an engine and an engine compartment, you swap something into something, can’t you? So swap on, pricey mechanic reader, and proceed the lives and legacies of over a century – and counting – of sizzling rodders earlier than us.
- Daring and underlined: Engine Era Code
- Underlined solely: Mannequin Improvement Code
- Daring solely: Engine Variant Code
5. BMW M50 (‘90-96)/S50 (‘92-00) Inline-Six
Initially from/donor automobiles:
- M50 – E36: ‘91-95 320i (B20), ‘92-94 320i (B20TÜ), ‘91-92 325i/325is (B25), ‘93-95 325i/325is (B25TÜ), ‘93-95 325iA (B24TÜ); E34: ‘90-92 520i (B20), ‘92-96 520i (B20TÜ), ‘90-92 525i/525ix (B25), ‘92-96 525i/525ix (B25TÜ), ‘92-96 525iA (B24TÜ),
- S50 – E36: ‘92-95 M3 (B30, non-U.S.), ‘94-95 M3 (B30US, only-U.S.), ‘95-99 M3 (B32, non-U.S./Canada); E36/7: ‘96-00 M Roadster/Coupé (B32, non-U.S./Canada)
After its M20(!) ancestor bookended a vaunted 16-year chapter of divine analog simplicity, BMW’s M50 vary started a brand new period in its inline-six motors’ storied historical past. However from the reigning success of the indomitably timeless but inevitably growing older late-‘70s M20 SOHC two-valve design got here its refreshingly up to date ‘90s successor. The M50 nonetheless retained a cast-iron block and 6,750 rpm redline much like the last word M20s – however these had been the one essential similarities, as the brand new engine received a dual-overhead cam, a cylinder knock sensor, twice the valves (24 complete now) and exchanged the previous-gen aluminum consumption manifold for a featherweight plastic design. For the E34, the oil pan deviated to the rear, in contrast to with the front-sumped M20s and E36 M50s.
No alternative for displacement, proper? Till you tremendous/turbo/twin-charge the dwelling hell out of your M50, the M3’s S50 is your greatest guess for a secure improve, and a hundreds extra livable one at that. Bored and stroked to wherever however boredom, the 282-hp S50 redline was stretched to 7,200 rpm, and featured new cranks, connecting rods, pistons, cams, single (B30)/double (B32)-VANOS (variable consumption cam valve timing), individual-cylinder throttle our bodies, Bosch Motronic M3.3 (B30)/Siemens (B32) engine administration, and fancier consumption and exhaust setups.
Notably, the U.S./Canadian M3s and their house owners received hoodwinked with a detuned S50 that redlined at 7,000 rpm and solely coughed up 240 hp. It even copied the compression ratio of the essential M52. Okay, let’s pause for a second. Everybody is aware of how the western motors had been down on energy, however does anybody really know why this occurred?.. It’s matter-of-factly easy: resulting from then-more-stringent emissions rules in North America. Nonetheless nothing to sneeze and even scoff at (even within the ‘90s), 240 hp was nonetheless an enormous disparity to what the remainder of the world’s M3s loved by comparability, and thus extensively thought-about a comparatively paltry sum. Heck, it’s why Individuals all too typically disregard the E36 for being heavier than the E30, or overlook it for being slower than the E46, and thus neither of the revered latter. However in case you do have an S50, you recognize it’s really to not ever be counted out.
Although vital steps within the legacies of BMW’s 3 Collection and 5 Collection – the M50/S50 would solely be produced till ‘96 (while you bear in mind the M20 was milked from ‘77-’93), and set the sample of shorter manufacturing spans for engines that adopted. Why’d I skip the legendary S38s? Barely too heavy with rareish unobtanium – however in case you get fortunate sufficient to encounter one, the principles of the sport are simply the identical, like with any BMW six.
