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E30 BMW M62/M60 V8 Swap

May 9, 2010

As a supplementary to the translation, below you will find various topics covered by RTSAUTO:

https://www.rtsauto.com/m60-swap-eliminating-ews-for-404-ecudme/ – Eliminating EWS
https://www.rtsauto.com/e30-boosterless-brake-bracket-booster-delete-manual-brakes-for-swap-cars/ – Boosterless Brakes (manual brakes)
https://www.rtsauto.com/manualbrake/ – Manual brake calculations
https://www.rtsauto.com/wiring-harness-adapter-guide-for-e30-m60-and-obd-1-m62-swap-pinout-and-a-cheap-way-of-getting-x20-and-c101-connectors/ – Wiring harness adapter
https://www.rtsauto.com/e30-m60-m62-v8-engine-mounts/ – Engine mounts
https://www.rtsauto.com/radiator-and-cooling-for-m60-m62-v8-e30-swap/ – Radiator and Cooling
https://www.rtsauto.com/mounting-an-m60-m62-without-subframe-spacers-and-without-drivetrain-angle/ – Mounting an M60 / M62 V8 Into an e30 without subframe spacers and without drivetrain angle

I got this write up courtesy of http://www.e30.de/v8/v8.htm unfortentally their write up is in german so i have done my best to use online translators to make sence of the write up in english. I have added and subtracted some stuff.

The M60/m62 was the #1 engine worldwide on the Ward’s 10 Best Engines list for 1995, 1996, 1997, 1998, 1999, and 2000.

1.0 M60 M62 S62 engine versions
2.0 Conversion variants in the E30 and donor vehicles
3.0 Cost estimation
4.0 Conforming to German TUV regulations
5.0 Basic Procedure for Reconstruction
6.0 engine mounts
7.0 oil pan and oil pump
8.0 radiator and cooling system
9.0 Relocating brake booster
10.0 transmission and shift linkage
11.0 driveshaft
12.0 exhaust
13.0 Electrical connections
14.0 Differential
15.0 Brakes
16.0 Suspension
17.0 Pictures of the engine in a e30

1.0 M60 M62 S62 engine versions

The BMW V8 engine is a modern four-valve design. In 1993 the M60 was the first engine platform to use this design , and were implemented into the E32 and E34 series. A 3-liter version was installed in the 530i and 730i, while the  4 liters was installed in the 540i and 740i. Even 50 years ago BMW put a 2.6 liter V8 in their  Baroque Angel .

M60 documents

In 1997 there was a facelift, the engine was now called the M62. The engine capacity was increased to 3.5 or 4.4 liter engine capacity.

M62 Information

The M62 features include the following changes:
double temperature sensor in the water pump housing, heated thermostat housing, oil filter housing does not sit on the chain case housing, OT donors no longer in front but the back of the gearbox, dual-mass flywheel with Inkementenrad (whats a inkementenrad?)

Basic structure
In the combustion chamber there are four valves, so one could call it a 32V engine.
The M60 engine has a cylinder angle of 90 degrees, so it is clearly wider than the V12 M70’s engine.The M60 sports 2 camshafts per cylinder head on a Duplex driven chains, while the  M62 employes a simplex chain. The timing chain expands with time, then begins to rattle, making it a common evil in high mileage engines.

2 knock sensors allow an operation with optimal ignition near the knock limit.

The engine block is aluminum, so the complete V8 engine weighs only a little more than an M50. Due to the short version (im guessing short length because it is wider then an m20 however shorter in length) an excellent handling E30 is achieved.

The aluminum block is significantly more sensitive than an cast iron. This allows “normal” life of the engine head gasket and if it fails it will create high damage cost. Aspirated water usually leads to a warped block. The threads for the head bolts are not designed for multiple use. Slight injuries from the front often lead to a hole in the block in the engine mount. So special attention is needed when purchasing this engine.

The cylinder surfaces were vulnerable to the first years of construction, the amount of oil consumption on highway travel is a good measure of the condition of the engine.

