So,
I'm already looking ahead to the 2017 Challenge and an m20 is the obvious choice for the $100 BMW 2002. Locally, I have found a complete engine, transmission, harness, and ECM for $400. The only catch is that it's an eta motor, but beggars cant be choosers.
Anyone have knowledge of this particular swap.
Car is a 1974 FWIW
why an m20 when the m40 and m42 are equally cheap, make similar power, and won't disturb the balance of the car?
Turbo the m10 isn't an option? You could make a lot more power than an eta m20 for peanuts.
Looking to the m20 because of avilibility and ability to endurance race. Turbo cars are tough to keep alive during endurance racing.
In reply to NordicSaab:
Strung out n/a m10 then?
There's probably some info about this over on BMW2002FAQ.
Mounting the new radiator in front of the current location requires a bit of sheet metal cutting. You are going to need room for the oil cooler, and remember 2002 half shafts are going to be like a fusible link.
The vacuum booster for the master cylinder is in your way and the rear end, at an open 3.91 given you have an ETA might need to be swapped. If you locate an early E21 take the booster and 3.64 diff. If you run 15" rims it will help even more, more tire selection.
Thanks for the feedback. Car will be a n/a m10 this year and very slow.
I have x4 rear ends that came with the car, all very different ratios. It sounds like some fine tuning will be necessary once running.
Most fitment issues come from the length of the engine, since the '02 was never intended to have an inline 6. The M42 swap is done with some regularity and may be a better option. Not as much power, but very durable engine and may be enough. Probably would be at least as quick as an eta, and would definitely be more fun to drive. I have an eta-powered lemons car and my personal E30 is an M42-powered E30; the m20b27 is not a very exciting engine, and my turbo M42 has 275000 miles on the original bottom end, has been swallowing 8psi for 60k miles, and gets (or got... 
) autocrossed and tracked regularly.
M42 with free flowing intake, header, exhaust, lightweight flywheel, and chipped ECU is pretty close in performance to the 325i Engine, M20B25.
from what I have read, from the factory, the M42/44 is capable of better airflow than even the vaunted S14. best bet is to do some research on the very rare S42 and replicate it... which shouldn't be hard to do
mad_machine wrote: do some research on the very rare S42 and replicate it... which shouldn't be hard to do
????
I thought the s42 was like a 'our motorsport team built three cars and 2 engines for each car' kinda deal. I was under the understanding that replicating it would essentially mean you are a BMW race engineer and have a high quality machine shop and lots of base materials at your disposal.
Do you have information otherwise? I am very interested.
to the OP - I also would lean toward an M42 swap in the 2002. but the m20 shouldn't be that hard. Get an i head on the eta motor for a stroker i motor.
Robbie wrote:mad_machine wrote: do some research on the very rare S42 and replicate it... which shouldn't be hard to do???? I thought the s42 was like a 'our motorsport team built three cars and 2 engines for each car' kinda deal. I was under the understanding that replicating it would essentially mean you are a BMW race engineer and have a high quality machine shop and lots of base materials at your disposal. Do you have information otherwise? I am very interested.
you could never totally replicate it.. they used all BMW parts.. but with some careful head polishing, a good header, lightening and balancing, and ITBs.. I bet you could get pretty close to factory S42 specs. Not inexpensive, but not millions in motorsports technology either. Probably too much for challenge prices though
Robbie wrote:mad_machine wrote: do some research on the very rare S42 and replicate it... which shouldn't be hard to do???? I thought the s42 was like a 'our motorsport team built three cars and 2 engines for each car' kinda deal. I was under the understanding that replicating it would essentially mean you are a BMW race engineer and have a high quality machine shop and lots of base materials at your disposal. Do you have information otherwise? I am very interested.
You are correct.
If you wanted to spend $$$$
M42 with the M44 diesel crank, ITBs, high comp pistons, etc.
Send a blank check to the guys at Rebello racing to build you a monster. I suspect you could likely buy a new Mustang GT for what the engine would cost.