- Swap the M50/S50 into… your E30, E28, E21, E12, and (in case you dare) E9, New Six/E3
4. Chevrolet LS3 (‘08-’17) V8
- Initially from/donor automobiles… Chevy: ‘08–’13 Gen 6 Corvette, ‘10–’15 Gen 5 Camaro SS (manual-transmission-only), ‘14–’17 SS; Pontiac: ‘09 G8 GXP; Vauxhall: ‘09–’17 VXR8 (or, you may at all times skip the public sale lot/junkyard and purchase a crate motor)
Purists, look away; open-minded experimentalists, look right here, and no additional! LS3 V8 swaps into BMWs are standard for a lot of causes. And I didn’t say this record could be all BMW motors… however that is certainly a prime engine to swap as a substitute of 1! Although why’d the bowtie beat out the blue oval to get on right here? The LS boasts the widest number of aftermarket (from OEM to efficiency) help, generational similarity (permitting for blanket compatibility of a lot of these elements), they usually occur to be extra reasonably priced and accessible at your native junkyard (as a result of there’s almost three many years of LS motors on the market), in comparison with most Ford V8s (however they’re advantageous engines too). The LS3 is filled with a few of Common Motors’ prime improvements from its very-extended LS engine household, together with however not restricted to the LS2 casting, high-flow cylinder heads (L92) and consumption manifold, LS7 gasoline injectors, and an aggressive-life camshaft. In American-hot-rod type, the LS3 is an amalgamation of the perfect LS elements in a single bundle.
However why an LS3 particularly, if not for simply the sum of its elements? This variant is collectively agreed by many (simply ask your store class instructor) to be the very best when it comes to the aforementioned standards, in addition to probably the most balanced (horsepower/torque to value/weight ratios), tunable, and dependable for high-power builds. If an LS3’s not pleasant sufficient to your price range, fret not – you’ll discover virtually any usable LS V8 (LS2, L76, and many others) from almost any ‘90s-’00s GM automobile, truck or SUV will likely be greater than ample, however remember that they’ll require some convincing to dial again on the low-end work-vehicle torque and start producing high-revving efficiency.
And naturally, why any V8? Certain, you’ll sacrifice lightness and nimbleness for energy, however two further cylinders in a chassis initially designed for (‘most’) six gained’t bend it while you hit the street or raceway. After all, select your ‘drop’ automobile correctly: older/smaller automobiles definitely want extra firewall slicing and mount transferring than newer/larger ones. However whereas the LS3’s cheap proportions assist a bit, the LS is not any small hen, weighing in at 6.2 liters (twice as huge as the rest on this record). So many questions right here, a few of which you would possibly’ve had for fairly some time… however an LS3 swap’ll reply all these and plenty of extra forward earlier than you’ve got them.
- Swap the LS3 into… your E34, E36, E39, E46, and even your E60/1s and E90/1/2/3s
3. BMW M52 (‘94-’00)/S52 (‘96-00) Inline-Six
Initially from/donor automobiles:
- M52 – E36: ‘94-98 320i (B20), ‘95–98 323i (B25), ‘95–99 328i/328is (B28); E36/5: ‘95–00 323ti (B25); E36/7: ‘97–98 Z3 2.8 (B28), ‘98–00 Z3 2.3i (TÜB25), ‘99–00 Z3 2.0i (TÜB20); E36/7/8: ‘98–00 Z3 2.8 (TÜB28); E46: ‘98–00 E46 320i/320Ci (TÜB20), ‘98–00 323i/323Ci (TÜB25), ‘98–00 328i/328Ci (TÜB28); E39: ‘95-98 520i (B20), ‘98–00 520i (TÜB20), ‘95–98 523i (B25), ‘98–00 523i (TÜB25), ‘95–98 528i (B28), ‘98–00 528i (TÜB28); E38: ‘95–98 728i/728iL (B28), ‘98–00 728i (TÜB28); Land Rover: ‘97–00 Defender (South Africa-only)
- S52 – E36: ‘96-99 M3 (only-U.S./Canada) (B30); E36/7/8: ‘98–2000 Z3M (only-U.S./Canada) (B32)
You thought the M50/S50 was good? Just for 4 years did it completely benefit from the automobile world all to itself, till BMW started releasing the M52/S52 as early as ‘94. Probably the most noteworthy facet was the debut of BMW’s first aluminum engine block castings, which immediately shaved over 51 lbs/23 kg of weight. That’s, in case you weren’t American or Canadian: M52s within the Northern North American nations had been nonetheless caught with the very same outdated cast-iron kettle bell that the M50 had. As if detuned S50s weren’t unhealthy sufficient! However when the E46 burst on the stars-and-stripes scene in ‘99, that 3 Collection got here with the brand-new aluminum M52 block, albeit with iron sleeve wienerschnitzel casings to supply warmth resistance that might safeguard the motor’s well being.