The DME 3.3 (BOSCH), including mass air flow sensor controls the fuel injection and ignition. An error in the memory controller allows for extensive diagnostics with real values. The controllers have the end number 404 and 484 (with EMS)

Single ignition coils provide contact-free ignition, the full- sequential fuel injection system injects for each cylinder accurately

Weight optimized-pistons are now almost standard in BMW engines that Sinter piston rods with a breaking point equal to the M60 and m50.

The oil pump is, as usual, at the bottom of the front block. The summit tends to loosen the screw connection. This problem has, however been fixed now, but the donor car should be examined regardless. Loctite  gluing the screws creates a simple remedy to prevent  worse things from  happens (decreasing oil pressure = damage to bearings and cylinder liners).


A gem and the current maximum of BMW V8 engine is the S62. A 5-liter engine with VANOS and 400 hp. The conversion in the E30 is possible.Main difficulty is bus to CAN which is missing in the E30. It can be simulated using the Black Boxe and thus persuade the engine running (im guessing stand alone, things like megasquirt and VEMS [Versatile Engine Management Systems]). Alternatively, a programmable control system should be installed. VANOS should also be kept in mind. Some projects in this direction are currently in progress. More information to follow.
This PDF isn’t from www.e30.de but seems to be a description from BMW themselves, explaining the m62.

Download (PDF, 585KB)

2.0 conversion variants in the E30 and donor vehicles

Before buying a donor vehicles the ultimate goal should be clear (ie exactly what engine/tranny combo you want). The following are useful V8 variants in the E30:

Option 1: 340i with 5 speed transmission
Option 2: 340i with 6 speed transmission
Option 3: 330i with 5 speed transmission
Option 4: 330i with Automatic transmission
Option 5: 340i with automatic transmission
Option 6: 350i with 6 speed gearbox




Option 1: 340i with 5 speed transmission
This version I have deliberately placed as the first option. The usable power band of the V8 is wider than most other designs (M5 and Co.). Thus goes a sporty weekend-racer moving the low-cost five-speed gearbox. A 6-speed transmission is individually worth EUR 1,000. The 5-speed  goes for around 300 EUR. Further advantages result in drive shaft and shift linkage.





As the V8 (m60) 4 liter significantly more frequent and less expensive to implement over an automatic. The m60 can be found in E34 540i and E32 / E38 740i, finding an engine shouldn’t be a big problem. From 1500 EUR there is complete cars, whose purchase is not always appropriate. For it is only the engine parts needed and the 7 Series is not necessarily in demand, making it not worth while to get the whole car. However, the advantage is that the motor can be driven to see how the engine runs in a car. Oil consumption is the key issue. The performance in the 7 Series you have to worry no more: it will be twice as powerful in an E30.















In addition to the motor if you plan to run an automatic transmission you need the wiring harness from the engine AND the automatic transmission. The 3-liter engines are often offered with a 5 speed manual: A complete vehicle, an opportunity to have alot of the necessary parts in one car. The engine wiring harness, the flywheel including the clutch and the gearbox is required, the rest must be bought off places like Ebay.
























Option 2: 340i with 6 speed gearbox
Finding the components is simple. An E34 (m60) 540i 6 speed must be found.  Engine including engine wiring harness, ECU and transmission are needed, the rest can be sold again. The sixth speed is highly recommended when planning to travel long-distances or if it will be a daily driver. Consumption and speed reduction are not to be underestimated.


Option 3: 330i with 5 speed manual transmission
Here,  again parts are very easy to find. An E34 530i or E32 E38 730i with a 5-speed manual transmission should be found. Engine including engine wiring harness, ECU and transmission are needed, the rest can be sold again.

Whether the installation of the 3 liter engine in the E30 makes sense, I am currently testing/contemplating. The reconstruction effort is the same as in 4 liters, as well as the sound, good handling, etc. The achievable performance and the consumption levels are hopefully on par with a 328i E36.


Option 4: 330i with automatic transmission
An E34 E32 E38 530iA and 730iA with a 5-speed automatic transmission (ZF 5HP18) should be found. Engine including engine wiring harness, ECU and transmission are needed, the rest can be sold again.


