Engine swap

In car tuning culture, an engine swap is the process of removing a car's original engine and replacing it with another. This may be a like-for-like replacement or the installation of a non-factory specification engine. Typically, an engine swap is performed for performance using a more powerful engine, but may also be performed for ease of maintenance as older engines may have a shortage of spare parts.

Saab 96 with Ford Cologne V6 engine instead of the standard Ford Taunus V4 engine

Berkeley SA492 with a Honda CB400 engine

Volvo B18/B20 fitted to a VW Beetle for racing

1959 MG MGA with a Mazda MX-5 engine

Chrysler Intrepid with supercharged V8 and rear-wheel drive conversion

Overview

An engine swap can either be to another engine intended to work in the car by the manufacturer, or one totally different, with the former being much simpler than the latter. Fitting an engine into a car that was never intended to accept that engine may be more laborious and costly, and may involve modifying the car to fit the engine, modifying the engine to fit the car, and building custom engine mounts and transmission bell housing adaptors to interface them, along with a custom-built driveshaft. Some small businesses build conversion kits for engine swaps, such as the Fiat Twin Cam into a Morris Minor or similar.

Swapping the engine may have negative effects on a car's safety, performance, handling, and reliability. For example, the new engine may change the weight distribution and overall weight in a way that adversely affects vehicle dynamics. Existing brake, transmission, and suspension components may also be insufficient for the increased weight and power of the new engine, with either upgrades being required or premature wear and failure being likely.

Insurance companies may charge more or even refuse to insure a vehicle that has been fitted with an engine different from its initial configuration. For instance, in jurisdictions such as California, with its strict smog rules, it may not be possible to register a late-model vehicle with an engine swap.

Types of swaps

American engines

A common anecdote^{[citation needed]} among tuners in the United States is that the easiest way to make a car faster is to drop in a more powerful engine, such as the General Motors small-block engine as used in the Corvette. The Chevrolet Vega (and its Astre, Monza, and Skyhawk sisters) is a candidate for a small-block swap; some have seen big blocks as well. Chevrolet engines have been used in such cars as Toyota Supras, BMWs, Mazda RX-7s, Mazda MX5s, Jaguar sedans, Chevrolet Corvairs, and first-generation Nissan Zs.

The Ford 302 V8, with its 302 cu in (4.9 L) cast iron block, often results in spectacular power-to-weight ratios for straight-line acceleration. A 302 fitted with aluminium heads, intake, and water pump only adds about 40 lb (18 kg) to the front of an MG MGB and is substantially more powerful and lighter-weight than the iron-block six-cylinder found in an MG MGC or Triumph TR6. Aluminium 302 performance blocks are available that weigh 60 lb (27 kg) less than the common iron versions and can be found in displacements of 331 and 347 cu in (5.4 and 5.7 L), but they are significantly more expensive.

British sports cars (such as MGs, Triumphs, and Sunbeam Alpines) from the late 1960s and early 1970s were attractive and light-weight cars with excellent suspensions. However, they were known for troublesome electrical systems, modest power levels, and general unreliability, making it popular^{[citation needed]} to take one of such cars and add a more powerful and durable engine. The original manufacturers did this when the vehicles were current with the MGB GT V8 and the Sunbeam Tiger. From an aftermarket perspective, the all-aluminum 215 cu in (3.5 L) Buick and Oldsmobile V8 engines are a traditional choice for these cars. Swapping the stock MGB's all-iron 1.8L 4-cylinder engine and 4-speed transmission for a Buick 215 and a modern 5-speed transmission actually improves both cornering and acceleration due to reducing the overall weight of the car by about 40 lb (18 kg). Power is approximately doubled. Derivatives of that classic General Motors engine, the 3.5L, 3.9L, and 4.2L Rover V8s are also frequently used. (The original Buick/Oldsmobile, the Rover, and the related Morgan-licensed V8, are simple bolt-ins.^[1])

Chrysler sold many turbocharged models in the 1980s, and the engines they use share much in common with their mass-produced naturally aspirated counterparts. It is quite common^{[citation needed]} to swap a Dodge Daytona engine into a Dodge Aries. The Mopar Performance division even offered a kit to upgrade the Daytona to rear-wheel drive with a Mopar V8.

Although the more recent 60-degree Ford and GM V6 engines—notably GM's 3.4L L32—are more compact than Buick/Oldsmobile/Rover and Ford V8s, they usually do not equal the power-to-weight ratio of the popular 90-degree V8s frequently swapped into smaller cars. These V6s can, however, be very cost-effective and easier to fit into a variety of cars.

