Motor swap "es" into "is"

[cg138]

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That should help you get some of the answers that you need.


Seriously.

[Wschnitz]

Lol. S50 or die.

[LuckyHenriksen]

this dude is a fucking troll asked if my 318i had an m20

wtf

[e30austin]

wtf

Hahahahahahahahahah, I lol'ed.

[Den_k321]

What's your budget? Will sell my 88 325is m20 engine.

[BigBillions]

how much are you trying to get for it?

[Den_k321]

Depends what you need? Tranny? engine? harness? computer? LSD? Driveshaft?

[ForcedFirebird]

The eta won't make any power past 5000RPM, the intake tract is too restrictive and the ports are too small. The i valves are larger.

If you want to use the i electronics, you will need the i cam and i springs to be safe to rev it past 5.5k, but you won't be making any power there.

Did you buy a car with a missing engine or something?

and it's funny people who have been here such a short time calling each other trolls.

[Killacortes]

Can I haz your ES diff

[devon.818]

And the higher rev in a es is not possible by my understanding, it would melt the engine.

what? where the fuck do you get this from?
the e motor can't rev as high as an "i" due to the head valve train!
it physically can't rev high.

melt the engine? really!?

[AbeSonic]

Ok guys i have a question about a "es" motor swap into a 1989 "is" body. The "is" body has the "is" wiring harness ,ecu, and sensors and the "is" motor can rev alittle higher than the "es". 1. so the question is should i use the "is" intake maifold and afm or the "es" one when i do the swap? 2. also should i switch ecu's so that it cant over rev and harm the "es" motor. 3. also another question is there a differance in cam size between the two and witch one is bigger? 4. and final question is what would i have to swap in the "es" motor to take the higher reving. would i just need to change the valve springs to the double "is" valve springs or would i need to change the valve spring and cam. thanks you for your time and experience hopefully some one can shed some light on this. my goal here is to have a es motor have the same rev limit as a "is"

After reading this and then re-reading it again. I think I may have deciphered what your trying to ask. Unfortunately if you transplant a M20B27 which is a es motor as you call it, it will not run like a M20B25 (is)
Even if you switch the manifold, and ecu and cam it still a M20B27 witch will fall apart and break at higher RPM's it was not meant to achieve. Its more complicated than you think. All putting a 885 head (is head) on a M20B27 block will accomplish is making a Super Eta. Which no one really cares that much for anyway. If you really want to liven your eta up, buy a chip for it.

[ForcedFirebird]

After reading this and then re-reading it again. I think I may have deciphered what your trying to ask. Unfortunately if you transplant a M20B27 which is a es motor as you call it, it will not run like a M20B25 (is)
Even if you switch the manifold, and ecu and cam it still a M20B27 witch will fall apart and break at higher RPM's it was not meant to achieve. Its more complicated than you think. All putting a 885 head (is head) on a M20B27 block will accomplish is making a Super Eta. Which no one really cares that much for anyway. If you really want to liven your eta up, buy a chip for it.

Wrong.

My eta (and the countless other swaps we did at my shop) went from ~95whp to ~140whp by adding the 885 head (aka 327i or budget stroker), the seta has pistons shaped like the b25 (i motor) but displaces 2.7l. The bottom bottom end will not self destruct because you are revving it higher, my limiter is set to 6800RPM with the eta crank. The same bearings are used in both motors and you saying that the eta bottom end will blow up because of a longer stroke is absurd as many people put the 3.0 crank in m20's all the time to make a real stroker. The 885 (i) head on an eta has lower compression due to the flat pistons, the i and seta pistons are domed to match the 885 head chamber.

If you don't know what you are talking about, please don't give out wrong info.

When the PO posts why he wants to do the swap, I'm sure we will understand. He only has an eta motor available and an i car/electronics.

EDIT: The race car also has an eta bottom end with 885 top end and .020" thinner MLS gasket making 357whp.

[devon.818]

super eta has domed pistons asshole! only offered in 88. it also has an 885 head, but with eta valve train. valve train and cam can be swapped for normal i valvetrain/cam and you have a 2.7i that holds normal compression.

[ForcedFirebird]

super eta has domed pistons asshole! only offered in 88. it also has an 885 head, but with eta valve train. valve train and cam can be swapped for normal i valvetrain/cam and you have a 2.7i that holds normal compression.

Yup. I have one getting ready for rebuild here at the shop :)

The springs are actually dual springs like the b25, the cam is it's own, neither the eta nor the b25 share this cam (have some of all of them lol). Take seta, swap the cam/ECU and you have a high revving stroker that makes more power than the budget stroker.

[devon.818]

Yup. I have one getting ready for rebuild here at the shop :)

The springs are actually dual springs like the b25, the cam is it's own, neither the eta nor the b25 share this cam (have some of all of them lol). Take seta, swap the cam/ECU and you have a high revving stroker that makes more power than the budget stroker.

you sir sound like you will appreciate the seta i am building

fresh 885 head for parts, 323 cam, euro lightweight oem fly wheel.

motor will be stripped down, sent to machine shop, rebuilt to 0 miles and o-ringed.
hopefully after the break in period i will have saved enough cash for the turbo build