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Thread: How to build a dank e36 drift car, part deux: The Chosen One

  1. #26
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    as one of the kings of thread derailleurs, i'm ok with this
    Popular engine swap weights & stock engine weights
    M42 + trans - 427lbs
    302 + t5 trans - 475lbs
    m20b27 + g260 - 497lbs
    m52b25 vanos + g250 - 544lbs

    351w + t5 trans - 572.5lbs
    LS,
    aluminum block + t56 - 609lbs
    LS, iron block + t56 - 719lbs, EST.
    http://www.bimmerforums.com/forum/sh...60-m42-1jz-2jz

  2. #27
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    Running a T5? Any buildup to hold up against the abuse?

  3. #28
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    Quote Originally Posted by jalopi View Post
    as one of the kings of thread derailleurs, i'm ok with this
    lol

  4. #29
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    t5 off of a '91 moostang, absolutely no reinforcement to speak of. i briefly thought about buying a geforce gearset, but apparently the trans case is also a weak point of the t5. after adding in the cost of the geforce case, mainshaft upgrade and miscellaneous rebuild parts, i'd have about $2200-2400 in a transmission only rated for 500-550ft/lbs of torque. a tko 600 + clutch disc + bellhousing + slave bracket + driveshaft yoke = $3200 and i'll be good for 600ft/lbs.

    the endgoal for this car is an aluminum 427w to cut down on weight and have simple NA power, but most of those setups are putting down 550-600ftlbs of torque... so i'd have concerns about the polished turd t5 holding up to those power levels

    but that's years from now, for now i think i'll be fine with the t5 i have already. many people have success with them on their 347's, i'm thinking the 351 should pretty much be fine too, especially since i've got a shifter with stops on it
    Popular engine swap weights & stock engine weights
    M42 + trans - 427lbs
    302 + t5 trans - 475lbs
    m20b27 + g260 - 497lbs
    m52b25 vanos + g250 - 544lbs

    351w + t5 trans - 572.5lbs
    LS,
    aluminum block + t56 - 609lbs
    LS, iron block + t56 - 719lbs, EST.
    http://www.bimmerforums.com/forum/sh...60-m42-1jz-2jz

  5. #30
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    progress is slow, but i still don't have an intake manifold. after waiting five days past their original expected ship date, i went on jegs to find that their new expected ship date was the end of the month... so i cancelled my order and put one in through summit. apparently my manifold will be shipping tomorrow

    also, i've had to figure out an alternator bracket once again. all the off-the-shelf alternator bracket kits don't fit 351's with short water pumps... so of course i had to make something. this is the design i came up with for optimum side/hood clearance






    had a little hiccup when the bandsaw blade decided to go for a walk, but otherwise i'm pretty happy with how the bracket turned out. all i need to do is counterbore the lowest hole for belt clearance and i'll be gold

    for those enterprising individuals that want to take on a swap like this themselves, here's an outline of the bracket on a sheet of graphing paper. each square is .2". the small holes are 5/16" and the big one is 7/16". the spacers for the 5/16" bolts are 1.98" long and i didn't measure the 7/16" spacer but that should be pretty easy to figure out. the material used was .5" 6061

    Last edited by jalopi; 03-17-2016 at 05:09 PM.
    Popular engine swap weights & stock engine weights
    M42 + trans - 427lbs
    302 + t5 trans - 475lbs
    m20b27 + g260 - 497lbs
    m52b25 vanos + g250 - 544lbs

    351w + t5 trans - 572.5lbs
    LS,
    aluminum block + t56 - 609lbs
    LS, iron block + t56 - 719lbs, EST.
    http://www.bimmerforums.com/forum/sh...60-m42-1jz-2jz

  6. #31
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    I've learned that Summit out performs Jegs 98% of the time.

  7. #32
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    yeah, i only ordered the manifold from jegs because their estimated ship time was almost a month sooner than summits', which in hindsight i should've known better than to think that jegs could actually get me something quicker vs summit
    Popular engine swap weights & stock engine weights
    M42 + trans - 427lbs
    302 + t5 trans - 475lbs
    m20b27 + g260 - 497lbs
    m52b25 vanos + g250 - 544lbs

    351w + t5 trans - 572.5lbs
    LS,
    aluminum block + t56 - 609lbs
    LS, iron block + t56 - 719lbs, EST.
    http://www.bimmerforums.com/forum/sh...60-m42-1jz-2jz

  8. #33
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    Boomerang!