The ‘common’ early M52s, DOHC as they had been, and similar to the M50, had been single-VANOS. When the TÜ (technical replace, assume LCI-facelifts for engines) arrived, drivers loved variable valve timing on not simply the single-VANOS-style consumption cam, however on the exhaust cam as properly! Creatively, it was dubbed ‘double-VANOS’. Intelligent, huh? M52s generally had revised throttle our bodies, ASC/traction management, coolant drain passages, twin consumption manifolds, and even metal lining within the cylinders for that optimum warmth safety.
America, America, O Canada, oh pricey. ‘96-99 M3s elsewhere didn’t must improve from the unbroken bliss of their 282-hp S50s. Although completely underpowered, the brand new S52 was nonetheless unique to the U.S. and Canada from the E36 M3’s sundown ‘96-99 years. And in case you thought the U.S./Canada S50 mirrored the M50 quite a bit, it is best to know all S52s additionally carried over the M52’s iron block and cylinder head. Not the happiest element, however in case you enhance and even frivolously tune it, you may defeat the additional 51 lbs that the cast-iron thrusts upon you. Or if it irks you that a lot, discover an aluminum block from a Euro M52, or a ‘99-and-later U.S. E46. The S52 does flaunt its personal lighter cams, valve springs, and exhaust setup for elevated effectivity, although energy and gasoline financial system enhancements are negligible. Do you save 50 kilos with a sub-200-hp M52, get most (inventory) energy through a heavier S50, or discover the center floor with the S52? S50 and S52’s redlines are 7,000. Choices, choices – however a enjoyable dilemma.
- Swap the M52/S52 into… your E30, E28, E21, E12, and (in case you dare) E9, New Six/E3
2. Toyota JZ (‘90-07) Inline-Six
Initially from/donor automobiles…
- 1JZ – GE: Mark II, Chaser, Cresta, Crown, Soarer, Progres; GTE: Chaser/Cresta/Mark II 2.5GT Twin Turbo (JZX81), Chaser/Cresta/Mark II Tourer V/Roulant G (JZX90, JZX100), Mark II iR-V (JZX110), Mark II Blit iR-V (JZX110W), Soarer 2.5 GT-T (JZZ30), Supra MK III 2.5 Twin Turbo (R) (JZA70), Verossa VR25 (JZX110), Crown Athlete V (JZS171 sedan and JZS171W wagon); FSE: Mark II, Mark II Blit, Brevis, Progres, Verossa, Crown
2JZ – GE: Altezza AS 300, Aristo, Soarer, Crown/Crown Majesta, Mark II/Chaser/Cresta, Origin, Progres, Supra; Lexus: IS 300, SC 300, GS 300; GTE: Aristo 3.0V (JZS147, Japan-only), Aristo V300 (JZS161, Japan-only), Supra RZ/Turbo (JZA80); FSE: Toyota Brevis, Progres, Crown (S170), Crown Majesta (S170)
That’s proper, a tuner’s ambrosia: the air-intercooled, belt-driven, iron-block/aluminum head 24-valve DOHC Toyota JZ I-6, which hit the bottom working in ‘90, the identical 12 months because the BMW M50. What do they are saying about coincidences? They take loads of planning. So was it mere probability? I feel not. Or who is aware of. Everybody says they’re bulletproof, however I wouldn’t shoot yours except it fails to begin, and also you simply misplaced an argument (Yellow Pantera…). Many individuals additionally lose their minds over the 2JZ choices, ushered into stardom by Toyota’s Supra-star, so let’s begin there. The 2JZ-GE was first off the road, beginning in ‘91 with 3.0 displaced liters. 4 years later, it received VVT-i variable valve timing in every single place however the U.S., which earned it for ‘98 model-year automobiles.
