LS1 into Chimaera will fit :) I knew it would.
Discussion
DustyC said:
What about the LS6? I guess its the same size?
They are all the same size, sumps and ancilliaries can be different across the model range. ls6 isn't really that much better then ls1. You can easily tune the ls1 past stock ls6 spec (cam change) and they are less costly to buy initially. For a conversion like this it's better to start with something ls1 based and build it to suit the car (fitment wise) and performance wise. Use the stock t5 for as long as it lasts and if need buy fit an uprated t5, oh and brakes
WYSIWYG said:
Forgive me but what the hell is an LS1, 5 or even 6 for that matter??
All aluminium chevy motor that's the mutz nutz. It make huge power and torque but isn't much bigger then the rover v8. Has loads of good features inside it. In many ways it's actually smaller then the rover. It's very popular in the US and a number of builders here are catching on to them. If you look on my profile you'll see some information otherwise just do a search for chevroletls1. Don't just do ls1 or you will get leeds postal addresses
nztrev said:
Now we know it fits what do you think a conversion should cost linking up to the T5? Would a bespoke LSX producing over 400 HP, fitted and running for under 10k be viable?
There is still alot of developement work to do,one car will be up and running jan/feb,one car will have t56 the other t5 and road transplant kit possibly,the costs I guess will be dependent on a good UK Ls1 expert,do you know anyone Boosted?
Doh! Can't think of anybody right now.
We're travelling in the same direction me thinks. It could be really exciting given the number of parts available for these engines not to mention all the gearbox options as well
The problem with pricing is determining the spec of the engine. Most people want the 400 hp vette ls6 but it doesn't come with a gearbox, the vette has a transaxle. So the ls1 is much more viable and can be found with a 6 speed tagged on but it has less power 350 hp ish. I build up what I call an LSX. It has many ls6 parts, ls6 intake manifold but with a cable throttle, windowed engine block, hot cam etc and a better after market oil pump. I also include(from stock)the parts needed for any install. I have different oil pans, alts and brackets etc. I make my own parts to. If you buy a crate engine you will be changing stuff straight away, certainly the existing GM loom and pcm is a pain. So I'm getting over 400 hp from a blend of parts but more is easily available for the same cost. If you provided a used engine the price would plummet.
v8 racing said:
Hmm what was i saying to you just 2 days ago!!!!
To me Rob? Lots of good stuff
Pricing, hmmm I don't want to quote on here but it can certainly be done bespoke and new for under £10k with over 400 hp, fresh ecu, loom etc and a load of good parts as well. How much under depends on the spec. i always over estimate unless it's BHP then I underestimate.
. david smith said:
What clutch will be fitted ... problem with cerbs cost wise any hoo
Would installing one of these babies allow cerb "design faults" to be fixed ... ie slave cylinder only accessed with gearbox out ... sump only removable with engine out ....
What is the life expectancy between rebuilds?
>> Edited by david smith on Wednesday 27th October 01:08
I fit the 500 hp vette clutches. The slave cylinder is concentric mounted around the gearbox input shaft and built to last by GM. Americans don't like servicing their cars, 100k intervals are what they like. I think thats how often you change the triple platinum plugs. Who would want a rebuild within 10 years? So I guess the engines are good for at least one plug change
jellison said:
Boosted - so ARE you actually do any TVR installs?
If so can a t56 box not go onto a LS6. If so (or if not) and it had to be an LS1 + t56 (t5 best forgotten about if it will only be ok for a while) what length is this vs a Rover and t5. Thinking of engine positioning vs where the gear stick wants to come through.
Presumably the gearstick in the right place is a must if the fron of the engine if no further forward of Rover or at least not fouling anything (engine mounts moved a the front) and then a new (different length prop shaft be made up)?
The amazing thing about an ls1/6 is that with the gearbox attached it's actually a tad shorter then a rover assembly. On my TR8 the stick came through the tunnel in the same place. Stick position won't be a problem. The T56 6 speed does fit and is found standard on the Camaro/Pontiac ls1 and Holden/Monaro LS1. Only the LS1 t56 can be used, not an earlier box. Personally I prefer the idea of a beefed up t5 for sporty use but the t56 will allow cruising at 1500 rpms or less as it has 2 overdriven gears so it would be very economical.
