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Old 04-10-2011, 04:08 PM   #123
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Join Date: Oct 2006
Location: Springfield OH
Posts: 740
My Ride: '00 323i + '75 2002
With more clearance made, it was time to lift the transmission in place. Normally I have my friend at the shop to give me a hand, but he had to work this weekend so I was on my own. After wrestling with the trans I welded up a jack adapter to hold it up better. This let me lift it into place until I could get it bolted to the engine.

You can see my handy jack adapter in this pic:

With the trans lifted into place I needed to make sure the entire assembly was in line with the differential. In order to do this I took the e30 driveshaft I picked up earlier and mounted it straight to the output shaft on the transmission with some solid couplers machined to the same thickness as the guibo. This would allow me to use the driveshaft as a 'straight edge' and eliminate any slop in the middle. At this point I also figured out that the stock e30 driveshaft was the correct length and bolt pattern to bolt up to the '02 diff (and obviously the e30 lsd I'm going to install in the near future). This was very good news since I'll no longer need to pay to get a custom length driveshaft made up.

Once the driveshaft was bolted in place and everything was lined up perfectly I fabbed up my transmission mount. You can see the top of it in this picture. It's help to the body with 2 8mm bolts that thread into a reinforcement plate on the underside of the body as well as a nut welded on the inside of the car.

With this in place the entire engine/transmission assembly is VERY solid. I may upgrade to poly mounts down the road, but we'll see how the rubber ones feel.

Here's a picture showing how much clearance there is between the steering linkage and the bell housing of the transmission. It's not very much at all, probably 1.5mm tops. I'll probably have to either notch or bend the linkage to gain some more clearance, but I'm going to wait and see if the transmission moves that much under spirited driving. It may be another reason to get the poly mounts.

Now for the money shots. I put the S54 throttle bodies in there to get an idea for what kind of clearance I would have between the brake booster. I'll need to fab up some kind of airbox for the tb's, so depending on clearance I may also go with a straight boosterless system.

Next on the list is probably going to be making the manifold to interface between the throttle bodies and the head. I'm probably going to end up casting a custom piece, much like what I was planning to do with the bike carbs earlier. This one will be a little trickier though because of the oil passage between the 3rd and 4th intake runner. I'm going to draw it up in CAD this week and see what we can come up with.

The ports on the head:

The ports on the tb's:

The huge benefit of casting is the transition between the two ports can be very smooth and clean. I'm thinking the overall length of the manifold will probably be ~ 10 cm or so. This should leave enough room for an airbox.

Also, the head should be back from the machine shop the beginning of this week. It got new exhaust valve guides, a 3-angle valve job, shaved 0.025" (not desired but necessary to flatten it out) and cleaned. The block is still waiting on me to make up my mind. The cylinder walls have some wear, and so if I reuse the stock 'i' pistons like I was planning it will probably have some piston slap when cold. So I'm taking the pistons in this week when I pick up the head and they will let me know what would work. I really don't want to buy new pistons if it can be avoided.

Oh, and I picked up a m52btub28 crank so now it will be a square (84mm stroke x 84 mm bore) 2.8l at the least. This saves me from having to shave the deck of the block down as well as bumps up the displacement. Win-Win
Tinker Engineering - 2014

Mica - 2000 BMW 323i - The one that started it all
Fiona - 1975 BMW 2002 - The Definition of Project Creep
Heidi - 1988 BMW M5 - The piece of BMW history
Silvia - 2013 Subaru WRX - Stock, for now
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