What additionally received VANOS-vibe VVT was the vaunted 2JZ-GTE. Sequential-twin-turbocharged, and it wasn’t diesel-powered like BMW’s sole turboed choices had been at the moment. It was side-mount intercooled, with recessed piston tops to decrease total compression for steadiness, oil spray to chill pistons, and a brand new head, cams, ports, and valves. Energy was actually boosted from the GE’s 212-227/direction-injection FSE’s 217 hp to the GTE’s 311. However the U.S. and Europe gained huge this time round, with particular 320 hp figures unbound by JDM requirements. These motors flexed new cams, injectors, 25% bigger injectors, stronger metal (beats out ceramic) turbo housings, and stainless-steel turbine/impeller fins. Snail nerds fawn over the various fan designs. Stated to be constructed to compete with Nissan’s RB26DETT (and certain the S50/S52), why did the RB26 get swept off my chopping block? Whereas Nissan’s motor is a grand various, and although its short-stroke setup permits it double the redline of a 2JZ (a humble 6,000, in comparison with an RB26’s whopping 11,000), that’s precisely why it’s been minimize from this record: these detrimental revs sadly shoot its non-bulletproof-self within the foot, slaughtering its reliability.
Although it’s received a taller block deck and rods, and the identical bore, the 2JZ differs from the bottom front-intercooler 1JZ, which is basically a 2.5 liter model of the previous. The JZ household even outlived the M20 by a 12 months, going 17 full ones from ‘90 to ‘07. It’s like Toyota made these motors for transplanting, realizing that they’d crew up with BMW to have their future twins.
- Swap the JZ into… your E34, E36, E39, E30, E28, E21, E12, and (in case you dare) E9, New Six/E3
1. BMW M54 (‘00-06)/S54 (‘00-08) Inline-Six
Initially from/donor automobiles…
- M54 – E46: ‘00–06 320i/320Ci (B22), ‘00–06 325i/325xi/325Ci (B25), ‘00–06 330i/330xi/330Ci (B30); E46/5: ‘00–04 325ti (B25); E36/7: ‘00–02 Z3 2.2i (B22), ‘00–02 Z3 2.5i (B25), ‘00–02 Z3 3.0i (B30); E39: ‘00–03 520i (B22), ‘00–04 525i (B25), ‘00–04 530i (B30); E60: ‘03–05 530i (B30); E60/E61: ‘03-05 520i (B22), ‘03–05 525i/525xi (B25); E53 ‘00–06 X5 3.0i (B30); E65/E66: ‘02–05 730i/730Li (B30); E83: ‘03–06 X3 2.5i (B25), ‘03–06 X3 3.0i (B30); E85: ‘02–05 Z4 2.5i (B25), ‘02–05 Z4 3.0i (B30), ‘03–05 Z4 2.2i (B22)
S54 – E46: ‘00-06 M3 (B32), ‘03 M3 CSL (B32HP); E36/7: ‘00-02 Z3 M Roadster (B32); E36/8: Z3 M Coupé (B32); E85: ‘06-08 Z4 M Roadster (B32); E86: ‘06-08 Z4 M Coupé (B32); Wiesmann: ‘02–11 MF 3 Roadster (B32), ‘09 MF 3 Roadster “twentieth Anniversary Version” (B32HP)
The E46 was, and nonetheless is, thought-about a serious leap into the fashionable period. And it’s possible you’ll rejoice within the spirit of revolutionary enchancment, as all M54s had been constructed with light-weight aluminum cylinder heads and engine blocks strengthened with iron cylinder lining! These closing descendants of the M20-M50-M52 household tree had been armed with an unprecedented (for the lineage) non-return gasoline system and entirely-electronic throttle (the start of drive-by-wire rule).
