Ls1 steering shaft install

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It seems to be adequate for the V8 swap. Half shafts. The half-shafts on non-M3 6-cylinder cars appear to be adequate for the V8 swap. The half-shafts on the M3 cars have larger CV joints, and a larger hub spline at the rear wheels. Driveshaft: A driveshaft shop can make a one-piece driveshaft that goes from the Chevrolet transmission to the BMW differential with our driveshaft flange. There is a lot of misinformation pertaining to the weight gain of the V8 swap.

A lot of people are claiming there is no weight gain, but they are removing air conditioning, catalytic converters, insulation, and other items.

They may also be running smaller batteries, and they may weigh the car with an empty tank of gas, or they may simply be guessing what their cars weigh. A stock, fully-dressed engine and 5-speed transmission weighs about lbs. BMW engines with aluminum blocks weigh less. All M3's came with cast-iron blocks. An aluminum block LSx engine with the T56 transmission will add at least pounds to the weight of a stock with the 5-speed.

A small-block V8 with the T5 transmission will add at least lbs to the weight of a stock with the 5-speed. A small-block Ford V8 weighs about the same as a small-block Chevrolet within ten lbs. We aren't sure why people insist that the Ford small-block is up to lbs lighter than the Chevrolet small-block. The stock non-M3 muffler is free flowing, quiet, and is adequate for most V8 swaps. A muffler shop can connect the V8 exhaust to the 6-cylinder exhaust for the lowest cost exhaust system.

The biggest complaint about the stock muffler is the weight. It is adequate for stock LSx engines. The biggest complaint about the M3 exhaust is the weight, and as a result, used M3 mufflers can often be purchased for a reasonably low price. The small-block V8 swap can use rams-horn exhaust manifolds, which are inexpensive, and they do not radiate a lot of heat. They will clear the ABS pump, but we are not confident that the heat from the manifolds will not be a problem, unless heat reflecting products are put on the brake booster.

The small-block V8 does not require any modifications to the stock E36 brake booster. With the LSx V8 swap, we do not know of any factory GM exhaust manifolds that will fit on the driver's side. Dashboard instruments. The stock instrument cluster will perform as stock with the V8 swap. The speedometer gets its signal from the differential, so no adapters are required. The and newer water temperature sending unit bolts onto the LS1 cylinder head.

Small block engines can use the water temperature bushing shown on this link to install the E36 water temperature sending unit. The fuel economy gauge in the instrument cluster uses the injector pulses and speedometer inputs to provide the fuel mileage. With the LSx swap, the fuel economy gauge can be calibrated with parts from this company: www. Some people are recommending that the steering shaft be replaced with an aftermarket shaft for header clearance. We believe it's better to move the steering column where it goes through the firewall, to make more room for the headers.

In addition, the steering shaft from the E46 can be installed into the E36, with some slight modifications. These are on the engine side of the firewall. After removing the welded on bolts, the firewall will look something like shown below. The picture shows a hacked-up job, in part, because the car is being used for other engine swaps.