The installation of the V8 in the E30 engine with automatic transmission should be carefully considered. With the massive transmission the tunnel must be modified. The additional work required to swap an automatic should not be underestimated.

Option 5: 340i with automatic transmission
An E34 E32 E38 540iA and 740iA with a 5-speed automatic transmission (ZF 5HP30) should be found. Engine including engine wiring harness, ECU and transmission are needed, the rest can be sold again.


The 5HP30 is actually a very good transmission that was used in the E38 and E39 for a long time. However, it is in his early run in the E34 but very vulnerable to small balls wear it down inside. Then it comes to typical defects such as a functionless reverse. It was not until about 1997 were the balls wear changed to reduce wear.

For this reason, the 5HP30 in the 5 and 7 Series are very vulnerable and almost everyone needs in its life time to be rebuilt . Because the problem is in part propagated by the so-called LifeTime oil filling. The manufacturer ZF sees only filling for 6 years or before the 150tkm. Therefore the transmissions go past the point where they should of been changed.

Option 6: 350i with 6 speed manual transmission
An E39 M5, or a single motor and gearbox must be found. The electrical adjustment is now solved, EMS CAN bus and other troublemakers in the past include. Thus, the E39 M5 is again a very hot candidate for people with too much money to assemble an incredible E30.

3.0 Cost estimate

V.1 340i with 5 speed transmission





sample calculation:
1500 EUR – 4 liter automatic engine
200 EUR – Engine Mount Type 5 (from www.300mm.de)
100 EUR – engine wiring harness manual version
300 EUR – 5-speed manual gearbox
300 EUR – Exhaust E39
300 EUR – M3 E36 catalistic convertors
300 EUR – muffler
150 EUR – BKV E34 and rebuilding brake master cylinder with
150 EUR – E28 535i Radiator
150 EUR – E30 M3 drive shaft
350 EUR – 2.93 Diff















3800 EUR
























V.2 340i with 6 speed transmission


Example calculation:
3000 EUR – 540i 6 speed
200 EUR – Engine Mount Type 5 (from www.300mm.de)
300 EUR – Exhaust E39
300 EUR – muffler
150 EUR – E28 535i Radiator
150 EUR – E30 M3 driveshaft
350 EUR – 2.93 Diff


4450 EUR


V.3 330i with 5 speed manual transmission

Example calculation:
1500 EUR – 730i 5 speed
200 EUR – Engine Mount Type 5 (from www.300mm.de
300 EUR – Exhaust E39
300 EUR – muffler
150 EUR – E28 535i Radiator
150 EUR – E30 M3 drive shaft
350 EUR – 2.93 Diff


2950 EUR


V.4 330i with automatic transmission

Example calculation:
1500 EUR – 730i Automatic
200 EUR – Engine Mount Type 5 (from www.300mm.de)
300 EUR – Exhaust E39
300 EUR – muffler
150 EUR – E28 535i Radiator
150 EUR – M3 E30 drive shaft
350 EUR – 2.93 Diff


2950 EUR

V.5 340i with automatic transmission

Example calculation:
2000 EUR – 540i Automatic
200 EUR – Engine Mount Type 5 (from www.300mm.de)
300 EUR – Exhaust E39
300 EUR – muffler
150 EUR – E28 535i Radiator
150 EUR – E30 M3 Drive shaft
350 EUR – 2.93 Diff


3450 EUR


V.6 350i with 6 speed transmission


Example calculation:
6000 EUR – E39 M5 with 6 speed
2000 EUR – Programmable fuel injection
200 EUR – Engine Mount Type 5 (from www.300mm.de)
300 EUR – Exhaust E39
300 EUR – muffler
150 EUR – E28 535i Radiator
150 EUR – E30 M3 drive shaft
350 EUR – 2.93 Diff


9450 EUR

4.0 Conforming to German TUV regulations

Minimum requirements for a 340i conversion

  • not too loud exhaust system with functioning properly sized cats, recommend using oem parts
  • Adequate clearance for the exhaust manifold and steering body
  • Braking system called up
  • Brake booster relocated professionally
  • Front strut brace
  • reasonable motor mount, processed clean
  • Translation of the differential vehicle close to the origin, thus 2.93 and 2.79

