BMW e36 (LSX) project starting point
Staging Lane
Joined: Oct 2007
Posts: 62
Likes: 0
Hey, if you're farther along than I am with your build I'll send you a copy maybe you can test it out for me 
Monger,
Not sure how much of a difference it would make, but did you use the LS-150 sander's headers on the driver side or did you just use the CS1-LS1 headers on both sides.
-Don
Not sure how much of a difference it would make, but did you use the LS-150 sander's headers on the driver side or did you just use the CS1-LS1 headers on both sides.
-Don
Teching In
Joined: Mar 2004
Posts: 41
Likes: 1
From: Dallas
I posted pictures in this thread a long time ago, just wanted to post updated pics after a recent repaint and upgrade to several parts:
From the NASA/GRM Ultimate Track Car Challenge at Buttonwillow earlier this year.
Reinstalling drivetrain after full chassis repaint; finally put the rest of our own LS1 swap headers/kit parts on our car.
The car gained about 70 pounds after adding a roll cage.
Right after we got it running again (fired up on the first try, after being stripped down to the tub and being apart for 2 months).
After vinyl was added and some shake down runs were taken.
We'll be running it next week at the SCCA Solo Nationals in Topeka, then several more NASA Time Trial events in Texas later this fall. Just thought I'd share some from an E36 LS1 that's being raced.
Cheers,
From the NASA/GRM Ultimate Track Car Challenge at Buttonwillow earlier this year.
Reinstalling drivetrain after full chassis repaint; finally put the rest of our own LS1 swap headers/kit parts on our car.
The car gained about 70 pounds after adding a roll cage.
Right after we got it running again (fired up on the first try, after being stripped down to the tub and being apart for 2 months).
After vinyl was added and some shake down runs were taken.
We'll be running it next week at the SCCA Solo Nationals in Topeka, then several more NASA Time Trial events in Texas later this fall. Just thought I'd share some from an E36 LS1 that's being raced.
Cheers,
Teching In
Joined: Mar 2004
Posts: 41
Likes: 1
From: Dallas
I grafted some steel BMW E46 sedan fender sections onto an E36. Easy! (haha, not)
Step-by-step pictures here: http://vorshlag.smugmug.com/gallery/...48988476_MjfH8
Not yet. Just F-Body, C5 and LSX truck. I will try to round up some C6 and GTO manifolds and test fit them on one of our cars, but its pretty tight to the steering and the chassis where they look to terminate. The 4 primaries from a custom long tube can be made to fit better in these areas than the humongous 2 or 3-bolt flange on the factory manifolds...
We are also discussing some other options. More soon.
We are also discussing some other options. More soon.
Just a heads up with OE exhaust manifolds.
I have been collecting various LSx parts, oil pans exhaust manifolds etc for my ’93 Nissan 300-ZX LSx conversion, (Oil pans, C-5 bat wing, Truck, GTO and F-bod, exhaust manus Truck, LS6 Vette, GTO, LS2 vette, and Caddy CTS-V). Still to arrive in the next couple days are the LS2 and Caddy CTS-V manifolds.
In the mean time, I discovered the GTO manifolds, even if they fit, are really only worthwhile if you are satisfied with mild to mundane LSx performance. They are NOT in any way shape or form a performance piece. The outlet ID is only 2”! The C-5 Vette and Truck have 2 ½” outlet ID,
With the issues I have been running into for my Z-32 LSx conversion, https://ls1tech.com/forums/conversio...ka-z-32-a.html (wanting to keep it a street car without cutting the firewall), I am seriously considering jumping ship for an E-36 LSx conversion. An off the show room floor E-36 M3 on track/autocross is at least if not more capable than a Z-32 that has had a few bushings and moderate adjustable struts thrown at, and seats 4 adults.. Win win…
At any rate, here are some pics...
Here are some of the OE exhaust manifolds for those interested…
THE C-5 LS1/6 manifold is a pretty nice looking piece for and OE Iron manifold. Primary diameters appear to be approx 1 5/8”- to possibly 1 ¾”? not quite round shaped, more oval shaped. All the merges are smooth and fluid, no steps inside. They are very close to equal length and in a true tri-Y design. Not sure the "Tri-Y" design in of itself has much benefit. Iron being less prone to exhaust leaks, though a little heavier than tubular steel. The interior walls are rough cast, not smooth like tubular steel headers.
This pic of the back side shows where the primaries and secondaries pair up in the casting.
This pic is looking up the collector. VERY difficult to make out in the picture, but you can just see the primary merge for the forward pair and the merge for the secondaries. The merges look nice and clean. VERY nice casting…
GTO manifolds, “smallish” 2” id header flange/dump;
LS2 Vette manifolds;
Caddy CTS-V. Similar to the LS2 Vette in design, dumps are further rearward.
