LS3 swap into E53 X5

[bcredliner]

Why would anyone spend the time and money and end up with only 500 HP? In todays performance world you can buy 700+ HP of american muscle off the showroom floor.

There's obviously more aftermarket performance options for an LS but the the X5 would need extremely expensive custom parts to handle the output. Regular parts do cost less but there but it is not possible there would be a payback.

I've done some work on the cost/benefit of an LS swap. It quickly becomes obvious the cost to get there is way to high and the benefits are way to low and the problems where there will be no reasonable cost solution that may not even work makes it a bad idea. Even when I put the cost aside the performance gain and problems still make it a no go. More to add to what you've heard.

[4.8isX5]

The way i figured this swap is rwd only conversion, whatever trans best fits and can handle the power.

Get a built rear diff, and really what else is there thats going to break? Custom driveshaft if needed and they arent too expensive as well..

I may make it sound to easy 4.6 motor may be easier to work with then a 4.8, however at a certain point in time to do a full top to bottom gasket, cooling system things, valvetronic/vanos crap etc, and even get the ess supercharger really aint cheap either... And it still wont be at 500whp after all of that.

Versus doing the LS swap, procharger or whatever else is a good add-on for the LS's, will be more reliable, more power and you can drive the car another 150-200k.

[4.8isX5]

If i can make the X takeoff like this i wouldnt be expecting nor asking for more and itd be one badass car. Before anyone says get a srt8 instead, love the looks of the X, how it drives, and the interior. All its missing is a nice 600whp+.

http://youtu.be/Qbd41xSWRn4

[bcredliner]

Rear wheel drive only would make the swap easier. However, there is nothing out there that is a heavy duty diff for an X5 and the only rear ratio changes are existing ratios, at least that I have found. Cost I found for each diff was $2,600 and about $3,000 for positraction.

Jeep is having some problems with the Trackhawk 4 wheel drive that will be introduced in 2016 with the 707 HP engine. They may have to electronically limit the torque or go to rear wheel drive only. And with 2 wheel drive the TQ loss from crank to rear wheels would be reduced. I hope it is rear drive only with launch control and an 8 speed automatic transmission. I'll have my name on the buyer's list. (Won't sell my 4.6).

I have given absolutely no consideration to doing an LS swap so I can drive another 150,000 miles. If the goal was a daily driver to do that I certainly wouldn't go to an LS. From my experience with far simpler swaps, there will be big problems and failures that take a long time to work out and some won't happen until down the road. The more HP and TQ the worse they will be. That was my rational for dropping the idea.

On the surface it sounds like zip zip zip and off we go with an LS installed. To get 700 at the wheels it will need to be about 800 at the flywheel. That means aftermarket crank, rods, pistons and heads so that it will stay together. Crate LS engine at 800HP are priced will over $15,000. They are the best way to go because of the supplier, it's not their first build of that engine and they have a proven output with a warranty.

Obviously the wiring and electronics would be LS. I expect it to be a nightmare to do and if done would mean hanging gauges somewhere to know what is going on with the engine. IMO, techs capable of doing that so it is not a mess are few and far between.

As an example of things you won't know until you start dropping the engine in---You can use a dummy LS engine to see where the motor mounts should go so the engine clears the hood and the firewall. The question will be if there is existing frame without welding and cutting to mount them. The position of the engine will also need to be such that the driveshaft is not at an much angle.They same issues apply to the bell housing and transmission for clearing the firewall and tunnel. The shifter will likely need to be relocated and the console customized. A crossmember for the transmission will need to be built. The driveshaft may have some of the same clearance issues requiring cutting and welding to get it to work properly. Driveshaft will be a custom build. The list goes on and on and I assure you not all of it will be right the first time and you won't know that until you mash the gas. All this means is I would have to be a very experienced wiring guy, a welder, proficient using a cutting torch, a fabricator an engineer/designer, have a plasma cutter, a hoist an engine puller, a free stall in my garage among other stuff. Otherwise, I have to pay somebody at least $150 an hour to do the work. It's not likely they will be in the same place so I will be hauling it around.

I expect my X would be down at least six months and I would have to be willing to accept it may be far longer, especially if I do it myself.

When I'm done and the bugs are worked out I have a 15 year old vehicle with obsolete featuires that I think I will have $30,000+ in an engine swap that won't be faster than many production vehicles, likely including an X5M. I have a great sleeper but sleepers don't matter except for grins on the street.