Is there a cheat sheet for the alphabet soup monikers of BMW motors here for those who don't speak kraut?
92dxman wrote: Is there a cheat sheet for the alphabet soup monikers of BMW motors here for those who don't speak kraut?
Engine Codes: https://www.turnermotorsport.com/t-BMW-Engine-Codes
Chassis Codes: https://www.turnermotorsport.com/t-BMW-Chassis-Codes
92dxman wrote: Is there a cheat sheet for the alphabet soup monikers of BMW motors here for those who don't speak kraut?
The m10 is a 1.6-2.0L SOHC 4cyl. m20 is a 2.3-2.7L SOHC 6cyl. s14 is the e30m3 DOHC 4cyl. m42 is a newer 1.8L DOHC 4cyl. Not really a cheat sheet for them, but that's what they are for the most part.
Edit: Robbie beat my rabid typing.
mad_machine wrote:Robbie wrote:you could never totally replicate it.. they used all BMW parts.. but with some careful head polishing, a good header, lightening and balancing, and ITBs.. I bet you could get pretty close to factory S42 specs. Not inexpensive, but not millions in motorsports technology either. Probably too much for challenge prices thoughmad_machine wrote: do some research on the very rare S42 and replicate it... which shouldn't be hard to do???? I thought the s42 was like a 'our motorsport team built three cars and 2 engines for each car' kinda deal. I was under the understanding that replicating it would essentially mean you are a BMW race engineer and have a high quality machine shop and lots of base materials at your disposal. Do you have information otherwise? I am very interested.
The s42 ITB's used to exchange hands for the 3-4K range last time I saw a set....plus the carbon airbox.
M20 was used in E30's and M42 was used in later 318's correct 90 til 98-99ish?
92dxman wrote: M20 was used in E30's and M42 was used in later 318's correct 90 til 98-99ish?
Yep, m42 was used in late e30s and in e36s. M44 is the OBD-II motor used in 96-99 e36s, though I think they stopped making 318s in 97 or 98.
For a 2002 swap, I know you want the e30 oil pan (front sump) vs. the split or rear sump e36 oil pan.
The E30 M42 was 1989-1991 for most of the world, only sold as a 1991 in the US. The E36 M42 was somewhat different - DISA intake, 6mm valve stems instead of 7mm, single wound valve springs instead of double, and I'm not sure if they still had the forged rotating assembly. 1996 saw the introduction of the M44, which is a 1.9 with a lower friction valvetrain that didn't like revs quite as much, iirc. E36 era engines had a better timing chain setup, with a slider instead of a gear, as the gear is in rare occasions known to fail.
92dxman wrote: M20 was used in E30's and M42 was used in later 318's correct 90 til 98-99ish?
M20B27 = "e" motor, although there is a special '88 variant called the Super ETA
M20B25 = i/is motor
M42B18 = '91 318is only (For E30s that is)
M10B18 = early E30 318i
The second number after the B is always the displacement in liters without the decimal point. Typically where the model numbers come from but not always.
Back in the 80s the M30B35 turbo motor in the 745i was a 3.5L, but the turbo gave it the performance of a 4.5 so they named it that.
It's even worse now.
NordicSaab wrote: Anyone have knowledge of this particular swap.
I think we have finally answered your question - "No".
gearheadE30 wrote: The E30 M42 was 1989-1991 for most of the world, only sold as a 1991 in the US. The E36 M42 was somewhat different - DISA intake, 6mm valve stems instead of 7mm, single wound valve springs instead of double, and I'm not sure if they still had the forged rotating assembly. 1996 saw the introduction of the M44, which is a 1.9 with a lower friction valvetrain that didn't like revs quite as much, iirc. E36 era engines had a better timing chain setup, with a slider instead of a gear, as the gear is in rare occasions known to fail.
M42 still had the forged rotating assembly up until it was replaced by the m44b19 in 1996.
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