My American Speed LS7 has arrived - picture.
Discussion
My American Speed LS7 engine has now arrived in UK, and it is currently residing
at the factory, ready to be installed. If you go to the factory Open Day, you will be
able to see the engine on display.
I paid for the 565 HP version, so I am very pleased that it made 604 HP on the dyno run.
It looks the business.....and this is what Richard said to me:-
"Whatever anybody says about AS, no other engine supplier in existence provides a complete
LS7 Ultima engine package to this quality ready to drop in. People can say what they like about
power claims, but when the flag drops the bullxxxx stops! Hence all of our world records with
AS engines! "
(Don't shoot me - I am just the messenger !!)
Regards
Kelvin
at the factory, ready to be installed. If you go to the factory Open Day, you will be
able to see the engine on display.
I paid for the 565 HP version, so I am very pleased that it made 604 HP on the dyno run.
It looks the business.....and this is what Richard said to me:-
"Whatever anybody says about AS, no other engine supplier in existence provides a complete
LS7 Ultima engine package to this quality ready to drop in. People can say what they like about
power claims, but when the flag drops the bullxxxx stops! Hence all of our world records with
AS engines! "
(Don't shoot me - I am just the messenger !!)
Regards
Kelvin
Edited by pilbeam_mp62 on Wednesday 1st July 10:37
Edited by pilbeam_mp62 on Wednesday 1st July 10:37
Edited by pilbeam_mp62 on Wednesday 1st July 10:38
Please apologize for hijacking this thread but I think it`s perfect for posting things I experienced during the last build. I know about the name / blame policy in this forum so I`ll try to keep this as factual as possible, although my recent engine package related experiences have cost me thousands and many weeks.
I`ve built 5 Ultimas so far (2 CanAm 3 GTR) and helped some people build and register their cars in Germany. All of these cars were LS powered, from an LS6 in my GTR to LS2,3,7 in the other cars (not only because of German emission regulations but because I personally liked the "new" engine technology).
All of the builds were totally factory standard, i.e. all parts and options were ordered from the factory. The engines I ordered came from AS (LS2 + LS7) and were of outstanding quality. I can really tell the difference now as I`ve seen both packages from companies who claim to supply Ultima engine packages. I will have to start a new and big "engine package comparison thread" soon to show the facts with pictures I took from both engine suppliers. As mentioned before, naming and blaming`s not allowed, so I will just call the other supplier (besides AS) John Smith (JS).
Here`s a list that people willing to order an engine package from another supplier than the factory supported one should consider. The list is by far not comprehensive and will be completed with pics in a separate thread.
Once again, the engines I received from AS were true "plug-and-play" solutions. I dropped them into the cars, hooked everything up (which is easy as there`s a comprehensive manual on all connections) and the engines ran smooth and clean from the very push of the button.
The "engine package" I received from JS has kept me busy for 4 months now and is still not completed. Here`s why (in short form). Some of these problems seem minor but they added to the picture (and the build time).
1. Engine LS7, 675hp
- engine was ordered with the "old school look", but arrived totally stock 6 weeks too late, not even beauty covers ($ 250 extra)
- mounted on wooden box that was broken in several places. Very difficult to lift (in comparison to AS metal engine stand)
- No dyno chart printouts, came after several requests with no engine number on printout
- No fitting instructions - engine came with loom, but no word where and how to fit ECU, cable routing, etc. Also no word about connections of loom to Ultima loom - still waiting for a reply on 2 cables after 4 requests...
- all engine accessories totally stock (compared to the nicely chromed pulleys, alternator, A/C compressor on the AS engines)
- water temp thread drilled in thermostat housing (1/8" NPT, Ultima sensor doesn`t fit)
- engine mounts came with no fixing hardware at all, arrived later but didn`t fit (threading too short)
- alternator mounted on lower left side is too big. In the LS7 powered GTR the position of the dry sump oil tank is on the left side, right in front of the left fuel tank. I fitted the factory mounting plate, but the dry tank fouls the alternator by A LOT. Dry sump tank needs to be relocated (+ new oil lines). The one that is supplied by John Smith`s also a Peterson tank but with different connections, so you can`t use the Ultima supplied connections
- A/C compressor: NO WAY to fit the engine in a GTR with the supplied A/C compressor. It`s a much bigger (and cheaper) unit than the Sanden compressor from AS, the connections for the A/C hoses point directly to the right hand fuel tank - no way to fill the system. I decided to completely remove the compressor and still haven`t found a solution for that problem (although Gail from AS has as usually been very helpful on that matter).
- EVAP valve: the EVAP purge canister something valve is mounted on the engine and programmed in the ECU. The device sucks fumes from the evap canister in the Corvette which we don`t have in the Ultima. So the ECU puts out an error code that the EVAP test failed - need to have the ECU reprogrammed with the correct sensor data
- no housing for MAF sensor. It was just thrown into the crate with no way to mount it anywhere before the throttle body (AS supplies a chromed intake tube where the sensor`s mounted). You need to pay around $250 extra for this "special" item (the MAF sensor that is), which is part of any other engine package and costs about $80 as an aftermarket item.
