VIDEO: The Smoking Tire drives 800 hp 2JZ-swapped BMW E39 M5

BMW M5, Tuning, Videos | March 20th, 2017 by 25
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Ask any BMW enthusiast what the best generation of the M5 is and their answer will likely come without hesitation — the E39 M5. It’s …

Ask any BMW enthusiast what the best generation of the M5 is and their answer will likely come without hesitation — the E39 M5. It’s the most beloved generation of M5 for BMW fans and, for some, the most beloved BMW of all. It’s just the perfect balance of performance, comfort and fun. One of the most beloved aspects of the E39 M5 is its engine, a 4.9 liter naturally-aspirated V8. But what happens if you swap that magic V8 with another incredibly iconic engine and turn the E39 M5 into a monster? We find out in this new video from The Smoking Tire.

The 2JZ engine is one of the most iconic engines ever made to most car enthusiasts. What started out life as a 3.0 liter inline-six engine from a Toyota Supra is now powering this BMW E39 M5, except it also has a massive 75mm turbocharger on it and puts out over 20psi of boost. With all of the engine modifications done to it, it’s developing around 800 hp to the rear wheels, which is, frankly, madness and more than double the original V8’s power.

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Speaking of wheels, by the way, the owner of this M5 decided to put a custom fabricated wide-body on it with 335-section tires at all four corners, which is insane. So grip is incredible but its turn radius is awful, naturally, but hilarious. A Getrag V160 six-speed manual gearbox was also installed, to handle all of the insane power, though the rear diff and axles are all stock BMW. I’m curious to see how they hold up to all of that power.

There are no doubt many BMW fans who will mock this car and hate the idea of swapping a Toyota engine into one of the most iconic BMWs of all time. However, this car was already butchered quite a bit before this owner bought it, so it’s not as if he took a minter and tore it apart. Also, it’s fun when people make crazy creations like this and as long as they’re having fun with them, that’s all that matters. Matt Farah seems to enjoy it quite a bit, as he can’t contain his laughter at several moments. It seems like a hilariously fun car to drive and one that’s incredibly exciting. Check it out.

25 responses to “VIDEO: The Smoking Tire drives 800 hp 2JZ-swapped BMW E39 M5”

  1. Fritz says:

    What an embarrassment.

  2. Mike Ck says:

    Awesome. Would be so much fun.

  3. Russ Pickard says:

    Ironically the e39 was designed by a Jap too…

  4. CGM says:

    Howdy, Cleve here, owner of the above bastard! Enjoyed meeting Matt Farah, great guy! The car was originally a Dinan S2 M5 that the previous owner had swapped a 2J into, I purchased to complete and refine. Motor is a 3.4L 2JZ-GTE with Brian Crower billet crank, Carrillo HD rods, Titan billet 9.5:1 pistons, ID 2200cc injectors, ProEfi ECU running E85, GM ethanol sensor, GM 100mm throttle body, Technica designed and hand fabricated intake manifold, built head with Titan 280 high lift cams, Garrett GTX4508R (79.8mm compressor), V160 gearbox with RPS triple carbon clutch, ethanol compliant fuel cell using original fill pipe, hand fabricated steel flares with factory lip welded back on, custom built 18×13 CCW wheels with same offset front and rear so I can rotate, 335/30-18 Toyo RA-1’s all around, Brembo GT8 brakes with 380mm rotors, all factory accessories and electronics work with ProEfi. The 800whp 637wtq was achieved at first tuning session @20psi and revving to only 6500rpm due to coil pack failure. Final tuning hopefully this week and should see some good numbers, 12-1400whp and 1000+wtq @35+psi and 9500rpm.

    • Hey, thanks for reading and commenting! Crazy cool build and really different. Thanks again for sharing. If you have any more pictures or video of the car, please feel free to share it with us.

      • CGM says:

        Nico, I’ll post a video of dyno tuning hopefully later this week and maybe some Huyabusa killing videos ;)

        • Richard Harrold says:

          Cleve, just to let you know, you’re an idiot for hacking that car up so bad. Even though it had the 2JZ in, the only intelligent thing to do is put an S62 back and leave the body dead stock. Want more power? There are loads of forced induction options for the S62, and it’s 65% bigger, a fair bit lighter and much stronger.

