order of drivetrain in iX

[87e30]

flyboyx, did you ever make this happen?

[Eric]

don't waste your time dreaming about euro 525ix oil pans and transfer cases. i have been there. it has been documented that the oil pan won't work because it conficts with the e30 crossmember. the pan to diff bolt pattern on the 525 allrad is different than the e30 ix diff as well. also the axle ratio of the 525ix is an oddball. if memory serves me, i am thinking 3.38. you will certainly need to match it to the rear. the only thing imported in the united states with that ratio is an auto m3. who knows if you can take the ring and pinion from an e36 and put it in an e30 case.

got any pictures of the clearance problem?

[moatilliatta]

or a short runner intake could be used to clear the brake booster. I was thinking of some type of itb set up, but with that you would most likely have to run the hydroboost set up.

[flyboyx]

well they designed an all new suspension and made a special mold for the aluminum front subframe, so what's a different bolt pattern?

also, something that hasn't been suggested yet -the bolt pattern is the same on both transmissions, but the ix transmission is rotated 10 degrees. The ix tranny uses an entirely different mount, shifter carrier, lever, etc. so that's entirely possible. Either way, the ix M20 doesn't sit in the same position as other E30s.

i think some of you are making this more difficult in theory than reality dictates. actually, the 24v engine is what has the bolt pattern indexed 10 degrees. the modified e30 ix oil pan will sit in the right "level" position for the front drive shaft. this is the reason why the engine needs to be rotated 10 degrees to the driver side. everything of the drive train will sit in the proper position. seriously, even if you can't visualize it, just trust me. the biggest problem is figuring out what to do with the brake booster. the best solution (in my opinion) is to add e23 hydroboost so the intake manifold of the 24v engine will clear. i am in the middle of an s52 swap that i am documenting in the 24v section of this forum. there is quite a bit if info about this on there. an added benefit is that you get a larger diameter master cylinder for better braking force. my car is a vert and not an ix. however, i have something up my sleeve related to ix's that will be also documented on r3v when i finish with this project.

no, i haven't done the swap yet, but i have done a lot(emphasize the word "lot") of reaserch and i have all the parts to get started when i get time.

another problem is that 3.91(manual) or 4.11(auto) ratios are not very well suited to the torque a 24v engine will produce.

don't waste your time dreaming about euro 525ix oil pans and transfer cases. i have been there. it has been documented that the oil pan won't work because it conficts with the e30 crossmember. the pan to diff bolt pattern on the 525 allrad is different than the e30 ix diff as well. also the axle ratio of the 525ix is an oddball. if memory serves me, i am thinking 3.38. you will certainly need to match it to the rear. the only thing imported in the united states with that ratio is an auto m3. who knows if you can take the ring and pinion from an e36 and put it in an e30 case.

your best(probably only) choice to adjust the ratio would be to get your hands on a set of factory euro 3.64 final drives unless you have the funds to get a custom ratio cut for the front. i am thinking about getting a 3.25 ring and pinion made for my front.

the info is out there on the other forum. it will just take some effort to find it in a search. i think it is just a matter of getting the info out an distributed to those of you that are interested so that swaps will get done.

[chris4891]

also, something that hasn't been suggested yet -the bolt pattern is the same on both transmissions, but the ix transmission is rotated 10 degrees. The ix tranny uses an entirely different mount, shifter carrier, lever, etc. so that's entirely possible.

things i assumed:
- the trans mount bolt pattern on the ix block is clocked the same as the regular m20 i/e blocks

i think we mean the same thing. in hindsight, that probably would be the easiest way to make everything fit.

[nando]

well they designed an all new suspension and made a special mold for the aluminum front subframe, so what's a different bolt pattern?

also, something that hasn't been suggested yet -the bolt pattern is the same on both transmissions, but the ix transmission is rotated 10 degrees. The ix tranny uses an entirely different mount, shifter carrier, lever, etc. so that's entirely possible. Either way, the ix M20 doesn't sit in the same position as other E30s.

[chris4891]

things i assumed:
- the bolt pattern on the ix transmission is clocked the same as the regular rwd getrag trans.