    Status: Someone put glitter in my oil. Wait. Why's all my oil outside the engine? What's that knocking?

  9. #34
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    lol yes

    also, it seems that the world is trying to tell my cheap ass to stop trying to buy these edelbrock knockoffs and actually support a rich factory owner right here in 'murica



    so i did. the edelbrock manifold might be $100 extra, but it ships today. all the other knockoff stuff on summit from the same brand has a tentative ship date of 5/15, i can only assume that's what the new ship date for the summit knockoff manifold would be too

    shipping today, delivering on monday, super pumped to finally get this bitch done
    Popular engine swap weights & stock engine weights
    M42 + trans - 427lbs
    302 + t5 trans - 475lbs
    m20b27 + g260 - 497lbs
    m52b25 vanos + g250 - 544lbs

    351w + t5 trans - 572.5lbs
    LS,
    aluminum block + t56 - 609lbs
    LS, iron block + t56 - 719lbs, EST.
    http://www.bimmerforums.com/forum/sh...60-m42-1jz-2jz

  10. #35
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    Don't they stock those Edelbrock manifolds at like every auto parts store? I know the Autozone down the street has 4 or 5 on the shelf.

  11. #36
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    You mean EdleBock manifolds.

    Status: Someone put glitter in my oil. Wait. Why's all my oil outside the engine? What's that knocking?

  12. #37
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    it seems like most places don't since the 351 wasn't as popular as the 302. only manifold i could find on their site was for a two barrel carb
    Popular engine swap weights & stock engine weights
    M42 + trans - 427lbs
    302 + t5 trans - 475lbs
    m20b27 + g260 - 497lbs
    m52b25 vanos + g250 - 544lbs

    351w + t5 trans - 572.5lbs
    LS,
    aluminum block + t56 - 609lbs
    LS, iron block + t56 - 719lbs, EST.
    http://www.bimmerforums.com/forum/sh...60-m42-1jz-2jz

  13. #38
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    I feel your pain though, I've ordered 2 Whiteline bars from 2 places that were both "in stock and ready to ship" and neither were in stock. I now ordered it from Summit with a 2 week wait.

  14. #39
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    so what are you doing with your SLR half kit?
    because with some creative machining, i believe they'd be of tremendous benefit for my grip missile....
    if you're interested in selling, that is.
    always trying to make it lighter and faster

    ^^former build: http://www.bimmerforums.com/forum/sh...-neglected-M3/
    current build: http://forums.pelicanparts.com/porsc...car-build.html
    instant grams: doktor_b

  15. #40
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    uhh my kit doesnt have those pins

    it just machines its way around the blocks all willy nilly. I snug it up once in a while.

  16. #41
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    finally got my 351 intake manifold in, so i was able to post my dry engine weight for the 351

    http://www.bimmerforums.com/forum/sh...9#post29158119

    first and foremost, i'm kind of disappointed with the quality of the edelbrock manifold. their machining/casting seems to have been done better than their knockoff competitor, but the aluminum they used has a very rough finish and it seems to be much softer than what was used on the knockoff manifold. like, just by tightening the temp sensors down my wrench marred the shit out of the surface of the manifold. but hey, despite being larger it actually wound up being lighter than the 302 manifold, so i guess i can't complain too much

    i was also pretty shocked to see how much the 351 weighed compared to the 302 - it's nearly 100lbs heavier! i guess this isn't too surprising though, considering the crank is about 10-15lbs heavier and the block is 1.3" taller on each deck. a ford racing or dart aluminum block should reduce the gap to about 20-30lbs heavier based off of their advertised shipping weights

    not sure if i regret doing the 351 yet, as a dart 302 based build would still be lighter by about 40lbs, but it'd need a turbo to match the stroker power capability of the 351 so i guess it's something of a draw. guess i'll find out once i actually drive the car
    Popular engine swap weights & stock engine weights
    M42 + trans - 427lbs
    302 + t5 trans - 475lbs
    m20b27 + g260 - 497lbs
    m52b25 vanos + g250 - 544lbs