          • CGM says:

            Thanks Dick, umm I mean Richard! I have had many, many cars and road raced 1000’s of miles. Some of my cars remain stock, some of my cars are play toys. I prefer not to be the generic dork that makes love to his prized stock possession and keeps it in the garage un-driven so it doesn’t get any booboos. You’re calling me an idiot? The S62 is no where near as strong as a 2JZ-GTE and the 2J can make exponentially more power than an S62 at a fraction of the cost. The 2J has a proven track record over the past 2 decades of ridiculous strength due to its overbuilt factory block. The S62 has a multitude of issues that are a complete pain in the ass, i.e. rod bearings, timing chains, vanos, secondary air injection, carbon build up, sensors constantly need to be replaced, etc. Get back to me when you educate yourself on engine dynamics/build theory, how many race engines have you personally built, lemme guess…0
            Love Cleetus

          • Richard Harrold says:

            The S62 has a shorter crank than the 2JZ, which is prone to crank flex at high RPM, especially with a lot of boost. The S62 has some minor issues in stock form – although VANOS itself is very reliable – but it is a tremendously strong engine, which is why it is used extensively in endurance racing. Go to the N24, you’ll find plenty of S62s in use there. You won’t find any 2JZs. The JZ also has an iron block, so it’s bloody heavy and it doesn’t dissipate heat as well. Swapping an S62 out to replace it with a weaker, 40% smaller, heavier engine doesn’t make the slightest sense for a daily driver or race car. Your wide body conversion is truly idiotic too, and has ruined the classic lines of the E39.

          • CGM says:

            Dick, May I call you Dick?

            The 2JZ-GTE (long block) weighs approximately 100lbs. more than the S62 which translates into a whopping 6-7hp to overcome. Do you know why BMW produces so many inline 6 cylinder engines? Do you understand the engine dynamics and advantages of inline 6’s compared to 90* V8’s? Inline 6 cylinder engine design is always more efficient than a similar displacement V8 and can be revved considerably higher due to inherent balance. Inline 6’s can be built with optimal rod/stroke ratios compared to V8’s. Displacement means nil when you are adding multiple atmospheres to the combustion process, my 3.4L acts like a 10.2L when pushing an additional 2 atmospheres through it 14.7 + (14.7+14.7) = 44.1psi. Please show me some 1500hp S62’s, I’ve never seen one, there are 100’s if not 1000’s of 1000+hp 2J’s running around the world.

            The Getrag V160 that Toyota put in the Supra is exponentially stronger than the Getrag 420G that is in the E39 M5…it’s only rated to 368lbft, gee, I wonder why?

            Love you!
            Cleetus

            P.S. I’ll be glad to explain all of the above to you…I’m sure you’re scratching your head right about now ;)

          • Richard Harrold says:

            100lb is a heck of a lot more, especially as the S62 isn’t a tremendously light engine to start with. The M/S62 is about 100lb heavier than the M54, and you can really tell – the V8 cars are much more prone to understeer, and generally handle better as Tourings. Shame there were only two factory E39 M5 Tourings. The inline six design is inherently smooth, with perfect primary and secondary balance, which makes it particularly well-suited to medium-power applications where refinement is a key requirement – hence its use in so many BMWs. A particularly strong straight-six can also make an excellent naturally-aspirated high-revving road or race engine. However, a cross-plane-crank V8 is also balanced, albeit partly by the adoption of a counter-weighted crankshaft, so can also be revved pretty damn high. Audi’s 4.2-litre FSI V8 revs to 8250rpm, at which point it’s pulling a piston speed in excess of 5000fpm – F1 territory. Yes, you’re pushing a lot of boost into your 2JZ, and you’ve increased the displacement somewhat, but then if you had a whole 1.5 litres’ more displacement into which you then pushed the same amount of boost, you’d still make considerably more power. There are plenty of S62s pushing 800-1000bhp, and a few have been taken well beyond that by German tuners. I met one guy with a twin-supercharged E39 M5 which was pushing – well, he didn’t know, as the car broke every dyno it ran on. He said it generally hit the equivalent of 1000bhp (crank) at 3800rpm. The 420G is also well-known for being able to take well over double its official rated torque without problems. The only problem is with shift linkages, which are no longer manufactured, and it’s unlikely these are affected by increased torque (although I admit that my understanding of gearboxes is limited).