I haven't verified this myself but I don't think they are the same.

i suppose thats where i was hung up. thats something id like to look into further. i have an extra manual ix transmission, ill compare it to a friends when i get a chance.

Why would it be any more than the hundreds of other parts they redesigned? They designed a different center console just to clear the shifter. There are so many parts I thought were the same, only to get burned when I ordered them and they didn't fit. Power steering resivior bracket? Not the same. Subframe bushings? Wiring harness? Drivers side seat lever? all different.

i just assumed that would be something theyd try to avoid if at all possible... the front case is a pretty large alum casting - new molds for that would cost a pretty penny.

[BimmerScreamer]

some photos i dug up of moonlites S50iX, this is not my car so dont ask me questions about it. All I know is it has a custom oil pan and it looks like manual brakes

[nando]

i suppose maybe i was operating under a false assumption somewhere..

things i assumed:
- the bolt pattern on the ix transmission is clocked the same as the regular rwd getrag trans.

I haven't verified this myself but I don't think they are the same.

- the trans mount bolt pattern on the ix block is clocked the same as the regular m20 i/e blocks

the bolt pattern is the same, although the casting itself is different and it has other unique traits.

- the trans mount bolt pattern on the 24v engine is clocked 10 degrees relative to the m20 e/i/ix blocks (see above assumption)

it is or there wouldn't be special tranny mounts for 24v swap guys. :)

never seen the ix & i/e transmissions side by side but i would have been a bit surprised if the front case was different. that would have been a pretty significant cost for bmw to make another mold to cast the front case if the alternative was using an existing part. i know the rear half of the case is different but i think all the internals are identical.

Why would it be any more than the hundreds of other parts they redesigned? They designed a different center console just to clear the shifter. There are so many parts I thought were the same, only to get burned when I ordered them and they didn't fit. Power steering resivior bracket? Not the same. Subframe bushings? Wiring harness? Drivers side seat lever? all different.

dont get me wrong.. i think itd be sweet if it all just happened to bolt up that easily. i just figured it would be more difficult than that.

well you can't exactly do it in a weekend, it's just not a big deal to bolt it up to the car. the biggest problem is with the brake booster & master cylinder, it doesn't fit under the M50 manifold.

[chris4891]

i suppose maybe i was operating under a false assumption somewhere..

things i assumed:
- the bolt pattern on the ix transmission is clocked the same as the regular rwd getrag trans.
- the trans mount bolt pattern on the ix block is clocked the same as the regular m20 i/e blocks
- the trans mount bolt pattern on the 24v engine is clocked 10 degrees relative to the m20 e/i/ix blocks (see above assumption)

never seen the ix & i/e transmissions side by side but i would have been a bit surprised if the front case was different. that would have been a pretty significant cost for bmw to make another mold to cast the front case if the alternative was using an existing part. i know the rear half of the case is different but i think all the internals are identical.

dont get me wrong.. i think itd be sweet if it all just happened to bolt up that easily. i just figured it would be more difficult than that.

[moatilliatta]

Its like the ix and 24 valve motor was ment to be.

[nando]

that's what I'm trying to tell you.. when you put a 24v engine in the ix, it will be in the exact same position as the ix M20 (you use the ix mount arms and everything). If BMW didn't think it was a problem, I don't think it's anything to worry about. :)

[chris4891]

yeah, for the m20. i was talking about for the 24v swaps..

[nando]

like I said, the ix engine is already rotated.. you aren't doing anything to the transmission. They have to be aligned exactly as they are with the M20, or the shaft won't go into the transfercase. there is no room for adjustment at all, 1/2" wouldn't even be close.

[chris4891]

i have seen pictures of that oil pan mod done before, but it seems to me that doesnt address the 10 degree issue. maybe it would be more obvious if i had all the parts in front of me.

so you end up rotating the engine 10 degrees in order to get the transmission/transfer case to line up correctly in the tunnel. but by rotating the engine you end up also rotating the oil pan/front diff downwards by a small amount - in my mind there would still be an angular offset between the trans case and front diff. it wouldnt be much - probably about 0.5" and you could probably still install the front driveshaft, but id be seriously concerned about the longevity of the front flex disc. especially considering the assumed power increase. id also suspect a pretty good vibration.