Japanese engines

In the Honda world, engine swaps include B-series engines as used in the sixth-generation Civic Si (B16A) and Type R (B16B) and the third-generation Integra GSR (B18C) and Type R (B18C5). More recently, larger displacement Honda engines such as the J-series V6 have become more popular.^{[citation needed]}

The Nissan SR20DET is an all-aluminium fuel-injected DOHC turbocharged 4-cylinder. This compact engine, along with the very compact, light, and powerful Mazda 13B rotary engine, have both been transplanted into too many different cars to assemble a complete list.

In addition to Volkswagen air-cooled engines, vintage VWs take well to the Subaru EJ engine, which also has factory turbocharged variants.

European engines

Engine swaps are also somewhat common within the Volkswagen tuning scene, with Type 2 (Bus), Type 3, and Type 4 engines often being swapped into the Type 1 (Beetle). Later water-cooled engines, such as the GTI 16-valve four, VR6, or 1.8T are commonly swapped into the Mark 2 Golf GTI, Jetta, and Corrado, or less commonly into a Mark 1 Golf, resulting in an excellent power-to-weight ratio even with minimally modified powerplants. Porsche engines are also very popular, with one of the most popular source engines being the 1.6L flat-four from a Porsche 356.

Diesel engines

Swapping to a diesel engine for improved fuel economy is a long established practice; with modern high-efficiency diesel engines, this does not necessarily mean a reduction in performance associated with older diesel swaps. For off-road vehicles in particular, the high low-end torque of turbo-diesels makes these conversions particularly effective. However, older non-electronic-injection diesel engines are well-known for their reliability, especially in wet conditions.

Motorsports

In Super GT's GT500 class prior to the introduction of the Class 1 regulations, most cars were provided with specially modified racing engines from manufacturers, as the rules allowed for any engine to be swapped into a car as long as it is from the same manufacturer. Notable examples include Toyota using highly tuned Celica-sourced 4-cylinder engines in their Supra GT500 race cars.

List of commonly swapped engines

Note: These are the most common examples and are not an exhaustive list, just a representative cross section.