THE C-5 LS1/6 manifold is a pretty nice looking piece for and OE Iron manifold. Primary diameters appear to be approx 1 5/8”- to possibly 1 ¾”? not quite round shaped, more oval shaped. All the merges are smooth and fluid, no steps inside. They are very close to equal length and in a true tri-Y design. Not sure the "Tri-Y" design in of itself has much benefit. Iron being less prone to exhaust leaks, though a little heavier than tubular steel. The interior walls are rough cast, not smooth like tubular steel headers.
This pic of the back side shows where the primaries and secondaries pair up in the casting.
This pic is looking up the collector. VERY difficult to make out in the picture, but you can just see the primary merge for the forward pair and the merge for the secondaries. The merges look nice and clean. VERY nice casting…
GTO manifolds, “smallish” 2” id header flange/dump;
LS2 Vette manifolds;
Caddy CTS-V. Similar to the LS2 Vette in design, dumps are further rearward.
Caddy CTS-V LS6 exhaust manifolds arrived today.
Interesting manifolds these are. The outlets are 2 different sizes. Driver side is 2 3/8” opening, passenger is 2 5/8”?!?!
On the driver side, there is quite a bit of material in the casting around the header pipe flange to open up the one side that is fed by the front 3 cylinders therefore balancing the outlet dimension a bit.
It is quite clear GM spent more time and attention on Vette exhaust manifolds. It'll be interesting to see the LS2 Vette manifolds when they arrive later this week.
Here be the pics, Cadillac CTS-V LS6 exhaust manifolds;
Parallax in the pic, actual measurement is 2 5/8" ID, not 2 9/16" as depicted
Interesting manifolds these are. The outlets are 2 different sizes. Driver side is 2 3/8” opening, passenger is 2 5/8”?!?!
On the driver side, there is quite a bit of material in the casting around the header pipe flange to open up the one side that is fed by the front 3 cylinders therefore balancing the outlet dimension a bit. It is quite clear GM spent more time and attention on Vette exhaust manifolds. It'll be interesting to see the LS2 Vette manifolds when they arrive later this week.
Here be the pics, Cadillac CTS-V LS6 exhaust manifolds;
Parallax in the pic, actual measurement is 2 5/8" ID, not 2 9/16" as depicted
Last edited by BRAAPZ; Apr 14, 2009 at 05:41 PM.
After the LS2 Vette manifolds arrive this week I plan to a have more extensive write up with pics and measurements mocked up on a long block of overall widths, dump angles, dump positions, etc.
Waiting to here back on one of the sources regarding a set of F-bod manifolds.
LS2 C-6 Vette Exhaust manifolds…
I no sooner posted the CTS-V stuff and Fed-Ex delivers the LS2 Vette manifolds. COOL!
Outlets are 2 3/8” for both, with a cool header flange gasket. Note the recess in the header pipe flange. Not sure if the Vette pipe flange will be needed or just a flat flange. They seem to be for the most part symmetrical like the other Vette manifolds.
I no sooner posted the CTS-V stuff and Fed-Ex delivers the LS2 Vette manifolds. COOL!
Outlets are 2 3/8” for both, with a cool header flange gasket. Note the recess in the header pipe flange. Not sure if the Vette pipe flange will be needed or just a flat flange. They seem to be for the most part symmetrical like the other Vette manifolds.
Teching In
Joined: Mar 2004
Posts: 41
Likes: 1
From: Dallas
This picture can make a grown man shiver...
Note the blue tape labels on each wire and BMW Bently manual
Our Alpha car has fully funcitonal BMW gauges but we're about to go and re-wire most of the sensors to drive our DL1 and DASH2 electronic dash. Our new 550hp LS2 needs a closer eye kept on it...
Race Technology DASH2
Last edited by Fair; Jul 21, 2009 at 08:54 AM.
Teching In
Joined: Jul 2009
Posts: 10
Likes: 0
so the oil pan does need to be modified in order to have the motor placed in the correct position? i heard the 98-02 camaro oil pans clear without modification? if needed to modify how do you go about doing so?? thank you
Teching In
Joined: Mar 2004
Posts: 41
Likes: 1
From: Dallas
We test fit an LS2 pan and it wouldn't clear the crossmember without some rework. Most of the other LSx pans have a different profile and would need to be modified as well.
We used the Improved Racing bolt-in baffle replacement on the 98-02 Camaro pan and it seems to be working well on our new motor (490 whp built LS2). We saw consistent, data logged forward acceleration of .9g and lateral grip of 1.3g at our first autocross event with steady oil pressure, without using the Accusump (yet). We're happy with it so far.
We used the Improved Racing bolt-in baffle replacement on the 98-02 Camaro pan and it seems to be working well on our new motor (490 whp built LS2). We saw consistent, data logged forward acceleration of .9g and lateral grip of 1.3g at our first autocross event with steady oil pressure, without using the Accusump (yet). We're happy with it so far.
...
That is good news on the oil pan Baffle. I will be considering that baffle for my E-36 M3 LSx conversion, daily driver that will see some limited autocross duty on DOT rubber. I have an accusump from my 240-Z race car, but I'd rather not have to use it in this car.
Stabbed the LSx and T-56 in the engine bay yesterday... So far so good...
