frank280zx

Ok the mounts are made of 3mm sheet metal It is fairly forward in the bay but still slightly back from the L6.. the engine is noticeable lighter as the car is high up in front ( easily corrected with the coil overs ) So the weight distribution should be fairly ok more backwards would mean fabricating an new cross member and i don't know if it really would do that much! up to the tranny mount !!!

teaser hazy sorry (welding smoke i guess) and they bay is still filled with crap that will be removed tomorrow. the engine is tilted a bit but that will sort out once the mounts are made .. this is the engine with the getrag 6 on it in mostly the location it will be in

dit you tell em it is photoshop yet ? LOL

in Europe they all came with a getrag manual 6 so that might work for the m70 aswel. However i like the 8 and 10's better (ultimate swap would be de v10 ) ooh well first lets get this thing rolling!! They are less complex then a m70 and as powerful as the 12s, plus there is more after market ... So the 12's .. tempting but i decided to not use them, given that front sump that i figured to be a problem is really not that much of an issue in a s130 as it seems. Interesting in your story is that i hear allot of problems with bmw's in the states .. Europe i dont .. my bmw's have all held up great! Would Emission crap make that they are extra failing ?

OK an update.. with the cross member under the engine so it is in the bay acceptable ( about 7 cm from the bottom end of the firewall .. i would love to see it move back more .. but that will lead way to a whole new set of problems. The sump or front cross member would have to be address and to win 3 to 4 cm it will be not worth the effort. Next to that the brake booster would from where im standing now in the way of the DOCH head.. (might clear it but close) SO im going to go this route this means i have about 9 cm ~4 inch at the upper side of the engine to the firewall here you see the cross member the red lines would be an idea to extend the front sub frame with 5 mm sheet metal and make a box to support the oem mount on.. I hope you get my idea here as it is not a very clear from the picture.

i know it is just looks a bit more modern .. and then gears start turning then reality kicks in .. and you end up with this, you said V8 i just missed the chevy bit BTW Amsterdam ?? since when did Maarssen get incorporated

nice !!

HOLY !!!!! keep dogs and cats in or they will be sucked up !! Mother of god that size of that thing is insane!!

wanting to much to fast! I guess you can built a 300/350 horse track car fairly easy BUT it takes allot of fab work in a zx like a sump mod as some corners pull so much G's they will set the pump BONE dry. So all that stuff will build in my 'street' zx just for cruising and some sprints .. this way it will stay in one part. (an no the turbo super idea is not dead!!just prosponed) Next to that i have driven Xanders chevy V8 s30 a couple of times and liked the torque feel, similar to my diesel, and Xanders Z is by no means an all out V8 just a moderate street able Build with a geustimate 300 horses. However im just not a guy for push rods or 50's design engines when im doing a swap.. (note personal taste nothing wrong with them.. i just don't want to sport them in my car) Seeing for instance azizas (LS) z at MSA this year, got me more interested. But as i always like BMW and their engines, and they are as available here as ls1's there.. the choice was made fairly fast. I don't need GOBS of hp for now as i need to take that through corners aswel.. so that is basically it.. Im still contemplating ways of mounting the engine. i have two options that seem very feasible.

i have a 78 s130 ......... they do exist .. in Europe even 1984 s130 turbos are sold with a doorplate that states build date 1984! and we in Europe had a 78 260z aswel Its not all wrong just different in markets .. though the v8 350z .. well that guy has taken to many exhaust fumes ... Nice hybrid idea btw

haha well thank for that Tony .. That all said and done ... here is some updates . In an s130 it actually seems to fit with no modifications to either sump ( not something you would want to do in the first place) Nor the cross member. The good part is that the s130 steering rack is behind the cross member end the cross member bends back. As far as i measured it lays about 6 cm from the fire wall with the driver side cylinder head witch is ok as there is a coolant balance pipe behind the heads. I test fitted it in an empty bay with no mounts and that went in fairly ok, only the exhaust manifolds are very close to the frame rail!!! and i cant really tell without the mounts if i have to modify those to fit... The plan is to mount 'big' aluminum 15mm plates to the spots where the normal mounts are ( extended to the back) and the tap thread in that and use something similar to the stock pass side L mounts, that seems to be very close to where it should be...! here is a pick of the cross member under the engine in about the position it should be in. NOTE: the OEM mount is still on there slightly forward, you cant just remove the driver side as their are two oil lines through the mount. i wil cut out freeing up 3 bolts and leaving enough bolts to seal those lines More pictures will follow PS the engine still looks a bit rough.. but when it works ill adress that with new shiny bits