Additional suggestions:

  • Engine should be tidy, no sloppiness in the attachment of additional units
  • Car should be reasonably safe to drive
  • Make Exhaust as discreet as possible

Example entry:

5.0 Basic Procedure for Reconstruction

Rough Schedule:


  • The current drive train of the E30 completely removed
  • The brake booster needs to be dismantled
  • The new E34 brake booster must be mounted on the left front (left front from passenger seat), producing linkages, adjust brake lines
  • If necessary. Shift and reinstall ABS
  • Driver and front passenger footwell rework to seal again
  • Prepare engine (engine harness, flywheel, clutch)
  • Motor without transmission brought in from above
  • Attach transmission, and make shift linkages
  • Building exhaust system
  • Cooler block (Im assuming radiator)
  • electrical connections
  • Drive shaft
  • Test run
An engine crane  (cherry picker) makes the job a hell of alot easier.

6.0 engine mounts

Besides various brake assemblies there are perfectly fitting engine mounts for the V8 change in the E30 on my commercial web page on www.300mm.de to buy (engine mount type 5).
























These can be painted black, or, as in the image on request at an additional cost can be plated (yellow coated) and galvanized.

When the type 5 engine mounts are used from my website (www.300mm.de), the original E34 540i rubber mounts are used. Two holes on the bracket allow motor position 2 and 3


The number 2 is a position that depicts a measure of distance. The engine sits far back and has at the narrowest point approximately 1 cm distance to the unmodified firewall.It fits easily when using a E28 535i Radiator.


The number 3 is designed for uncompromising running changes, the engine sits 25mm further back again, the floor panel will have to be worked on accordingly.

20mm Spacer plates for setting the E30 front axle lower should be used to improve the alignment of the engine, gearbox, drive shaft and diff. Ontop of that is the benifit of the hood being able to close without further modification.

7.0 oil pan and oil pump

With the installation of the V8 from a E32, E34 and E38 no changes have to be made to the oil pan. Examine the screw connection of the oil pump only briefly and completely.

8.0 radiator and cooling system

A well-fitting radiator for the v8e30 is a radiator out of a E28 535i . This fits the lower and upper intake without changes. A rigid connection of the left elbow to the thermostat is necessary to bend them to make it look and operate cleanly.


Also very suitable is radiator is out of the E34 with a V8 (without photo) . It fits on the width wise, the fastening receptacles must be slightly modified. It is the ideal choice when a complete donor car is available.

The reservoir of the V8 donor car can still be used and attached at the E30 bulkhead to create a stable housing.


9.0 Relocating brake booster

We now come to a difficulty and a con to a v8 swap; the brake booster. The large V8 engine does not allow installation of the brake booster (BKV) in its original place in the E30. The BKV, including master cylinder must be placed, as is the case in the E32 and E34; to the front left of the car (from drivers seat). Therefore, BKV, including aluminum frames are used in these models.


In the E34 and E32 the quite thin control rod is loaded when braking hard. Therefore bellcranks are present on both sides (at the floor panel and in front at the BKV), which should be omitted with the E30 V8 on both sides for space reasons.

Instead the bar should be somewhat more stably implemented and be installed without bellcranks. It should be led forward directly and without detours (by pressure load). It is shifted easily to the left and passes with centimeters distance from the engine.

30cm from the front 25cm from the side

40cm where measured

10cm from the left to the bend

The main things to do are:

  • Change at the pedal (additional mounting points to the right)
  • Modification of the E34 / E32 brake booster framework; shorten
  • Placement of brake booster in the area behind the left headlight
  • Producing a stable connection rod
  • Connecting the brake lines
  • Optional Offset: ABS

For the conversion of applying the brakes you should take your time and be very thorough with your work. The correct operation of the brakes when driving next to the steering is the most important thing.