Engine	Common recipient vehicles	Displacement	Notes
Cadillac big block V8	Hot rods, kit cars, pickup trucks, 1950s-1970s GM muscle cars	7.7 or 8.2 L (472 or 500 cu in)	One of the largest displacement car engines ever mass-produced, with the biggest ones being 500 cubic inches (8.2 litres), and capable of accordingly high torque figures. Easy to acquire from scrapyards. Early heads (late 1960s) had higher compression, resulting in more power, but later blocks (early 1970s) had a better oiling system.
Chevrolet small-block V8	Hot rods, kit cars, Chevrolet Vega and S10, Nissan Z (S30), Pontiac Fiero, Austin-Healeys, Jaguar XJS and XJ6, Suzuki Vitara, light aircraft	4.3–6.6 L (265–400 cu in)	The SBC ("Small Block Chevy") was designed for a wide range of displacements in a compact package, being lighter and more compact than previous V8s of similar displacement due to improvements in metal casting techniques. It has been available in sizes ranging from 265 to 400 cu in (4.3 to 6.6 L). Mass production has made this engine quite abundant and affordable, with the most common displacement being 350 cu in (5.7 L).
Chevrolet Turbo-Air 6 F6	VW Type 1, VW Type 2, VW Karmann Ghia, light aircraft, dune buggies	2.3–2.7 L (140–164 cu in)	Not suitable for longitudinal RWD layouts as it turns counter-clockwise (as with the Honda B), though it can be used in a mid-engine layout.
Chrysler 426 Hemi V8	Hot rods, older Mopar vehicles, kit cars, dragsters	7.0 L (426 cu in)	The 426 Hemi was developed for NASCAR racing. The block is very similar to the 440 Chrysler truck engine, but the heads used a more hemispherical "bowl" shape to allow larger valves, resulting in improved high-RPM breathing. The requisite high-compression-ratio domed pistons inhibited flame propagation, which was one of several reasons for its demise due to poor emissions (newer versions use two spark plugs per cylinder). Homologation rules required a certain number of engines to be sold to the public for it to qualify as a "stock" engine option (500 units in 1969, 2000 units in 1970), and the Hemi was unable to pass the increasingly stringent emissions laws. High insurance rates and poor fuel economy also contributed to its lack of popularity in sales to the public.
Chrysler LA V6/V8/V10 / Viper V10	Hot rods, kit cars, muscle cars, pickup trucks	3.9–8.4 L (238–512 cu in)
Cummins B I4/I6	Jeeps, pickup trucks, off-road vehicles, truck pulling vehicles	3.9–6.7 L (238–409 cu in)	There are a wide variety of various adapter plates for the B series due to its wide use in agricultural and road vehicles. Normally used as a swap for its reliability, low-end torque, and fuel economy. The 4BT 4-cylinder is desirable as a diesel swap[citation needed] due to its compact size and lower weight compared to its 6-cylinder counterpart. Using a stock GM transmission adaptor plate for a 4BT will give the engine a slant, while Ford and Dodge adapter plates will not.
Duramax diesel V8	Pickup trucks	6.6 L (403 cu in)	Can use the TH400 automatic transmission.
Fiat Twin Cam I4	Morris Minor (until the 1990s), kit cars, hot rods	1.3–2.0 L (79–122 cu in)	Now supplanted by the lighter Rover K-series in Morris Minors.
Ford Barra I6	X-series Ford Falcons, Ford Cortinas, Ford Mustangs, Shelby GT350s	4.0 L (244 cu in)	Uses an iron block and an alloy head. Has gained world wide recognition and support, competing with the Toyota JZ series and Nissan RB series, due to being able to withstand upwards of 600–800 hp (450–600 kW) on a stock engine block and bottom end (pistons, connecting rods, and crankshaft). Barras have been known to produce over 1,000 hp (750 kW) with extensive modification.
Ford Cologne V6	Hot rods, kit cars, Saab 96, other RWD Fords	1.8–4.0 L (110–244 cu in)	If installed in a Saab 96, it makes the car nose-heavy and requires relocation of the radiator to the side or rear. There is also a Cosworth-designed 24-valve version.
Ford Coyote V8	Hot rods, kit cars, Ford Mustang	5.0 L (305 cu in)	An upgraded high-performance DOHC version of the Modular V8 designed for the facelifted fifth-generation Ford Mustang.
Ford EAO I4	Hot rods, kit cars, VW Type 1	1.3–2.5 L (79–153 cu in)	A common swap for many small Fords prior to the Zetec, Duratec and EcoBoost engines, with the Cosworth version being capable of 500 bhp (370 kW).
Ford EcoBoost I4/V6	Hot rods, kit cars, Ford Mustang	1.5–3.5 L (92–214 cu in)	Becoming more popular as a replacement for the Pinto and Cosworth engines, with the V6 being an alternative to the Modular and Coyote engines.