- running the engine the first few times was only possible with a gas mask as it produced more exhaust gases than a WW2 Spitfire (unobjective comment). It failed the first emission test like no other engine before with CO readings way out of scale (4-6% CO compared to 0,3%). Allegedly the ECU needs 5-6 runs to calibrate, it`s only strange that the AS didn`t and I thought that also the JS engines are dyno tested prior to shipment?
So much for the things I could remember spontaneously regarding the engine. I`m still working on it and need to figure out some connections + new A/C compressor mounting position.
If anyone considers to order more than just the engine package from John Smith here`s some more info that might be helpful on the decision:
2. Gearbox: we ordered the 15k Porsche gearbox with taller first gear. Don`t forget to specifically order the mounting hardware for an additional $200 or you won`t get it. No instructions or fixing hardware supplied. Not for the gearbox, not for the starter. You can`t even connect the slave cylinder as the thread`s different from the Ultima clutch line. Upon request I was told that an adapter could be ordered in the US for about 2 dollar.....
There were no threads in the breather plugs on top and side of the gearbox. You`ll have to frill and tap them yourself, even then the Ultima breather lines won`t fit as the plugs have a recessed bottom for the hole.
3. Driveshafts with stubs: if you want to order and use the "unbreakable" stubs (I`ve never seen one break btw, neither has the factory) you should be aware that the stubs can`t be fitted without destroying the rear wheel bearings. They are fully assembled by the factory and can only be removed by force. No replacement bearings in the kit, no driveshaft screws (!) and no nut. The Ultima nuts can`t be used as the new stubs have a different threading that turns in the opposite direction. The nuts are huge (22mm) and couldn`t be sourced by John Smith. You`ll have to find a way to source them in your home country (hint: they were used in '99 Ford Sierras)
4. Exhaust system: If you plan to order the 5k exhaust system be aware that it doesn`t fit. There are customers who received systems which were 1 foot too long, the one I received had about 10 lbs of small ceramic beads in the right silencer which couldn`t get out - the one who shipped the system MUST have realised that as the right silencer weighed about twice as much as the left one. Of course there`s no screws to fit the headers and the exhaust pipes that stick out on the back of the car are the ugliest you can imagine - just plain tubing (with several dents and scratches not caused by transport). Compare that to the Ultima end pipes...
5. Fuel system: you`ll get a Walbro pump + 2 filters + regulator. No fuel lines, no connections, all extra. I decided to order the Ultima fuel box which worked flawlessly in all installations.
I could go on and on but it`s getting more difficult to write this all down from memory. I have taken many pics to prove the above points which I may put in another thread.
It should be clear to everyone comparing the both packages that with American Speed you`ll get a trouble free, plug-and-play, easy installation, excellent part quality and printed installation instructions with great support from Gail at AS AND the factory with all the right parts to make the build a success.
On the other hand you`ll get a load of parts that somehow are connected to LS engines but have NOTHING to do with an Ultima engine package. The engines supplied by John Smith are simply not made for an Ultima installation, unless you like engineering challenges. With the right tools, time and experience the engine can maybe be adapted to fit into an Ultima, but so can a V12 diesel engine.
I tried to stay as factual as possible, although there are many more points that upset me on a personal level. JS was always hard to be contacted (at least by me via email) - I received more parts with other shipments that mainly didn`t fit and some refunds but lost many weeks in the process of building a car for a customer that will of course in the end be stunnning (matt black btw).
But I`ve never before had so much trouble and cost for an Ultima build and my decision for the next engine supplier is now clearer than ever before to me.
It`s your choice.
Cheers,
Sven
I`ve built 5 Ultimas so far (2 CanAm 3 GTR) and helped some people build and register their cars in Germany. All of these cars were LS powered, from an LS6 in my GTR to LS2,3,7 in the other cars (not only because of German emission regulations but because I personally liked the "new" engine technology).
All of the builds were totally factory standard, i.e. all parts and options were ordered from the factory. The engines I ordered came from AS (LS2 + LS7) and were of outstanding quality. I can really tell the difference now as I`ve seen both packages from companies who claim to supply Ultima engine packages. I will have to start a new and big "engine package comparison thread" soon to show the facts with pictures I took from both engine suppliers. As mentioned before, naming and blaming`s not allowed, so I will just call the other supplier (besides AS) John Smith (JS).
Here`s a list that people willing to order an engine package from another supplier than the factory supported one should consider. The list is by far not comprehensive and will be completed with pics in a separate thread.
Once again, the engines I received from AS were true "plug-and-play" solutions. I dropped them into the cars, hooked everything up (which is easy as there`s a comprehensive manual on all connections) and the engines ran smooth and clean from the very push of the button.
The "engine package" I received from JS has kept me busy for 4 months now and is still not completed. Here`s why (in short form). Some of these problems seem minor but they added to the picture (and the build time).
1. Engine LS7, 675hp
- engine was ordered with the "old school look", but arrived totally stock 6 weeks too late, not even beauty covers ($ 250 extra)
- mounted on wooden box that was broken in several places. Very difficult to lift (in comparison to AS metal engine stand)
- No dyno chart printouts, came after several requests with no engine number on printout
- No fitting instructions - engine came with loom, but no word where and how to fit ECU, cable routing, etc. Also no word about connections of loom to Ultima loom - still waiting for a reply on 2 cables after 4 requests...