          • CGM says:

            Dick,
            I bet there’s not one S62 in existence that makes the power that the puny little BMW M12 1.5L motor made in the Benetton F1 car driven by Schuey…1450hp in qualifying trim.

            Love to take you for a spin, please make sure you wear your diaper…if you don’t drop a deuce in your shorts, I’ll let you drive her😘

          • Richard Harrold says:

            1450bhp from a brand new engine that was then torn down for a full rebuild immediately afterwards… if it hadn’t thrown a rod in the interim. I don’t know definitively of an S62 making that power, partly because the owners tend to either prefer to stay/build N/A (the S62 will make 625bhp without F/I) or tend to tread carefully with boost so as to preserve long-term reliability, and partly because dynos rated for over 1000bhp are not common (at least here in the UK), but I do know of S62s making in excess of 1000bhp. Just how much in excess, nobody really knows.

          • CGM says:

            2J’s can make well over 1000hp to the wheels reliably, enough said. I may freshen it around the 50K mile mark if leakdown numbers are not satisfactory and yes, I will drive it daily on the 70 mile round trip trek to my business, weather permitting.

            Dick, keep masturbating to your vanilla stocker, while I get my daily dose of adrenaline driving my personal rocket sled.

            Take your bashing elsewhere, it’s becoming quite boring.

            Hugs and Kisses,

            Cletus

          • Richard Harrold says:

            1000rwhp is getting on for 1150-1200bhp, and the 2JZ needs a lot of mods to make that. Billet block, perhaps – bottom end girdle, definitely. I’m not criticising you for building a high power car. I’m telling you that you’ve done it in the most bone-headed idiotic way possible. All that rubber and so little steering lock on a daily driver…

          • CGM says:

            Dick, do a bit of research before posting your silly comments. The car will be making a minimum of 1400 FWHP (power at engine). 12-1400 RWHP (add back 15% for FWHP)😉.

            Billet block? The cast iron factory block is bulletproof and is used in motors surpassing 2000 FWHP. Crower billet stroker crank, yep, necessary, nope.

            Turning radius? Who cares? Don’t need it running around a road course, 1/4, 1/2, or mile racing. You must be a frail lightweight that has trouble turning a steering wheel, man up😘

          • Richard Harrold says:

            Cast iron isn’t that strong. The 2000bhp 2JZs all use billet blocks, and have effectively ceased to be 2JZs in any recognisable form. Any RWD car pushing stupid power is going to have a tendency to get sideways unless you really pussy-foot the throttle. In a straight line, a lack of lock isn’t a hue problem, but this is a road car first and foremost, so you need enough lock to (a) turn round corners and (b) correct a big slide.

          • CGM says:

            Dick,

            You continue to amaze me with your ignorance. You are referring to GT-R35 motors which are starting to use billet blocks enlarged to 4L and producing over 2500 FWHP. Here is the Real Street Performance RS1600, it still uses a stock head and block:

            https://www.autoevolution.com/news/1851-hp-toyota-2jz-engine-how-to-turn-a-toyota-supra-heart-into-a-hypercar-slayer-video-102782.html

            My hands are quick enough to correct any throttle induced slide, homie.

            Your lover,

            Cleve

          • Richard Harrold says:

            Billet blocks are nothing new, though I’m aware some big-displacement motors have been coming out – really ceasing to be JZs in any recognisable sense. Once you’ve replaced all the internals and put on a massive single turbo, filled it with highly explosive racing fuel and taken it to extremes of RPM with the wastegate welded shut, sure, you can make stupid power… briefly. The engine won’t last. Quick reactions are useless if you haven’t got enough lock to apply…

          • CGM says:

            Quick reactions keep you from getting to the point where you need full lock, once you get to full lock it’s too late. Of course you wouldn’t know that fact because it appears you have zero seat time.

          • Richard Harrold says:

            In a car that gets sideways, which an 800bhp RWDer will, you’re going to need a lot of lock, even if you’re Chris Harris or Lewis Hamilton.

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