Notes on the E34, E32 HBZ
The E32 and E34 have a master cylinder with a 25.4 mm diameter piston. This larger master cylinder is alot for the “small” 325i series brake system. The dosage can be desired, the pedal is very hard but it works. Alternatively and ideally the greater master cylinder can be used with larger calipers from the E34 and E32, for example in the form of the 312/294 plant www.300mm.de


If the 325i brakes are going to be used , you should use a master cylinder from a 325ix.

Notes on ABS in the E30
, the ABS hydraulic unit of the E30 with a V8 conversion can be added. The effort is significant, it must all be renewed and brake lines must be extended. The cable must also be extended to the ABS. For pure summer vehicles, especially associated with larger brake system; should be

Use of the hydro brake H31
It is also possible to use the hydraulic brake. The advantage is that the ABS does not need to be transferred. One disadvantage I see is the space required for the major ancillaries (accumulator, power containers, etc.). My recommendation do not use such a system.

10.0 transmission and shift linkage

5-speed transmission


The V8 5 speed transmission is comparable to the E30 M3 sports transmission which is much wider and shorter. It fits loosely in position 2 in the E30 transmission tunnel. If motor position three is used the transmission tunnel has to be modified.

6 speed gearbox

The 6-speed transmission is about 120mm longer and more difficult. The output flange is again larger than the 5 speed transmission, therefore, fiting the M3 E30 driveshaft is not an option anymore. Thus a driveshaft has to be custom made with the help of a E34 540i drive shaft.


The transmission tunnel is very narrow, but if one side of two bridges on the transmission is removed then it will fit without modification in the E30 tunnel.

The transmission mount must be adjusted because the E30 does not go far enough to the rear. In the picture you can see, the normal E30 mount extended forward to use the e30 body mounts.

Automatic transmission

For V8 conversion with automatic transmission please see the pictures below. There must be space for the side gear and the selector switch to be created. Motor Position 2 is recommended.

Shift linkage

With the shorter 5-speed transmission parts can be modified using standard E30 parts to establish a shifter linkage.
Below you will see, a temporary mockup of the shifter linkage that will be created by welding.

In the photo below, the shift linkage for a 6 speed gearbox. The control rod is only a few centimeters long.

11.0 driveshaft

A suitable drive shaft for the V8 conversion is by using the E30 M3 drive shaft. When 5-speed gearbox is used it fits without modification. With a 6 speed transmission it must be reduced about 7cm.


The following is a list of suitable Drive shafts:

  • M3 E30 (fits with 5-speed gearbox without modification)
  • 325e E30 fit 129PS (5 speed with no changes)
  • E36 (medium stock exchange fits 328i, 5 speed with no changes)
  • E28 535i (E30 rear of use, then like a wave M3 E30)

12.0 exhaust

The most difficult part of the V8 in the E30 conversion is the construction of the exhaust system. Clearance in the front is minimal. A further complication is that the manifolds are double-walled and therefore can not be umgeschweisst (welded im guessing).




Option 1: Use of E39 manifolds (built 2000)














The muffler from the E38, E32 and E34 are less suitable on the e30. The E39 from year 2000 (indicated by the small cats right after the elbow) has proper headers on board. These pants pipes are relatively rare and cost about 300-400 EUR. The small pre-cat may continue to be sold because they are useless on the E30. In the left picture you see, the original E39 (main) cats. These are totally ok and useful for the conversion of the E30.


A a good tip is to use a very similar X5 4.0 Manifold with part number: 11 62 7500483 and 11 62 7500 484  E39 part and have the following key benefits:

– Original price 240 EUR plus VAT. each side
– no cats, instead perfect flanges to about 30 cm.

Thus, the best alternative to the E39 4 in 1.

exhaust manifold, the E39 must be changed on both sides. It is recommended immediately after the merge 4 and 2 in a right to put in a 60mm flange and a 60mm body with elbows. The pants pipes should be wrapped with heat tape, because it close to the hydraulic clutch and the steering wheel and splash wall.


Two catalysts in sufficient size can be found for example on the E36 M3. With 2 x 60mm to provide the final muffler of the M3 E36.