Ford Falcon Six I6	Ford Falcon, Ford Cortina	2.4–4.1 L (144–250 cu in)	Uses a large iron block with an alloy reverse flow head (with integrated manifolds) and a pushrod valvetrain. These engines were common given the ease of swapping, with mounts, sumps, transmissions etc. being shared with the stock engine. The CF6 has been succeeded by the SOHC Intech and the DOHC Barra engines.
Ford Modular V8	Hot rods, kit cars, Ford Mustang and other pony cars	4.6–5.8 L (281–354 cu in)	Sharing many of the same components with the previous Windsor family, it replaces the cam-in-block pushrod valvetrain with an overhead cam for better high-RPM breathing, making this engine wider and taller than previous Ford variants (being about the same width as the Ford FE V8 engine). The 4.6L V8 is the most common version.
Ford Windsor V8	Hot rods, kit cars, Ford Mustang and other pony cars, Ford Ranger, Mazda MX-5, MG MGB	4.9 or 5.8 L (302 or 351 cu in)	The 351W has a higher deck height (and thus a longer potential stroke) than the 302W, but both can swap heads. The fully assembled 351W is taller and wider than the 302W, leading to the 302W being more popular for swaps into smaller cars. Early 1990s 302Ws have a high nickel content in the cast iron and are considered desirable.
Ford Zetec I4	Hot rods, kit cars, older Fords (Cortina, Escort, Anglia)	1.0–2.0 L (61–122 cu in)	Requires a Ford Type 9 transmission for rear-wheel drive layouts, though no adaptors are needed.
GM 3800 V6	Jeeps, Chevrolet S10, Pontiac Grand Am, Pontiac Fiero, hot rods, kit cars	3.8 L (232 cu in)	The 3800 was offered in different configurations ranging from 165 hp (123 kW) in the Pre-Series I to 260 hp (190 kW) in supercharged Series III engines. Compression ratio was typically 9.4:1 in naturally aspirated versions and 8.5:1 in the L67 supercharged version. The turbocharged model in the Buick GNX is widely considered the best example of the 3800's power potential. Conversions are popular[citation needed] due to the engine's prevalence in GM midsize cars and minivans from the late 1980s through mid-2000s. Even though it is a 90° V6, the engine shares the GM 60° V6 bell housing bolt pattern, so swaps between FWD and RWD transaxles and transmissions are straightforward. Can be adapted to more traditional front-engine/rear-wheel-drive setups and is a cousin of the Rover V8.
GM 60° V6	Hot rods, kit cars, Pontiac Fiero, various British sports cars, Chevrolet S10	2.5–3.4 L (153–207 cu in)	Can be fitted in both front- & rear-wheel drive applications, sharing its bell housing pattern with the Northstar and Buick V6. That said, transverse & inline engines use different blocks. A notable example is the cast-iron 3.4 L (207 cu in) L32, designed for longitudinal rear-drive applications. The high-airflow aluminum heads and intake from the 3400 as used in the Pontiac Grand Am GT are a direct bolt-on.
GM High Feature V6	Hot rods, Mazda MX-5, kit cars, late model GM cars	2.8–3.6 L (171–220 cu in)	The LFX in particular is a well-regarded all-aluminum DOHC V6, though it has been succeeded by the LGX and the LFY.
GM LS V8	See: LS swap	4.8–7.4 L (293–452 cu in)	In 1997, General Motors began producing the new L family of engines from a clean-sheet design, based on their experience over the previous decades. Compact and light, these engines typically use a cast iron block with aluminum heads (although some variants have an all-aluminum construction). As with the SBC, mass production has aided in availability. There are many minor improvements over the previous SBC, such as adding a coil-over-plug ignition, steam vents, and the cam location being raised slightly to allow a longer 4-inch stroke. One major improvement was that a deep skirt was added around the crankshaft (similar to Chrysler's 426 Hemi race engine from 1964) using cross-pinned six-bolt main bearing caps, which are known to easily survive 800 HP in stock form. Although aluminum blocks remain expensive, the two most common versions for swaps are the 5.3L LM7 and the 6.0L LQ4 and LY6, all of which can be found in salvaged trucks and SUVs.
GM Northstar V8	Hot rods, kit cars, sandrails, dune buggies, light aircraft, Pontiac Fiero and other GM late models	3.5–4.6 L (214–281 cu in)	Bell housing is similar to, but slightly different from, the GM metric pattern.
GM Quad 4 I4	Hot rods, kit cars		Had a brief spurt of popularity among hot rodders because it bore an uncanny resemblance to the 1930s Offenhauser Twin-Cam.
GM/Opel Coscast C20XE I4	Austin Mini, hot rods, Lotus 7-style kit cars	2.0 L (122 cu in)	Can be fitted in RWD layouts with an Opel Manta/Omega or Ford Type 9 transmission.