Here are some pics of the steering shaft side of the engine .. the stock pipes seem to clear the whole deal at first glance and here the area that might spell trouble and a stock dyno graph to show the av. output

Note that Jack has magic hands and works as a panel beater welder constructor (craftsman) at one of Hollands finest pro rally fabrication shops ... This isn't easy by any means .. he just makes it look easy, just like Joe DiMaggio makes baseball look easy.. Jack just knows how to work with metal .. and actually that is not all . He raised the floor 5 cm to get more bottom clearance .. it has custom coilovers, he reset the pivot points to stop bump steer .. it is stiffened up up front (seamed in place like the rally cars in the shop), there is cage tubing in the frame rails .. and so on.. We dutchies .. we are just crazy

To be honest i almost bought a 12 cylinder a while back but got ripped out of my daydream by reading chelles post The V8 has much more advantages over the v12 for what im doing .. though the sump could be an issue here to. The engine has two oil pans so basically a middle and rear sump its a bit hazy but the best i could find plus an exploded view ( note the sump) Anyhow the sump is fairly slim upfront This is in a e30 drift car btw, so far that is my biggest concern, im sure many will follow So first an M62 if it all works ill be on the look out for an s62

Ok some baseline facts on the engine: Xander saw some possible problems with the engine fitment could be an issue because of the double overhead cam A s130 ZX engine bay is 80CM across and 78 at the brake booster here you see an LS1 being roughly 55 Cm (~22 inch) The M62 BMW v8 is roughly 69 cm at the widest point This shows that the 4.4L M62 is nearly 7" than a 5.7L LS1, but it leaves room to spare! so it widthwise i should not run into any problems only problem could be the steering linkage, but the engine is fairly slim at the bottom.. Daeron: i have read chelles story and the sump is just massively in the way .. next to that the engine doesn't have the extra power output to justify the 4 extra cylinders, It makes perfect sense in a GTO replica, but for my track the weight and positioning of the engine give more advantages than some torque gains..

Ok i have been of the air a while .. in my garage trying to get my L reliable as a track car .. and i have failed..... next to that after driving my Diesel Beamers I have fallen for something called torque. I kept being haunted by little crap, that in all good preparation could have been avoided .., but it is there... There is no part support whatsoever in Europe so it all takes time and it starts to annoy me. Then on top of that the fact the Xanders Chev powered V8 z is moving ... I'm just not a push rod guy. i don't want this to become a discussion on witch is better.. i just feel that way. So out comes the L in my ZXR........ Ill use that in my 78 ZX or my 2+2 it will get the super turbo but that has been put on the longer term. And it will all be toned down .. that will help durability allot this summer I want to get that ZXR to run right! This winter ill start fiddling with the l6 again Heres is what i have come up with: I just bought an BMW M62B44 with Getrag 6 box and all wiring and computers (so a BMW v8) Ill pick up either tomorrow or Saturday... then the weekend after ill take the L out and ill start measuring .. Very curious ... at first glance it should fit, only the front sump is a bit of a concern but can in the M62 be modified fairly simple as the nmw E30 guys do when they swap the engine into that. I contemplated an s62 (M5) but the G sensors and extra scavenger pumps in the front sump will definitely result in sub frame issues in an s130. With an MTECH chip the engine will deliver around 330HP for now that is a good baseline for a track car. Why a BMW? -The cost you can pick up these engines here all day long for between 300 and a 1000 euros .. -Aftermarket is HUGE in Europe… you can buy lighter flywheels clutches, turbo or sc kits, ecu upgrades etc etc! -Its is a very cool looking engine .. and im a BMW guy I love their engineering and reliability. -Plug and play after the install and a 6 speed gearbox to boot Some Specs M62B44 4.4 L (4398 cc/268 in³) 210 kW (282 hp) @ 5700 420 N•m (310 ft•lbf) @ 3900 6100 (ok that is not torque compared to a chev …. But this engine weighs in at only 210 kg!!!) Witch on a track counts (brakes) he M62B44 is a 4.4 L (4398 cc) with a 92 mm bore and 82.7 mm stroke. Output is 283 hp (210 kW) at 5750 RPM with 310 ft (420 Nm) of torque at 3900 RPM. Ill post pics .. I plan to spend some time on this The car