- all engine accessories totally stock (compared to the nicely chromed pulleys, alternator, A/C compressor on the AS engines)
- water temp thread drilled in thermostat housing (1/8" NPT, Ultima sensor doesn`t fit)
- engine mounts came with no fixing hardware at all, arrived later but didn`t fit (threading too short)
- alternator mounted on lower left side is too big. In the LS7 powered GTR the position of the dry sump oil tank is on the left side, right in front of the left fuel tank. I fitted the factory mounting plate, but the dry tank fouls the alternator by A LOT. Dry sump tank needs to be relocated (+ new oil lines). The one that is supplied by John Smith`s also a Peterson tank but with different connections, so you can`t use the Ultima supplied connections
- A/C compressor: NO WAY to fit the engine in a GTR with the supplied A/C compressor. It`s a much bigger (and cheaper) unit than the Sanden compressor from AS, the connections for the A/C hoses point directly to the right hand fuel tank - no way to fill the system. I decided to completely remove the compressor and still haven`t found a solution for that problem (although Gail from AS has as usually been very helpful on that matter).
- EVAP valve: the EVAP purge canister something valve is mounted on the engine and programmed in the ECU. The device sucks fumes from the evap canister in the Corvette which we don`t have in the Ultima. So the ECU puts out an error code that the EVAP test failed - need to have the ECU reprogrammed with the correct sensor data
- no housing for MAF sensor. It was just thrown into the crate with no way to mount it anywhere before the throttle body (AS supplies a chromed intake tube where the sensor`s mounted). You need to pay around $250 extra for this "special" item (the MAF sensor that is), which is part of any other engine package and costs about $80 as an aftermarket item.
- running the engine the first few times was only possible with a gas mask as it produced more exhaust gases than a WW2 Spitfire (unobjective comment). It failed the first emission test like no other engine before with CO readings way out of scale (4-6% CO compared to 0,3%). Allegedly the ECU needs 5-6 runs to calibrate, it`s only strange that the AS didn`t and I thought that also the JS engines are dyno tested prior to shipment?
So much for the things I could remember spontaneously regarding the engine. I`m still working on it and need to figure out some connections + new A/C compressor mounting position.
If anyone considers to order more than just the engine package from John Smith here`s some more info that might be helpful on the decision:
2. Gearbox: we ordered the 15k Porsche gearbox with taller first gear. Don`t forget to specifically order the mounting hardware for an additional $200 or you won`t get it. No instructions or fixing hardware supplied. Not for the gearbox, not for the starter. You can`t even connect the slave cylinder as the thread`s different from the Ultima clutch line. Upon request I was told that an adapter could be ordered in the US for about 2 dollar.....
There were no threads in the breather plugs on top and side of the gearbox. You`ll have to frill and tap them yourself, even then the Ultima breather lines won`t fit as the plugs have a recessed bottom for the hole.
3. Driveshafts with stubs: if you want to order and use the "unbreakable" stubs (I`ve never seen one break btw, neither has the factory) you should be aware that the stubs can`t be fitted without destroying the rear wheel bearings. They are fully assembled by the factory and can only be removed by force. No replacement bearings in the kit, no driveshaft screws (!) and no nut. The Ultima nuts can`t be used as the new stubs have a different threading that turns in the opposite direction. The nuts are huge (22mm) and couldn`t be sourced by John Smith. You`ll have to find a way to source them in your home country (hint: they were used in '99 Ford Sierras)
4. Exhaust system: If you plan to order the 5k exhaust system be aware that it doesn`t fit. There are customers who received systems which were 1 foot too long, the one I received had about 10 lbs of small ceramic beads in the right silencer which couldn`t get out - the one who shipped the system MUST have realised that as the right silencer weighed about twice as much as the left one. Of course there`s no screws to fit the headers and the exhaust pipes that stick out on the back of the car are the ugliest you can imagine - just plain tubing (with several dents and scratches not caused by transport). Compare that to the Ultima end pipes...
5. Fuel system: you`ll get a Walbro pump + 2 filters + regulator. No fuel lines, no connections, all extra. I decided to order the Ultima fuel box which worked flawlessly in all installations.
I could go on and on but it`s getting more difficult to write this all down from memory. I have taken many pics to prove the above points which I may put in another thread.
It should be clear to everyone comparing the both packages that with American Speed you`ll get a trouble free, plug-and-play, easy installation, excellent part quality and printed installation instructions with great support from Gail at AS AND the factory with all the right parts to make the build a success.
On the other hand you`ll get a load of parts that somehow are connected to LS engines but have NOTHING to do with an Ultima engine package. The engines supplied by John Smith are simply not made for an Ultima installation, unless you like engineering challenges. With the right tools, time and experience the engine can maybe be adapted to fit into an Ultima, but so can a V12 diesel engine.
I tried to stay as factual as possible, although there are many more points that upset me on a personal level. JS was always hard to be contacted (at least by me via email) - I received more parts with other shipments that mainly didn`t fit and some refunds but lost many weeks in the process of building a car for a customer that will of course in the end be stunnning (matt black btw).
But I`ve never before had so much trouble and cost for an Ultima build and my decision for the next engine supplier is now clearer than ever before to me.
It`s your choice.
Cheers,
Sven
SchimmS said:
Please apologize for hijacking this thread but I think it`s perfect for posting things I experienced during the last build. I know about the name / blame policy in this forum so I`ll try to keep this as factual as possible, although my recent engine package related experiences have cost me thousands and many weeks.