I'm waiting for an install now but the car isn't ready to come here yet. It's very frustrating as I really want to get my teth into it
edited to say Teeth
>> Edited by Boosted Ls1 on Wednesday 27th October 13:53
jellison said:
two overdrive gears in a t56? so not sporty the? Do they have differnet ratios from the Camaro to the Vette - or could you change the ratios (GM part no.?).
Would a t5 fit?
First 4 gears are probably sporty enough, sub 4 seconds to 60 mph in a fat 3000 lb vette
(unlike a lightweight tiff). There are aftermarket kits for these boxes so a lot can be done with them. I think it's an economy thing having the second overdrive gear. A t5 will fit with the right parts. There's also a 4 speed auto with electronic shift control (adjustable if you want it). 4th gear is overdrive. Boosted.
chimhunter said:
Any ideas when the project will start?
What sort of other work would be required? Would the drive shafts/hubs/diff etc take a 50-100% increase in power (over "TVR" BHP). How much for a T56 and associated transmission?Would be nice to get an overall feel of the price. I know that GreenV8S and Steve Heath have been down this route and discovered that you need to beef up a lot of other stuff as the standard (Ford etc.) components cant handle it.
Rob
The conversion will be when he's taken the car off the road or thereabouts, or if somebody nips in before him.
BHP isn't likely to be a problem (so long as you have the brakes), torque could be an issue. T5's can be uprated to take the torque, especially non WC. I'd treat a stock T5 as a disposable item. The drivetrain gets a lot of load especially in first but I doubt the tiff will hook up, so it will smoke the tyres unless you feed the torque in. As for the T56, they are several thousand dollars on top of the base cost. Personally, I think the t5 is a cheaper and more viable option after all most tiffs already have one.
Quinny said:
Just out of interest what is the weight comparrison between a RV8 with T5 box, and an LS1 with T5 Box
Andy
Thats a good question. I reckon an ls1 engine is around 400 lbs/maximum but can be dropped down to 380 odd, maybe less. Rovers have been getting heavier especially the 4.6 internals. This has been discussed on here in the past so a search may find some info. I don't think there's a big difference and the ls1 has more capacity, more potential and a redline 6200 ish to 7k. Oh, the T56 weighs about 9 stone! A T5 is a tiddler in the weight department. The auto (dare I say it) is quite attractive depending on the use of the car.
nztrev said:
If people will be paitient a kit will be winging its way to Boosted land very shortly. Its not as simple as just throwing an engine in,and the installation will be thoroughly tested and mated to the t5.IMO the t5 has better ratio's and can be strengthen,you could even go the whole hog and get the 600hp capable dog box kit.
Paul
Cheers mate, That will save me a huge amount of hard work
The high performance t5 will be an attractive proposition to some.I can answer some of the questions being asked.
Engine bay/engine temps won't be a problem. As Dusty has already mentioned, the corvette version is well shoehorned into the compartment but due to being all aluminium and having a very good water pump/cooling system it won't overheat. As for ecu's, I have my own answers that address this, suffice to say I won't be using the GM product or loom. Wiring everything to the tiff won't present any problems either and will be done by an auto-electrician.
If you want carbs, I can do that with my manifolds, downdrafts, sidedrafts or throttlebodies? Or, there is a 4 barrel version available.
Boosted.
Engine bay/engine temps won't be a problem. As Dusty has already mentioned, the corvette version is well shoehorned into the compartment but due to being all aluminium and having a very good water pump/cooling system it won't overheat. As for ecu's, I have my own answers that address this, suffice to say I won't be using the GM product or loom. Wiring everything to the tiff won't present any problems either and will be done by an auto-electrician.
If you want carbs, I can do that with my manifolds, downdrafts, sidedrafts or throttlebodies? Or, there is a 4 barrel version available.
Boosted.
Oh, I also measured up a Cerb at Joospeeds a short while ago. I'm also sure the LS1/X will fit in there. The ls1/torque would drive it crazy!
I'm still looking out for a donar chassis with a blown engine? Must be one somewhere near me.
Nano2nd, My custom flanges bolt right onto the heads. From them I can fabricate just about anything for induction options Downdrafts would look really good but they'd poke through the bonnet
Boosted.
The ls1/torque would drive it crazy! I'm still looking out for a donar chassis with a blown engine? Must be one somewhere near me.
Nano2nd, My custom flanges bolt right onto the heads. From them I can fabricate just about anything for induction options
Downdrafts would look really good but they'd poke through the bonnet Boosted.
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