Option 2: Weld the elbow E38/E32/E34

In the picture left of the complex structure of manifolds with original E32/E38/E34 340i Hose pipes. So it is possible if your a welder with skill and time.

Here are a few photos of a reconstruction from the Netherlands. Here too, the original manifold is welded:

13.0 Electrical connections

The engine wiring harness of the V8 engine should ideally be from a manual vehicle.


Vehicles with automatic transmission have transmission control integrated and a lot of unnecessary cables and connectors tend to be inappropriate, though making it work in an E30 is possible.


V8 automatic Engine Harness
V8 switching cars engine harness

The engine connector is seated in the engine cable channel, right cylinder bank, about 40cm away from the E30 motor connector on board. The production is also quite simple. Go to the BMW dealer to buy the new empty connector housings and the matching pins. Then go step by step and connect the necessary pins using a cable from an old wiring harness to connect to the E30. Unused functions can be left out.


Required parts:


V8 Page: empty 25-pin connector: 61 13 1387108
Rubber cap: 12 52 1 707 302
Pins as connectors with sockets: 61 13 1 376 202 and 204 and 206


E30 page: empty 20 pin connector: 12 52 1707283
rubber cap: 12 52 1707302
as a plug connector pins 61 13 1276191 and 195


Very helpful is an old wiring harness for salvaging. BMW now has started using  standard wire colors for the most important basic functions.


Colors and features V8 engine plug switching E34 car (25 pin)

from the pin V8
Cable color
Notes on the adapter harness
to the pin on the E30
Oil-level static
0.75 white 2
blue white
Oil level dynamic
0.75 blue white
red-blue 1.5
ABS Supply
only at E30 from 89 with ABS
Black Green

black and white

black blue

Black Yellow




Brown Yellow
0.75 brownish yellow
yellow white
Ferntermometer mass omit from the E30 + block encoder
grünlila 1.0
Fuel pump
with 1.5 grünlila
black white
Speed signal
white plug to the tachometer B12
B12 on speedometer
Green Black 1.5
Relief relay
1.5 Green Black
Diagnose vehicle wake-

Vehicle diagnostic data link omit

Black Yellow 01.05
Starter terminal 50
1.5qmm with black and yellow
white green
SI Aanzeige
with 0.5 white green
Rev counter
0.75 black
Green 2.5
with green 2.5qmm
green white 1.0
Supply diagnostic connector
with 1.0 green white
Brown Green
Oil pressure
0.75 Brown Green
white black
Consumption display
omit the E30 is not eh
blue Alternator
0.75 blue

Speed signal
, the V8 engine from E32 and E34 is configured with the speed signal of the E30. The speed signal is on all of the green pins (detachable) connector behind the speedometer on the back of the E30 cluster directly. There, use cruise control  and proper sized rims/tires to get the speed signal. Below the number of parts needed to plug the signal siphoning there.



New V8 engines from E39 and E38, the V-signal received from the factory by the ABS. Thus, it must be adjusted by the E30 speedo impulse first.

for proper display of speed in the E30 has a code plug (or the whole speedometer unit) from a four cylinder E30 be installed. The incoming speed signal or pulse divider must be halved by. (Source: External plug rev 50 EUR, stifter.homer @ freenet.deReady, custom speedo units:gert.kupfer @ gmx.de)

From Year 12/94 all BMWs had EMS installed. An EWS control unit, a loop antenna and a matching key to the engine should be bought. More information about the EMS here . The control without EMS, the end number 404, with the 484 EMS.

14.0 Differential

With the 5-speed, with a 2.93 diff 5th is 1:1 and reaches 260kmph pretty fast before the rev limiter engages. The lower gears are all super, first gear is similarly short as in a tuned 325i, but at twice the engine power.

According to recent test with 5-speed transmission and 4-liter engine, the 2.93 diff is certainly being used in a racer. For a more quiet laid out everyday car, I’d rather a 2.65 (E34 525tds, replace cover recommend). A slightly lower consumption and lower gears are much more usable with a 2.65.