I`ve built 5 Ultimas so far (2 CanAm 3 GTR) and helped some people build and register their cars in Germany. All of these cars were LS powered, from an LS6 in my GTR to LS2,3,7 in the other cars (not only because of German emission regulations but because I personally liked the "new" engine technology).
All of the builds were totally factory standard, i.e. all parts and options were ordered from the factory. The engines I ordered came from AS (LS2 + LS7) and were of outstanding quality. I can really tell the difference now as I`ve seen both packages from companies who claim to supply Ultima engine packages. I will have to start a new and big "engine package comparison thread" soon to show the facts with pictures I took from both engine suppliers. As mentioned before, naming and blaming`s not allowed, so I will just call the other supplier (besides AS) John Smith (JS).
Here`s a list that people willing to order an engine package from another supplier than the factory supported one should consider. The list is by far not comprehensive and will be completed with pics in a separate thread.
Once again, the engines I received from AS were true "plug-and-play" solutions. I dropped them into the cars, hooked everything up (which is easy as there`s a comprehensive manual on all connections) and the engines ran smooth and clean from the very push of the button.
The "engine package" I received from JS has kept me busy for 4 months now and is still not completed. Here`s why (in short form). Some of these problems seem minor but they added to the picture (and the build time).
1. Engine LS7, 675hp
- engine was ordered with the "old school look", but arrived totally stock 6 weeks too late, not even beauty covers ($ 250 extra)
- mounted on wooden box that was broken in several places. Very difficult to lift (in comparison to AS metal engine stand)
- No dyno chart printouts, came after several requests with no engine number on printout
- No fitting instructions - engine came with loom, but no word where and how to fit ECU, cable routing, etc. Also no word about connections of loom to Ultima loom - still waiting for a reply on 2 cables after 4 requests...
- all engine accessories totally stock (compared to the nicely chromed pulleys, alternator, A/C compressor on the AS engines)
- water temp thread drilled in thermostat housing (1/8" NPT, Ultima sensor doesn`t fit)
- engine mounts came with no fixing hardware at all, arrived later but didn`t fit (threading too short)
- alternator mounted on lower left side is too big. In the LS7 powered GTR the position of the dry sump oil tank is on the left side, right in front of the left fuel tank. I fitted the factory mounting plate, but the dry tank fouls the alternator by A LOT. Dry sump tank needs to be relocated (+ new oil lines). The one that is supplied by John Smith`s also a Peterson tank but with different connections, so you can`t use the Ultima supplied connections
- A/C compressor: NO WAY to fit the engine in a GTR with the supplied A/C compressor. It`s a much bigger (and cheaper) unit than the Sanden compressor from AS, the connections for the A/C hoses point directly to the right hand fuel tank - no way to fill the system. I decided to completely remove the compressor and still haven`t found a solution for that problem (although Gail from AS has as usually been very helpful on that matter).
- EVAP valve: the EVAP purge canister something valve is mounted on the engine and programmed in the ECU. The device sucks fumes from the evap canister in the Corvette which we don`t have in the Ultima. So the ECU puts out an error code that the EVAP test failed - need to have the ECU reprogrammed with the correct sensor data
- no housing for MAF sensor. It was just thrown into the crate with no way to mount it anywhere before the throttle body (AS supplies a chromed intake tube where the sensor`s mounted). You need to pay around $250 extra for this "special" item (the MAF sensor that is), which is part of any other engine package and costs about $80 as an aftermarket item.
- running the engine the first few times was only possible with a gas mask as it produced more exhaust gases than a WW2 Spitfire (unobjective comment). It failed the first emission test like no other engine before with CO readings way out of scale (4-6% CO compared to 0,3%). Allegedly the ECU needs 5-6 runs to calibrate, it`s only strange that the AS didn`t and I thought that also the JS engines are dyno tested prior to shipment?
So much for the things I could remember spontaneously regarding the engine. I`m still working on it and need to figure out some connections + new A/C compressor mounting position.
If anyone considers to order more than just the engine package from John Smith here`s some more info that might be helpful on the decision:
2. Gearbox: we ordered the 15k Porsche gearbox with taller first gear. Don`t forget to specifically order the mounting hardware for an additional $200 or you won`t get it. No instructions or fixing hardware supplied. Not for the gearbox, not for the starter. You can`t even connect the slave cylinder as the thread`s different from the Ultima clutch line. Upon request I was told that an adapter could be ordered in the US for about 2 dollar.....
There were no threads in the breather plugs on top and side of the gearbox. You`ll have to frill and tap them yourself, even then the Ultima breather lines won`t fit as the plugs have a recessed bottom for the hole.