Honda B I4	Honda Civic, Austin Mini, mid-engined kit cars	1.6–2.0 L (98–122 cu in)	Not suitable for longitudinal RWD layouts as it turns counter-clockwise (as with the Chevrolet Turbo-Air 6), though it can be used in a mid-engine layout. Of particular note is the B18C from the Integra Type-R, which easily bolts up to the lightweight Civic hatchback.
Honda F20C I4	Hot rods, kit cars	2.0 L (122 cu in)	Becoming popular[citation needed] because it is designed for RWD applications.
Honda H I4	Honda Accord (fourth through sixth generations), Austin Mini, mid-engined kit cars	2.2 or 2.3 L (134 or 140 cu in)	With the Accords' original F-series engines being capable of a modest 130–150 hp (97–112 kW), the swap to a more potent H22 or H23 with DOHC, VTEC, high-RPM-friendly rod ratios, and over 200 hp (150 kW) is desirable. 1990–97 Accord engine swaps are straightforward drop-ins with minor modifications required for the wire harness, whereas the 1998–2002 Accords require swapping the driver-side mounts to fit. As this engine is also used in Formula 3 cars, it is able to be fitted into a RWD car.
Honda J V6	Honda Civic, Honda S2000, Mazda Miata, Hot rods, Kit cars	3.2–3.7 L (195–226 cu in)	Popular in certain circles because it produces more torque than a four-cylinder. Can be used in both front- and rear-wheel drive layouts; the latter can be done with a GM TH-400 automatic transmission or the transmission from a Mazda MX-5 or Honda S2000. The most common displacement is 3.2L, though it can also be found in 3.5L and 3.7L variants.
Honda K I4	Hot rods, kit cars, Mazda MX-5, Austin Mini	2.0–2.4 L (122–146 cu in)	The K24 is a 2.4L 4-cylinder engine that has been mass-produced for a wide variety of common Honda vehicles, making it relatively affordable. The stock block has been widely verified to perform well at 300 hp (220 kW), so this affordable and available engine can be turbocharged and retrofitted to many smaller and lighter Honda cars, such as the Civic. K engines can be used in both front- and rear-wheel drive layouts as they rotate clockwise, and adapter plates are available to bolt one up to the transmission from a Mazda MX-5.
Land Rover 200TDI diesel I4	Land Rover series	2.5 L (153 cu in)	Equipped with Bosch mechanical injection. Used in turbocharged form with or without an intercooler, or without the turbocharger in older Land Rovers.
Mazda B I4	Hot rods, kit cars	1.1–2.0 L (67–122 cu in)	Can be used in both front- and rear-wheel drive applications, with the transmissions being used in many other applications. Adapter plates are available to fit other engines in front of it.
Mazda Wankel engines	VW Type 1, VW Type 3, MG Midget, Austin-Healey Sprite, light aircraft, Lotus 7-style kit cars, Morris Minor, hot rods	0.4–2.6 L (24–159 cu in)	Very light and compact, suiting a wide variety of small RWD cars. Also popular for home-built aircraft due to their light weight and high power potential.
Mitsubishi Sirius 4G63 I4	Mitsubishi Lancer (early 5G), Eagle Summit (4G), Dodge Colt (3G and 4G), kit cars	2.0 L (122 cu in)	Fitted to many Mitsubishi models, including the Eagle Talon 1G and 2G with the DOHC turbo model. A very strong engine developing around 200 hp (150 kW) in factory turbo form, and at least 300 hp (220 kW) with relatively minor modifications (larger turbo and improved intercooler, exhaust, and ECU). Some drag racing builds have been claimed to produce 700–1,000 hp (520–750 kW). Installation into 4G and early 5G Mitsubishi Lancer variants is relatively straightforward and can use mostly standard Mitsubishi parts,[2] as the Lancer Evolution models used essentially the same engine. Later 5G Lancer models have the 2.0L 4B11T engine and simplified transmission that result in the intake and exhaust manifolds being on opposite sides compared to the 4G63. Early 1990s six-bolt engines are the most desirable, as the connecting rods are much stronger and they do not suffer from crank walk and bearing failure seen in many of the later (mid-1990s) seven-bolt engines.
Nissan VQ V6		2.0–4.0 L (122–244 cu in)	A narrow 60-degree all-aluminum DOHC V6 that is well-regarded. The most common displacement is 3.5L.
Porsche F6	VW Type 1, VW Type 2, VW Type 3, light aircraft, trikes	2.0–4.0 L (122–244 cu in)	Firewall must be cut out to fit vintage air-cooled VWs, and the resulting vehicles can be tail-heavy.
Rover K I4	Morris Minor-based hot rods, Austin-Healey Sprite, MG Midget, Lotus 7-style kit cars, Austin Mini	1.1–1.8 L (67–110 cu in)	Requires a Ford Type 9 transmission for rear-wheel drive conversions. Weighs less than the Austin A-series engine.
Rover MDi / Perkins Prima diesel I4	Land Rover series	2.0 L (122 cu in)	Equipped with Bosch mechanical injection. Used in turbocharged form on older Land Rovers. Donor vehicles had no intercoolers.