    351w + t5 trans - 572.5lbs
    LS,
    aluminum block + t56 - 609lbs
    LS, iron block + t56 - 719lbs, EST.
    http://www.bimmerforums.com/forum/sh...60-m42-1jz-2jz

  17. #42
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    whelp i got the engine in



    proof it's not an 8.2" block



    the exhaust, surprisingly, isn't gonna be as much of an issue as i originally thought it would be. plenty of space on the passenger side



    not so much on the drivers' side though. the abs pump definitely has to go, i couldn't even get the header in because of it



    did a test fit of the passenger side header, looks like i might be able to get away without modifying it. for reference, these are the cheapie summit-brand headers. couldn't test fit the drivers' side due to the abs pump





    looks like my prediction about the brake booster was right - it might be possible to keep the booster with a stamped valve cover that's been notched for clearance, but i dunno, it'd be really tight




    oil pan clearance is pretty much spot on with the mounts i made (solid aluminum, 2" diameter 2.5" tall) but the drain plug at the front of the pan hits the sway bar. looks like i'll need to space the sway bar down about 3/4" or so




    one thing that blew my estimates away was hood clearance... it's pretty bad. looks like imma need a 2-3" cowl to clear the air cleaner





    and as a bonus... i tried fitting a turbo manifold for a mustang that i bought in this thread: http://www.r3vlimited.com/board/showthread.php?t=338536

    and guess what! it fits again!





    clearance is super tight, but it'll work. a flange "adapter" would have to be made to put the turbo in a more favorable position

    i have zero intentions of turboing this engine (at least for now anyways) but it's at least cool to know that it's doable

    - - - Updated - - -

    stuff i have left to do (more of an easily accessible reminder to myself, i don't expect people to care about this thread until i start making burnout vids)

    *make a driveshaft extension, eyeballing says it's a few inches short

    *install flywheel/clutch/trans

    *make the OE e36 or e30v8 trans mount work

    *install the carb fuel pressure regulator, run fuel lines

    *reinstall front end

    *make mounts for the new radiator

    *remove ABS pump

    *get the exhaust figured out

    *measure length required for new serp belt

    *cut & weld the hood for a DIY cowl

    *wire up the oil/coolant/tach gauges up
    Popular engine swap weights & stock engine weights
    M42 + trans - 427lbs
    302 + t5 trans - 475lbs
    m20b27 + g260 - 497lbs
    m52b25 vanos + g250 - 544lbs

    351w + t5 trans - 572.5lbs
    LS,
    aluminum block + t56 - 609lbs
    LS, iron block + t56 - 719lbs, EST.
    http://www.bimmerforums.com/forum/sh...60-m42-1jz-2jz

  18. #43
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    Quote Originally Posted by jalopi View Post
    *make the OE e36 or e30v8 trans mount work
    Here's mine:

    http://www.mikaelvroom.com/?p=561

    I cut up the stock Mustang mount, put some angle steel on the BMW mounting points, then connected the two.








  19. #44
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    Maybe you're already aware, but there's a guy on yellowbullet going in the 8s on a stock block 351. He didn't even gap the rings. I'd say some of that extra 100lbs over the weight of a 302 was put into areas that make the block MUCH stronger. Or maybe more correctly, when the 5.0 block was developed they took a lot of weight out of places that really limited their robustness.

    - - - Updated - - -

    I just read your engine weight thread... The 351 looks like a shockingly good option I had no idea was so good. Nice work!

  20. #45
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    Quote Originally Posted by tptrsn View Post
    Maybe you're already aware, but there's a guy on yellowbullet going in the 8s on a stock block 351. He didn't even gap the rings. I'd say some of that extra 100lbs over the weight of a 302 was put into areas that make the block MUCH stronger. Or maybe more correctly, when the 5.0 block was developed they took a lot of weight out of places that really limited their robustness.
    http://www.mustangandfords.com/how-t...-past-1000-hp/

    You can do over 1000hp on a stock 351 block and internals.