3. Driveshafts with stubs: if you want to order and use the "unbreakable" stubs (I`ve never seen one break btw, neither has the factory) you should be aware that the stubs can`t be fitted without destroying the rear wheel bearings. They are fully assembled by the factory and can only be removed by force. No replacement bearings in the kit, no driveshaft screws (!) and no nut. The Ultima nuts can`t be used as the new stubs have a different threading that turns in the opposite direction. The nuts are huge (22mm) and couldn`t be sourced by John Smith. You`ll have to find a way to source them in your home country (hint: they were used in '99 Ford Sierras)
4. Exhaust system: If you plan to order the 5k exhaust system be aware that it doesn`t fit. There are customers who received systems which were 1 foot too long, the one I received had about 10 lbs of small ceramic beads in the right silencer which couldn`t get out - the one who shipped the system MUST have realised that as the right silencer weighed about twice as much as the left one. Of course there`s no screws to fit the headers and the exhaust pipes that stick out on the back of the car are the ugliest you can imagine - just plain tubing (with several dents and scratches not caused by transport). Compare that to the Ultima end pipes...
5. Fuel system: you`ll get a Walbro pump + 2 filters + regulator. No fuel lines, no connections, all extra. I decided to order the Ultima fuel box which worked flawlessly in all installations.
I could go on and on but it`s getting more difficult to write this all down from memory. I have taken many pics to prove the above points which I may put in another thread.
It should be clear to everyone comparing the both packages that with American Speed you`ll get a trouble free, plug-and-play, easy installation, excellent part quality and printed installation instructions with great support from Gail at AS AND the factory with all the right parts to make the build a success.
On the other hand you`ll get a load of parts that somehow are connected to LS engines but have NOTHING to do with an Ultima engine package. The engines supplied by John Smith are simply not made for an Ultima installation, unless you like engineering challenges. With the right tools, time and experience the engine can maybe be adapted to fit into an Ultima, but so can a V12 diesel engine.
I tried to stay as factual as possible, although there are many more points that upset me on a personal level. JS was always hard to be contacted (at least by me via email) - I received more parts with other shipments that mainly didn`t fit and some refunds but lost many weeks in the process of building a car for a customer that will of course in the end be stunnning (matt black btw).
But I`ve never before had so much trouble and cost for an Ultima build and my decision for the next engine supplier is now clearer than ever before to me.
It`s your choice.
Cheers,
Sven
I echo some of the above from my experiences. Before the factory had the LS7 as an option there was no choice but I think that now it's a no brainer to go with them.I`ve built 5 Ultimas so far (2 CanAm 3 GTR) and helped some people build and register their cars in Germany. All of these cars were LS powered, from an LS6 in my GTR to LS2,3,7 in the other cars (not only because of German emission regulations but because I personally liked the "new" engine technology).
All of the builds were totally factory standard, i.e. all parts and options were ordered from the factory. The engines I ordered came from AS (LS2 + LS7) and were of outstanding quality. I can really tell the difference now as I`ve seen both packages from companies who claim to supply Ultima engine packages. I will have to start a new and big "engine package comparison thread" soon to show the facts with pictures I took from both engine suppliers. As mentioned before, naming and blaming`s not allowed, so I will just call the other supplier (besides AS) John Smith (JS).
Here`s a list that people willing to order an engine package from another supplier than the factory supported one should consider. The list is by far not comprehensive and will be completed with pics in a separate thread.
Once again, the engines I received from AS were true "plug-and-play" solutions. I dropped them into the cars, hooked everything up (which is easy as there`s a comprehensive manual on all connections) and the engines ran smooth and clean from the very push of the button.
The "engine package" I received from JS has kept me busy for 4 months now and is still not completed. Here`s why (in short form). Some of these problems seem minor but they added to the picture (and the build time).
1. Engine LS7, 675hp
- engine was ordered with the "old school look", but arrived totally stock 6 weeks too late, not even beauty covers ($ 250 extra)
- mounted on wooden box that was broken in several places. Very difficult to lift (in comparison to AS metal engine stand)
- No dyno chart printouts, came after several requests with no engine number on printout
- No fitting instructions - engine came with loom, but no word where and how to fit ECU, cable routing, etc. Also no word about connections of loom to Ultima loom - still waiting for a reply on 2 cables after 4 requests...
- all engine accessories totally stock (compared to the nicely chromed pulleys, alternator, A/C compressor on the AS engines)
- water temp thread drilled in thermostat housing (1/8" NPT, Ultima sensor doesn`t fit)
- engine mounts came with no fixing hardware at all, arrived later but didn`t fit (threading too short)
- alternator mounted on lower left side is too big. In the LS7 powered GTR the position of the dry sump oil tank is on the left side, right in front of the left fuel tank. I fitted the factory mounting plate, but the dry tank fouls the alternator by A LOT. Dry sump tank needs to be relocated (+ new oil lines). The one that is supplied by John Smith`s also a Peterson tank but with different connections, so you can`t use the Ultima supplied connections
- A/C compressor: NO WAY to fit the engine in a GTR with the supplied A/C compressor. It`s a much bigger (and cheaper) unit than the Sanden compressor from AS, the connections for the A/C hoses point directly to the right hand fuel tank - no way to fill the system. I decided to completely remove the compressor and still haven`t found a solution for that problem (although Gail from AS has as usually been very helpful on that matter).
- EVAP valve: the EVAP purge canister something valve is mounted on the engine and programmed in the ECU. The device sucks fumes from the evap canister in the Corvette which we don`t have in the Ultima. So the ECU puts out an error code that the EVAP test failed - need to have the ECU reprogrammed with the correct sensor data
- no housing for MAF sensor. It was just thrown into the crate with no way to mount it anywhere before the throttle body (AS supplies a chromed intake tube where the sensor`s mounted). You need to pay around $250 extra for this "special" item (the MAF sensor that is), which is part of any other engine package and costs about $80 as an aftermarket item.