For about $15 I can up the nitrous to 200 or 300, For about a few hundred I can go to two or three stage system to even out the torque. I can have a transmission built to handle it for about $7,000. I can go to 4.10 gears for $6,000 to put less load on the driveline at launch. My initial investment will be around $15,000 and I will then find the next weakest link. Does it make practical sense. The diffs do. The transmission does when my original transmission goes. More nitrous doesn't but if I can't put an X5M, Trackhawk, M4, Cayanne turbo on the trailer I will buy one and go up from that base where there is a new gap before I have to worry about trashing driveline stuff.

I'm not saying an LS swap can't be done. I am saying it is not worth the outcome and does not make sense.

Other than the above Zip Zip Zip and away you go.

[bmwman528e]

I had the intentions of swapping my 2001 BMW X5 4.4. Engine trans and transfer case are pulled but I haven't had time to get to the project. I build e39 LSX swap kits so I was planning on building a kit for my e53 and selling kits but haven't been able to get to it. The wiring and getting gauges to work is an afternoon project no big deal at all. The transfer case won't hold a ton of torque so I was going RWD only. Let me know if you start the build and I will help any way I can. I own a 1998 BMW 540i with a cam only LS1 T56 swap and a 2000 BMW 540i with a heads, cam, intake LS6 T56 swap and am working on my wife's 1999 BMW M3 Convertible LS1 4L80e swap currently so let me know if you need anything.

[03x544]

I would love to see it done!!!!!

[bcredliner]

Originally Posted by bmwman528e

I had the intentions of swapping my 2001 BMW X5 4.4. Engine trans and transfer case are pulled but I haven't had time to get to the project. I build e39 LSX swap kits so I was planning on building a kit for my e53 and selling kits but haven't been able to get to it. The wiring and getting gauges to work is an afternoon project no big deal at all. The transfer case won't hold a ton of torque so I was going RWD only. Let me know if you start the build and I will help any way I can. I own a 1998 BMW 540i with a cam only LS1 T56 swap and a 2000 BMW 540i with a heads, cam, intake LS6 T56 swap and am working on my wife's 1999 BMW M3 Convertible LS1 4L80e swap currently so let me know if you need anything.

Why do you make these swaps? What are the benefits? Were the BMW engines no good?

[bmwman528e]

Originally Posted by bcredliner

Why do you make these swaps? What are the benefits? Were the BMW engines no good?

The 4.4, 4.6, and 4.8 as I'm sure you are aware are maintenance whores. Between timing chain guide failures, vanos repairs, valve seals on the 4.8 not to mention the wonderful tranny problems at anything over 100k miles. They make decent power and are fun to drive with the BMW engines but 400 rwhp is easily obtainable for less than $1200 in modifications to a bone stock LS1. They are simple as pie to work on, give you twice the engine bay space to work on everything as they are not nearly as wide as the BMW engine. Parts can be had at your local autozone for a 1/3rd the price of your BMW parts. LS engines are extremely economical and if geared correctly in my 5 series yield 24-27mpg consistently on the freeway and in an X5 should get over 20mpg as well.

I absolutely love E53, E38, and E39 styling but with our cars getting older it's one repair after another. BMW's crappy plastic cooling system failures, brittle plastic timing chain guides etc.

Outsourcing custom one off engine mounts, headers, trans mounts, shifters etc would all make these swap less enticing price wise but with cheaper mount solutions and a few guys who actually complete the swap to do some trial and error work this is a feasible option for an old tired E53.

[crystalworks]

Originally Posted by bmwman528e

The 4.4, 4.6, and 4.8 as I'm sure you are aware are maintenance whores. Between timing chain guide failures, vanos repairs, valve seals on the 4.8 not to mention the wonderful tranny problems at anything over 100k miles. They make decent power and are fun to drive with the BMW engines but 400 rwhp is easily obtainable for less than $1200 in modifications to a bone stock LS1. They are simple as pie to work on, give you twice the engine bay space to work on everything as they are not nearly as wide as the BMW engine. Parts can be had at your local autozone for a 1/3rd the price of your BMW parts. LS engines are extremely economical and if geared correctly in my 5 series yield 24-27mpg consistently on the freeway and in an X5 should get over 20mpg as well.