With all these charged add-ons, even the thermostat was electronically plugged-in too. Each M54 additionally wielded double-VANOS, Siemens MS 43 administration, and an improved dual-length consumption manifold (‘DISA’, which varies the size of the engine’s consumption tract) too. For the primary time because the ‘88-90 E34’s M30, a non-M-powered M-code six-cylinder had returned to three.0 liters, having caught as much as the displacement of the E36 M3’s S50 with an improved stroke. Redline topped at 6,500 rpm, and like all different M54 elements, was a profitable formulation that remained unchanged at some stage in its’ ‘00-06 lifespan. It was so good that BMW seemingly couldn’t prime it, and was solely capable of observe it up with a predominantly new design of their N52… that means the honed S54 would haven’t any direct successor. The royal bloodline would proceed no extra.
Wait, hey, the S54 was nonetheless fabricated from what??? The M54’s so far as the common aluminum engine blocks went: this technology’s efficiency straight-six-shooter additionally sported a completely cast-iron development, similar to with the U.S. M52 and all S52s. However in crystal-clear hindsight, it made excellent sense! Although the S54 was the high-output taste of its spinoff M54 and logically would command lightness, its superior efficiency was optimized via the prioritization of its personal materials power somewhat than weight, additionally channeling its S50 and S52 ancestors earlier than it. Although feathery aluminum would profit a automobile’s dealing with even additional, the supreme density of sturdy S54 forged iron stored temperatures steady and power assured amid excessive high-heat/rpm driving circumstances. High quality certain was all the pieces again then, with all issues really constructed to final, and cementing the S54’s famend reliability and indeniable immortality 19+ years on as one of the vital standard all-around naturally-aspirated BMW motors you may sing together with. Is sensible why everybody’s hooked on E46 M3s, proper?
Not like the commonalities shared between the highly-friendly M50/S50 and super-tight-knit M52/S52 duos, the S54 is apparently extra carefully associated to not its’ M54, however near-directly to the unique S50, and exists as a descendant of that efficiency powerplant. The S54 has a number of new tips over its grandparent, amongst them a revised bore, cams, Siemens MSS54 ECU (up to date to MSS70 within the through-to-’08 E85 Z4 M Roadster/E86 Coupé), and heightened compression ratio as well. Harkening again to the E36 M3 (particularly the homologated GT’s S50B30, and the S50B32), a scavenging oil pump proactively prevented oil hunger that might in any other case come up from intense cornering and resultant inertial forces.
And what’s subsequent? However wait, there’s extra! BMW famously – maybe infamously – resurrected the three.0 CSL’s Coupé Sport Leichtbau moniker for its one-year-only particular, the ‘03 E46 M3 CSL, and it decisively scored a good means cooler S54. It was referred to as the S54B32HP, the ‘HP’ standing for, after all, ‘high-performance,’ denoting that this was a good higher-performance model of the high-performance M54 and (more-so) S50-derived workhorse.
A redesigned consumption constructed from carbon fiber (value its weight in gold in ‘03, when it was ridiculously exhausting to supply in comparison with right this moment’s ease with new-fangled 3-D printers), bigger camshafts, a MAP sensor (somewhat than the ‘regular’ S54’s MAF), and straighter consumption and light-weight exhaust air-path manifolds (the latter later a normal providing on closing S54s) adorned the B32HP, of which 1,383 had been assembled for battle use within the M3 CSL. Whereas the mass-production S54 churned out a Twenty first-century 338 hp (333 within the U.S./Canada, after all), this final model pumped out a whopping 360 hurtling horses. It wouldn’t shut the BMW guide on naturally-aspirated I6s – the oblique N52/N53 heirs would take that helm one closing time, and falling quick by almost a 100 hp, wouldn’t come even near matching the S54’s would possibly – however the S54B32HP was the ultimate chapter on independently-breathing M-Energy motors. You doubtless gained’t discover a low-cost clear one although.
- Swap the S54 into… your E34, E36, E39, E30, E28, E21, E12, and (in case you dare) E9, New Six/E3… and Z1 (one thing that wacky deservedly requires the distinguished S54)