- running the engine the first few times was only possible with a gas mask as it produced more exhaust gases than a WW2 Spitfire (unobjective comment). It failed the first emission test like no other engine before with CO readings way out of scale (4-6% CO compared to 0,3%). Allegedly the ECU needs 5-6 runs to calibrate, it`s only strange that the AS didn`t and I thought that also the JS engines are dyno tested prior to shipment?
So much for the things I could remember spontaneously regarding the engine. I`m still working on it and need to figure out some connections + new A/C compressor mounting position.
If anyone considers to order more than just the engine package from John Smith here`s some more info that might be helpful on the decision:
2. Gearbox: we ordered the 15k Porsche gearbox with taller first gear. Don`t forget to specifically order the mounting hardware for an additional $200 or you won`t get it. No instructions or fixing hardware supplied. Not for the gearbox, not for the starter. You can`t even connect the slave cylinder as the thread`s different from the Ultima clutch line. Upon request I was told that an adapter could be ordered in the US for about 2 dollar.....
There were no threads in the breather plugs on top and side of the gearbox. You`ll have to frill and tap them yourself, even then the Ultima breather lines won`t fit as the plugs have a recessed bottom for the hole.
3. Driveshafts with stubs: if you want to order and use the "unbreakable" stubs (I`ve never seen one break btw, neither has the factory) you should be aware that the stubs can`t be fitted without destroying the rear wheel bearings. They are fully assembled by the factory and can only be removed by force. No replacement bearings in the kit, no driveshaft screws (!) and no nut. The Ultima nuts can`t be used as the new stubs have a different threading that turns in the opposite direction. The nuts are huge (22mm) and couldn`t be sourced by John Smith. You`ll have to find a way to source them in your home country (hint: they were used in '99 Ford Sierras)
4. Exhaust system: If you plan to order the 5k exhaust system be aware that it doesn`t fit. There are customers who received systems which were 1 foot too long, the one I received had about 10 lbs of small ceramic beads in the right silencer which couldn`t get out - the one who shipped the system MUST have realised that as the right silencer weighed about twice as much as the left one. Of course there`s no screws to fit the headers and the exhaust pipes that stick out on the back of the car are the ugliest you can imagine - just plain tubing (with several dents and scratches not caused by transport). Compare that to the Ultima end pipes...
5. Fuel system: you`ll get a Walbro pump + 2 filters + regulator. No fuel lines, no connections, all extra. I decided to order the Ultima fuel box which worked flawlessly in all installations.
I could go on and on but it`s getting more difficult to write this all down from memory. I have taken many pics to prove the above points which I may put in another thread.
It should be clear to everyone comparing the both packages that with American Speed you`ll get a trouble free, plug-and-play, easy installation, excellent part quality and printed installation instructions with great support from Gail at AS AND the factory with all the right parts to make the build a success.
On the other hand you`ll get a load of parts that somehow are connected to LS engines but have NOTHING to do with an Ultima engine package. The engines supplied by John Smith are simply not made for an Ultima installation, unless you like engineering challenges. With the right tools, time and experience the engine can maybe be adapted to fit into an Ultima, but so can a V12 diesel engine.
I tried to stay as factual as possible, although there are many more points that upset me on a personal level. JS was always hard to be contacted (at least by me via email) - I received more parts with other shipments that mainly didn`t fit and some refunds but lost many weeks in the process of building a car for a customer that will of course in the end be stunnning (matt black btw).
But I`ve never before had so much trouble and cost for an Ultima build and my decision for the next engine supplier is now clearer than ever before to me.
It`s your choice.
Cheers,
Sven
David
I have the AS carb engine which came before the car arrived so I took it to bits because I was bored and also wanted to check the torque of all the internal parts . There were no metal particals and all was perfect . On running the engine there was a slight leak from the rear crank seal which has now stopped . I have worked on engines all my life [15 years - 63 years ] ; Bikes , Ferrari and Aston Martin and I'm FUSSY . I am very pleased and very relieved that my engine has turned out so well . Also , any emails and Gail replies by return .
Frank
Frank
Also worth mentioning is that Gail kindly sent me the modified Corvette throttle pedal by express post
before he shipped my engine (included in the package price). This meant that I was able to mount it
easily, (in conjunction with the factory linkage kit) before I put the cockpit back on.
Regards
Kelvin
before he shipped my engine (included in the package price). This meant that I was able to mount it
easily, (in conjunction with the factory linkage kit) before I put the cockpit back on.
Regards
Kelvin
Edited by pilbeam_mp62 on Wednesday 1st July 19:23
Gail has built me a fuel injected ls7 that is making 730 bhp on the dyno!! The engine is being fitted as we speak in my new GTR.
I am very happy with American Speed. Gail and the factory tested and retested every nut and bolt and made sure the wiring harness was perfectly ready to go into my car. Richard and Ted even did me the favor of test fitting the same motor in my car (from another customer) so that all the wiring and schematics worked perfectly.
I will post when engine is fitted and report how well the set-up works.