  21. #46
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    Quote Originally Posted by Laminar View Post
    Tremec has a nice app that lets you measure drivetrain angles to make sure none of the u-joint angles will be beyond what’s acceptable. I tried to use it for like 2 minutes then gave up and just set it in place at what appeared to be a reasonable angle.
    at first i was like "ooh nice to know" but then i lul'd because that's the route i'll probably wind up taking

    i've seen that mustangsandfords article before, but i'm not really sure how much i'd trust the OEM rotating assembly at that kind of power level. even with a reputable thread about a dude going 8's, engine longevity seems to be something drag racers have exceptional luck with. maybe it's because drifters/road racers put more miles (i.e. wear) on their engines in ten minutes than drag guys do over the course of several nights at the strip

    as far as the trans mount goes, i got the transmission bolted up today and the e30v8 one won't work, it's about 2" narrower than the e36 needs it to be. i think i'm gonna try to make the OE e36 one work, we'll see how that goes

    also, the e30 driveshaft is about 2.5" shorter than what i need it to be. guess i'll just make an extension for it or something, i'm not spending $200 for another custom driveshaft
    Popular engine swap weights & stock engine weights
    M42 + trans - 427lbs
    302 + t5 trans - 475lbs
    m20b27 + g260 - 497lbs
    m52b25 vanos + g250 - 544lbs

    351w + t5 trans - 572.5lbs
    LS,
    aluminum block + t56 - 609lbs
    LS, iron block + t56 - 719lbs, EST.
    http://www.bimmerforums.com/forum/sh...60-m42-1jz-2jz

  22. #47
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    Not that I disagree about the drag racers putting on comparatively very few miles, but I think that guy has been running 8s and 9s on that engine for several seasons. I'll dig into it a little further, it's very interesting.

  23. #48
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    Quote Originally Posted by jalopi View Post
    at first i was like "ooh nice to know" but then i lul'd because that's the route i'll probably wind up taking
    Just last week I finally figured out that if I arrange the u-joints so that the trans-side and diff-side arms point downward, I can put a socket in the circular u-joint hole for a flat to put my phone against. Once I did that I was able to get a good reading.

    i've seen that mustangsandfords article before, but i'm not really sure how much i'd trust the OEM rotating assembly at that kind of power level. even with a reputable thread about a dude going 8's, engine longevity seems to be something drag racers have exceptional luck with. maybe it's because drifters/road racers put more miles (i.e. wear) on their engines in ten minutes than drag guys do over the course of several nights at the strip
    Drag racers are full throttle for 10 seconds then off. Anything else is on and off the throttle a lot, which is a nightmare for drivetrain components.

    also, the e30 driveshaft is about 2.5" shorter than what i need it to be. guess i'll just make an extension for it or something, i'm not spending $200 for another custom driveshaft
    Do you have an example of what a driveshaft extension would look like? Keep in mind that if the assembly is a few ounces out of balance, it will shake and wear your tailshaft bushing and diff pinion. Could you sell your E30 driveshaft to another swapper?

  24. #49
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    i figure this should be pretty easy to make. offroad guys apparently use these all the time in lieu of getting a new driveshaft made when they do lift kits. i've yet to see a picture of one that looks like it's been balanced, but then again dedicated offroad guys probably don't see very high speeds, so maybe it's not an issue for them

    though then again, it's a solid round bar of aluminum with four equally spaced holes drilled into it, how off could the balance be?
    Popular engine swap weights & stock engine weights
    M42 + trans - 427lbs
    302 + t5 trans - 475lbs
    m20b27 + g260 - 497lbs
    m52b25 vanos + g250 - 544lbs

    351w + t5 trans - 572.5lbs
    LS,
    aluminum block + t56 - 609lbs
    LS, iron block + t56 - 719lbs, EST.
    http://www.bimmerforums.com/forum/sh...60-m42-1jz-2jz

  25. #50
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    New driveshafts aren't that expensive. I had a 1 piece made with replaceable u-joints made for under $400. IMO I wouldn't risk it. I damaged a front driveshaft (slight bend) on my lifted wrangler at an off road park. Got on the highway and that thing tore my transfer case in half at 70mph. Definitely don't want to play that game on a track.

    - - - Updated - - -

    Found some pics on the old jeep forum!

    IMG_0520-6.jpg
    IMG_0519-6.jpg

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