You’ll have to run the GM ecu I’m guessing. Hook up the ODBII to the GM computer that won’t have any codes when inspection time comes.
Agreed; you will have to run the LS PCM/Harness. Which in reality is easy, there’s only a few wires that need hooking up to be able to run the engine, I believe the number is less than a dozen wires.
at Tea Leaf once I think Minglor said it was literally 4 wires for an LS to start and idle IIRC. LOL
Why your doing this on a OBDII car with out a full understanding of how to wire it is beyond me.
Does the BMW split PCM and BCM?
You will have to run the LS1 harness and disabling codes is easy so when they plug in the OBDII scanner to check for readiness this is easy.
Controlling the cluster and error lights is an entirely different beast.
LZ, relax man, it’s a learning process (and supposed to be fun!). That’s why I have the next 6 months allotted to do this.
thanks everyone :tup:
I’m sitting there last night looking at all these wires, and I’m like fuck, what am I going to do with all of you? I’m shitty at wiring.:tup:
I’m relaxed :lol:
And im more then willing to help you just picked one of the more complex platforms to attempt a swap like this on with not a lot of understanding when it comes to wiring.
Find a wiring diagram for your year BMW and figure out how the BCM(lights, HVAC, radio) are integrated into the harness and if there is BCM separate from the main PCM/ECM/whatever BMW has.
You might also have to understand any anti theft features BMW has on the car.
Just hit this guy up apparently he made the ABS/Cluster work http://ls1tech.com/forums/conversions-hybrids/1323628-e39-bmw-540-ls-swap-completed-5.html
I did an LS7 clutch in the GTO when my clutch slave went and oil contaminated the stock one. It’s held up great to the beating I’ve put on it. Gene at GM Parts House has a combo deal set up on the LS7 clutch, pressure plate and flywheel. 11/19/2010 it was $443.60 (I love gmail search).
Made a good bit of progress last night. One of those evenings where you worked for a while, but somehow it doesn’t look like you did anything.
Off the top of my head:
Disconnected and moved the fuel rail/injectors/injector harness (a huge pain in the neck being as it’s all mostly 1 piece)
Pulled the M60 intake manifold from the BMW motor and replaced it with the original M62 manifold. The 540i VANOS guys can get a bit more top end power with the older, more top-end oriented mani, so I figure I’d sell it since the M62 mani was just sitting in my basement.
Pulled the entire one piece exhaust
Disconnected and labeled another dozen or so connectors
Disconnected more coolant hoses going to the rear water manifold
Disconnected clutch line and let it drain
Also made a bracket for my infrared heater and mounted it on the wall, have to stop and get a new propane bottle today.
I still have to remove the driveshaft and many heat shields before I can actually pull the motor. Hoping to have it out this weekend though!
They don’t make a tranny adapter/kit so you can use the stock 6spd?
a lot of work to leave a weak link in the car.
It would be more work to design/machine an adapter (one off, super expensive) than it would be to just find a T56. The GM world sees no reason to adapt to a BMW 6 speed when there is already a proven compatible 6 speed option on the table.
I visited a drivetrain dismantler at work today and found 3 T56s, but according to the codes on the sides, they’re all for C5 Vettes.
If they are cheap enough you can make it work with a tail, and front plate and have better internals
weak link? id run a bmw tranny over a t56 any day of the week.
Well, I can’t speak for the strength of each tranny, but the Getrag was sure as hell more pleasant to shift
I played with a T56 once and it was pretty notchy/heavy
90% of the wires going to the DME are able to be unclipped via connector, 5% are grounds, and another 5% are mystery wires going elsewhere in the harness. Since they were going to the engine harness, I figured they’d be useless, and clipped them (left some length on them in case for some reason I need to splice into them). So, the whole fuel rail/injectors/harness top half is totally removed from the car. wow, does it ever look cleaner that way!
Also removed the driveshaft (bolts holding it to the tranny didn’t even budge with my impact gun…had to do it by hand, under jackstands, that sucked). Disconnected it from the rear diff as well, that was slightly easier (probably made easier by the fact that I swapped out the diff a year ago). Removed all the misc heatshields, more connectors, and some of the cowl. Also pulled the shifter assembly (wow, that plastic cup is terrible to remove). The motor/trans should be completely ready to come out tonight (barring me forgetting to disconnect some hidden crap)
Hey I have a ram hd clutch willwood master with hydraulic lines for a ls1 slave cylinder for sale. 400 takes it. Clutch looks great but u can buy another disc for piece of mind.
Just took a deposit on the BMW motor. The BMW 6 speed trans, clutch and flywheel assembly are still for sale.
a member on BimmerFest asked to see the LQ4 and the M62 side by side. keep in mind that the M62 is fully dressed, with all front accessories and belt drives, ready to plop right in. the LQ4 has the heads and intake just sitting on the motor not bolted down, and is missing the headers, front accessories and etc, and a ton of other things.
however, if you look at just the basic engine architecture, the difference in size is pretty striking. remember, the BMW V8 is a 4.4L, the GM is a 6.0.
See ya later M62, it’s been really fun.
Did you swap the rear to an M5 unit?