I am very happy with American Speed. Gail and the factory tested and retested every nut and bolt and made sure the wiring harness was perfectly ready to go into my car. Richard and Ted even did me the favor of test fitting the same motor in my car (from another customer) so that all the wiring and schematics worked perfectly.
I will post when engine is fitted and report how well the set-up works.
I think there are suppliers to cater for all builders.
If you want ease of fitment, factory approval, a proper "turnkey", AS is ideal. A little more expensive on the face of it if you don't factor in your time to source/workout other parts potentially needed.
Other suppliers, including the fictional JS, have plenty of happy customers who are happy to work out which additional parts are needed and spend extra time on the install.
I think it's a shame Ultima don't have a UK agent, even if it's just a distribution point for AS.
If you want ease of fitment, factory approval, a proper "turnkey", AS is ideal. A little more expensive on the face of it if you don't factor in your time to source/workout other parts potentially needed.
Other suppliers, including the fictional JS, have plenty of happy customers who are happy to work out which additional parts are needed and spend extra time on the install.
I think it's a shame Ultima don't have a UK agent, even if it's just a distribution point for AS.
Reading Schimms list I can see he's not very happy but to be fair to JS (and I don't know him) he has been developing ultima's for a long time and was way ahead at doing LS installations before the factory. He did all the ground work imo. The factory doggedly refused to go near the lsx for ages in the same was as they resisted efi for the sbc. I sure from things I may have read that he helped the factory with their conversion. Thing is, we know his stuff fits and works well. He's done all those record races and long interstate drives to go to them.
Maybe now the factory have gone to AS their chassis installation has changed hence why so many JS parts don't fit so easily. JS seemed to be keeping factory front end parts whereas the factory ls7 is using polished aftermarket parts, probably from Street Performance. They look like SP parts to me and they won't be cheap! Also, looking at Schimms list, most of the engine kit issues seem relatively minor and easy to fix but I guess it all depends on what he expected when he placed the order. Obviously sorting out issues is an inconvenience if you expected everything to connect to the chassis etc.
Best get back on topic.
Maybe now the factory have gone to AS their chassis installation has changed hence why so many JS parts don't fit so easily. JS seemed to be keeping factory front end parts whereas the factory ls7 is using polished aftermarket parts, probably from Street Performance. They look like SP parts to me and they won't be cheap! Also, looking at Schimms list, most of the engine kit issues seem relatively minor and easy to fix but I guess it all depends on what he expected when he placed the order. Obviously sorting out issues is an inconvenience if you expected everything to connect to the chassis etc.
Best get back on topic.
Boosted LS1 said:
Reading Schimms list I can see he's not very happy but to be fair to JS (and I don't know him) he has been developing ultima's for a long time and was way ahead at doing LS installations before the factory. He did all the ground work imo. The factory doggedly refused to go near the lsx for ages in the same was as they resisted efi for the sbc. I sure from things I may have read that he helped the factory with their conversion. Thing is, we know his stuff fits and works well. He's done all those record races and long interstate drives to go to them.
Maybe now the factory have gone to AS their chassis installation has changed hence why so many JS parts don't fit so easily. JS seemed to be keeping factory front end parts whereas the factory ls7 is using polished aftermarket parts, probably from Street Performance. They look like SP parts to me and they won't be cheap! Also, looking at Schimms list, most of the engine kit issues seem relatively minor and easy to fix but I guess it all depends on what he expected when he placed the order. Obviously sorting out issues is an inconvenience if you expected everything to connect to the chassis etc.
Best get back on topic.
I have to disagree. Here`s some facts I know for sure:Maybe now the factory have gone to AS their chassis installation has changed hence why so many JS parts don't fit so easily. JS seemed to be keeping factory front end parts whereas the factory ls7 is using polished aftermarket parts, probably from Street Performance. They look like SP parts to me and they won't be cheap! Also, looking at Schimms list, most of the engine kit issues seem relatively minor and easy to fix but I guess it all depends on what he expected when he placed the order. Obviously sorting out issues is an inconvenience if you expected everything to connect to the chassis etc.
Best get back on topic.
1.The factory did not use JS for help in any shape or form, you are misinformed. There has never been any ground work for the Ultima factory by anybody else.
2. The factory did their first LS engine installation before anybody else 10 years ago in the year 1999 and before JS even owned an Ultima, but made the decision not to make it a factory available option until later on. See the video of the 1999 factory built Ultima with LS1 power at www.youtube.com/watch?v=OwONd4LQWLA
I know that because I`ve asked them many questions during my own Ultima build 3 years later where I used an LS6 (which was the first GTR registered with an LS6 as far as I know - may be wrong though).
3. The main reason why the factory decided not to go the LS route until later was that at that time the tuning options were very limited and expensive. The SBC was far easier to obtain 500bhp (stock LS1 345hp, later LS6 405hp)
4. JS parts simply don`t fit an Ultima, they`re designed to fit the Factory 5 GTM. I have a lot of pics to prove that and may post these on another thread - some more things came to my mind after I finished the post like the throttle pedal that can`t be mounted (used the factory option pictured above later) and the oil pressure sender that totally fouls the factory exhaust, the broken salve cylinder that drew air, etc. etc. - nobody can claim that this package was "designed" to fit in an Ultima.