The six-speed transmission is the sixth gear 0,81:1 translates into a longer gear. 3.25 diff we have tested, you come under constant shifting. A 2.93 is more ideal.

15.0 Brakes

With the obvious increase in power bigger brakes are a huge plus. The bigger master cylinder out of a e34 540i is already installed go to www.300mm.de to view bigger brake options.

16.0 Suspension

My suspension recommendations for a v8 e30 is:


  • Sandtler: GM-kit with Koni 60/40 KONI yellow (oil pressure) for about 450 EUR
  • KW coilover suspension with KONI yellow for 1,200 EUR
  • Standard suspension dampers with new series

Not recommended:

  • SPAX dampers (too hard or too soft, depending on the setting, no optimum found)
  • Ebay crap

17.0 Pictures of the engine in a e30

16 Responses to E30 BMW M62/M60 V8 Swap

  1. Matt on August 2, 2010 at 1:20 am

    This is so sick…I am awestruck right now gentlemen.

    *clap* *clap*

    Well done.

  2. Louie Rosada on August 6, 2010 at 2:11 am

    Added yuor web blog. We appreciate you expressing. Surely really worth time far from our studies.

  3. Likse on August 12, 2010 at 6:59 am

    Me and my friend were arguing about an difficulty similar to this! Now I realize that I had been appropriate. lol! Thanks to the information you submit.

  4. Miguel on September 6, 2010 at 11:53 am

    Hi mate, you have done a good job. Many thanks for all the info about the Bmw E30 V8 conversions.

  5. Justin on October 6, 2010 at 4:43 pm

    this is great, exactly the kind of write up i was looking for, if anyone knows of any other good info on the m60 v8 6 speed e30 swap let me kno

  6. enjoync on November 23, 2010 at 12:54 pm

    About this i can say that Saying and doing are two things.

  7. boondocks saints on January 16, 2011 at 3:36 am

    good post.

  8. Dulce Lex on January 17, 2011 at 9:41 pm

    I am not sure where you are getting your information, but great topic. I needs to spend some time learning more or understanding more. Thanks for wonderful info I was looking for this information for my mission.

  9. sofargone561 on January 17, 2011 at 11:17 pm

    this is all great information but the site you recommend to buy the mounts and what not from inst in English and doesn’t have any where to translate into English im lost now an i was so happy when i found this article.. any help?

  10. victor on February 3, 2011 at 10:56 am

    Thanks a bunch!

  11. admin on February 4, 2011 at 10:07 pm
  12. kyrul on June 18, 2011 at 12:39 am

    Hi all..i’m the new member here..i own a 323i year made 1984..now i’m on a progress to convert m60b40 engine into my beloved e30..can i know what compressor can i use for the aircond?? We here follow from the instruction given above but we can’t fix it with the m60 compressor to my e30..can i get any solution from here..

  13. Siavash on February 25, 2018 at 3:12 pm

    Hey manyou done awesome job
    Can you help me with few information
    I have same engine but on e36 and i have some electronic problems
    Feul gauge and water temp are not wotknig and as i understand the problem is on ECU conncetions
    Can you give me link that show me the m60 b40 ecu wireing diagram and also e36body diagram ???

  14. Harri on May 4, 2018 at 6:11 am

    Hi. first thank you for the website, it is very good! my question is .. I have a 318i e30 of 87 and I want to make a swap with a m62 4.4 engine. the problem that is automatic, I have converted it to manual but with the wiring and dme of origin of the automatic. I would like to know how to start it in the e30 and also how to cancel the immobilizer. I would be grateful if you can help me. Greetings and thank you

  15. admin on June 7, 2018 at 4:02 pm

    The easiest way is to swap it to OBD I using M60 components, and run a 404 ECU (no EWS immobilizer).

    The 404 ECU is Auto and Manual specific, but if you get an auto ECU, you can use the below to flash it to a manual .bin.

  16. orhys on June 15, 2018 at 11:25 pm


    The zip file contain several different Bin files. I am assuming the one not marked auto is the manual Bin file, it seems to be a 6 speed manual is that correct?

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