Rover V8	Various British sports cars, Hot rods, kit cars, light aircraft	3.5–5.0 L (214–305 cu in)	This small aluminum-block V8 weighs less than some iron-block four-cylinder engines. Typically mated to a T5 gearbox as used in Cosworth-powered rear-wheel drive Fords – this requires the correct bellhousing (usually available off the shelf), similar to TVRs. British Leyland's LT77 (as used in the Sherpa van and Rover SD1) may also be used, but wear can be a problem in units having been driven well over 70,000 miles. Later LDV Pilot vans used a two-wheel-drive version of the stronger Land Rover R380 transmission that was developed from the LT77.
Saab H I4	Saab 99, BMWs	1.8–2.3 L (110–140 cu in)	16V turbo engines are easily tunable and highly available. May also fit in Triumph Herald and Triumph Dolomite as it is derived from the Triumph slant-four engine, and could[citation needed] bolt up to the Triumph 5-speed transmission.
Subaru EJ F4	VW Type 1, VW Type 2, VW Type 3, light aircraft, kit cars, dune buggies, motorized tricycles	1.5–2.5 L (92–153 cu in)	This liquid-cooled flat-four engine has a factory turbocharged version that is quite desirable for certain applications. Adaptors are available off the shelf for a wide variety of swaps, provided the automatic transmission models are not used.
Suzuki G I3/I4	MG Midget, Austin-Healey Sprite, Austin Mini, Morris Minor, light aircraft	1.0–1.6 L (61–98 cu in)	Requires a Suzuki Swift transaxle in the Austin Mini, but bolts up to a Suzuki five-speed truck gearbox for RWD cars (the transfer case is separate).
Toyota 3RZ-FE I4	Toyota Hilux, Toyota 4Runner	2.7 L (165 cu in)	Older Hiluxes were equipped with 4-cylinder engines ranging from 90 hp (67 kW) and 122 ft-lbs torque (1979-80 carbureted versions) to 135 hp (101 kW) and 173 ft-lbs torque (rare 1986-87 turbocharged versions). These older engines have relatively low compression ratios ranging from 7.5:1 to 9:1; when used in a daily-driven rock crawler, an average fuel economy of 12–16 miles per gallon is expected. The much improved 3RZ-FE engine features a 9.5:1 compression ratio and uses newer technology such as a hot wire mass airflow sensor, knock sensor, and a narrow angle DOHC cylinder head. The result is a more efficient and more powerful engine, achieving 17–21 miles per gallon in rock crawler applications.[3] Additionally, the 3RZ-FE uses the same W-series family of transmissions as the older fuel-injected Hilux, so an older W56 transmission may be used with the new 3RZ-FE by using the W59 bellhousing. The 3RZ-FE flywheel and clutch components are also fully compatible, making it a great replacement engine for old Hiluxes.
Toyota 4A I4	Toyota MR2, Toyota Corolla, kit cars, Morris Minor	1.6 L (98 cu in)	The 4A engine was offered in different configurations ranging from 90 to 170 hp (67 to 127 kW). The high-performance variants included either a five-valve-per-cylinder configuration or a Roots supercharger. Conversions are popular[citation needed] due to a vast aftermarket and many compatible parts between engine versions. Some conversions are very easy; for instance, the supercharged 4A-GZE engine and electronic fuel injection system are a direct plug-and-play conversion into a non-supercharged AW11 MR2; even the supercharged model's wiring harness plugs directly into the non-supercharged model's chassis harness. The non-SC flywheel, clutch, C56-type transaxle, and axles can all be directly fitted to the SC engine with no modifications, making conversions less of a hassle.[citation needed] FWD variants are also able to be converted to RWD. Also one of the common swaps for the Morris Minor, using a Toyota T50 5-speed manual gearbox.
Toyota JZ I6	Toyota Celica Supra	2.5 or 3.0 L (153 or 183 cu in)	Models designated A61 have off-the-shelf adaptors for a 1JZ or 2JZ engine.
Toyota UZ V8	Older RWD Toyota cars and trucks including the Hilux and Supra, hot rods, kit cars, light aircraft	4.0–4.7 L (244–287 cu in)	Commonly sourced from the Lexus LS and other Lexus vehicles.
Triumph pre-unit engines	Triton motorcycles	650 cc (40 cu in)	Popular with Ton-up Boys and rockers back in the 1950s and 1960s, these are Triumph engines in Norton Featherbed frames. The idea was to combine the best engine with the best frame to create the best of both worlds—namely, a high power-to-weight ratio.
Volkswagen 1.9 TDI I4	Suzuki Samurai, Chevrolet Tracker, Suzuki Vitara	1.9 L (116 cu in)	Aftermarket kits make this a straightforward conversion, but it may also be possible to use the equivalent petrol engine with them too. A kit could be adapted to a small hot rod or kit car with the petrol engine.

See also

• Bike-engined car
• Electric vehicle conversion