I absolutely love E53, E38, and E39 styling but with our cars getting older it's one repair after another. BMW's crappy plastic cooling system failures, brittle plastic timing chain guides etc.

Outsourcing custom one off engine mounts, headers, trans mounts, shifters etc would all make these swap less enticing price wise but with cheaper mount solutions and a few guys who actually complete the swap to do some trial and error work this is a feasible option for an old tired E53.

I would love to see someone do this in an e53. I was tempted to do it in an e30, but after having our daughter there is no time for any such projects in the near future.

I don't mind the N62's, or even m62's quirks/maintenance needs... but I can certainly understand those who do wanting to take on a swap.

[Plattus1000]

Originally Posted by bcredliner

Rear wheel drive only would make the swap easier. However, there is nothing out there that is a heavy duty diff for an X5 and the only rear ratio changes are existing ratios, at least that I have found. Cost I found for each diff was $2,600 and about $3,000 for positraction.

Jeep is having some problems with the Trackhawk 4 wheel drive that will be introduced in 2016 with the 707 HP engine. They may have to electronically limit the torque or go to rear wheel drive only. And with 2 wheel drive the TQ loss from crank to rear wheels would be reduced. I hope it is rear drive only with launch control and an 8 speed automatic transmission. I'll have my name on the buyer's list. (Won't sell my 4.6).

I have given absolutely no consideration to doing an LS swap so I can drive another 150,000 miles. If the goal was a daily driver to do that I certainly wouldn't go to an LS. From my experience with far simpler swaps, there will be big problems and failures that take a long time to work out and some won't happen until down the road. The more HP and TQ the worse they will be. That was my rational for dropping the idea.

On the surface it sounds like zip zip zip and off we go with an LS installed. To get 700 at the wheels it will need to be about 800 at the flywheel. That means aftermarket crank, rods, pistons and heads so that it will stay together. Crate LS engine at 800HP are priced will over $15,000. They are the best way to go because of the supplier, it's not their first build of that engine and they have a proven output with a warranty.

Obviously the wiring and electronics would be LS. I expect it to be a nightmare to do and if done would mean hanging gauges somewhere to know what is going on with the engine. IMO, techs capable of doing that so it is not a mess are few and far between.

As an example of things you won't know until you start dropping the engine in---You can use a dummy LS engine to see where the motor mounts should go so the engine clears the hood and the firewall. The question will be if there is existing frame without welding and cutting to mount them. The position of the engine will also need to be such that the driveshaft is not at an much angle.They same issues apply to the bell housing and transmission for clearing the firewall and tunnel. The shifter will likely need to be relocated and the console customized. A crossmember for the transmission will need to be built. The driveshaft may have some of the same clearance issues requiring cutting and welding to get it to work properly. Driveshaft will be a custom build. The list goes on and on and I assure you not all of it will be right the first time and you won't know that until you mash the gas. All this means is I would have to be a very experienced wiring guy, a welder, proficient using a cutting torch, a fabricator an engineer/designer, have a plasma cutter, a hoist an engine puller, a free stall in my garage among other stuff. Otherwise, I have to pay somebody at least $150 an hour to do the work. It's not likely they will be in the same place so I will be hauling it around.

I expect my X would be down at least six months and I would have to be willing to accept it may be far longer, especially if I do it myself.

When I'm done and the bugs are worked out I have a 15 year old vehicle with obsolete featuires that I think I will have $30,000+ in an engine swap that won't be faster than many production vehicles, likely including an X5M. I have a great sleeper but sleepers don't matter except for grins on the street.

For about $15 I can up the nitrous to 200 or 300, For about a few hundred I can go to two or three stage system to even out the torque. I can have a transmission built to handle it for about $7,000. I can go to 4.10 gears for $6,000 to put less load on the driveline at launch. My initial investment will be around $15,000 and I will then find the next weakest link. Does it make practical sense. The diffs do. The transmission does when my original transmission goes. More nitrous doesn't but if I can't put an X5M, Trackhawk, M4, Cayanne turbo on the trailer I will buy one and go up from that base where there is a new gap before I have to worry about trashing driveline stuff.

I'm not saying an LS swap can't be done. I am saying it is not worth the outcome and does not make sense.

Other than the above Zip Zip Zip and away you go.

Word