5. The GTR chassis hasn`t changed.
So you're saying the factory did an install when these engine had only been out for a year or so, where in the US or UK? Then for the next 6-7 years they didn't do anything? Meanwhile John Smith seemed to do loads of conversions and I think it was those that inspired people to go the lsx route over here. Plus there was encouragement from some lsx enthusiasts. Nobody here was interested until a few diy conversions had hit the road and shown to work well.
The chassis itself may not have changed but I was suggesting that installation parts or accessory parts may have changed or been relocated. This would be enough to make one persons fitting kit useless overnight. As an aside I've a customer who fitted a stock ls7 pedal into his ultima. It wasn't hard to fit. He's also fitted in the ls7 engine and apart from an AC issue thus far everything fits. He fitted a different idler and fitted a smaller alternator. He's saved a fortune and he's sticking to the installation manual as closely as possible. I think these conversions are what we call 'horses for courses' ie different people can do it in the way that suits them.
ETA, Just reread your reply. I meant JS did the groundwork for himself as in he pioneered the lsx conversion into an ultima and made it work.
The chassis itself may not have changed but I was suggesting that installation parts or accessory parts may have changed or been relocated. This would be enough to make one persons fitting kit useless overnight. As an aside I've a customer who fitted a stock ls7 pedal into his ultima. It wasn't hard to fit. He's also fitted in the ls7 engine and apart from an AC issue thus far everything fits. He fitted a different idler and fitted a smaller alternator. He's saved a fortune and he's sticking to the installation manual as closely as possible. I think these conversions are what we call 'horses for courses' ie different people can do it in the way that suits them.
ETA, Just reread your reply. I meant JS did the groundwork for himself as in he pioneered the lsx conversion into an ultima and made it work.
Edited by Boosted LS1 on Thursday 2nd July 18:10
SchimmS said:
Please apologize for hijacking this thread but I think it`s perfect for posting things I experienced during the last build. I know about the name / blame policy in this forum so I`ll try to keep this as factual as possible, although my recent engine package related experiences have cost me thousands and many weeks.
I`ve built 5 Ultimas so far (2 CanAm 3 GTR) and helped some people build and register their cars in Germany. All of these cars were LS powered, from an LS6 in my GTR to LS2,3,7 in the other cars (not only because of German emission regulations but because I personally liked the "new" engine technology).
All of the builds were totally factory standard, i.e. all parts and options were ordered from the factory. The engines I ordered came from AS (LS2 + LS7) and were of outstanding quality. I can really tell the difference now as I`ve seen both packages from companies who claim to supply Ultima engine packages. I will have to start a new and big "engine package comparison thread" soon to show the facts with pictures I took from both engine suppliers. As mentioned before, naming and blaming`s not allowed, so I will just call the other supplier (besides AS) John Smith (JS).
Here`s a list that people willing to order an engine package from another supplier than the factory supported one should consider. The list is by far not comprehensive and will be completed with pics in a separate thread.
Once again, the engines I received from AS were true "plug-and-play" solutions. I dropped them into the cars, hooked everything up (which is easy as there`s a comprehensive manual on all connections) and the engines ran smooth and clean from the very push of the button.
The "engine package" I received from JS has kept me busy for 4 months now and is still not completed. Here`s why (in short form). Some of these problems seem minor but they added to the picture (and the build time).
1. Engine LS7, 675hp
- engine was ordered with the "old school look", but arrived totally stock 6 weeks too late, not even beauty covers ($ 250 extra)
- mounted on wooden box that was broken in several places. Very difficult to lift (in comparison to AS metal engine stand)
- No dyno chart printouts, came after several requests with no engine number on printout
- No fitting instructions - engine came with loom, but no word where and how to fit ECU, cable routing, etc. Also no word about connections of loom to Ultima loom - still waiting for a reply on 2 cables after 4 requests...
- all engine accessories totally stock (compared to the nicely chromed pulleys, alternator, A/C compressor on the AS engines)
- water temp thread drilled in thermostat housing (1/8" NPT, Ultima sensor doesn`t fit)
- engine mounts came with no fixing hardware at all, arrived later but didn`t fit (threading too short)
- alternator mounted on lower left side is too big. In the LS7 powered GTR the position of the dry sump oil tank is on the left side, right in front of the left fuel tank. I fitted the factory mounting plate, but the dry tank fouls the alternator by A LOT. Dry sump tank needs to be relocated (+ new oil lines). The one that is supplied by John Smith`s also a Peterson tank but with different connections, so you can`t use the Ultima supplied connections
- A/C compressor: NO WAY to fit the engine in a GTR with the supplied A/C compressor. It`s a much bigger (and cheaper) unit than the Sanden compressor from AS, the connections for the A/C hoses point directly to the right hand fuel tank - no way to fill the system. I decided to completely remove the compressor and still haven`t found a solution for that problem (although Gail from AS has as usually been very helpful on that matter).
- EVAP valve: the EVAP purge canister something valve is mounted on the engine and programmed in the ECU. The device sucks fumes from the evap canister in the Corvette which we don`t have in the Ultima. So the ECU puts out an error code that the EVAP test failed - need to have the ECU reprogrammed with the correct sensor data
- no housing for MAF sensor. It was just thrown into the crate with no way to mount it anywhere before the throttle body (AS supplies a chromed intake tube where the sensor`s mounted). You need to pay around $250 extra for this "special" item (the MAF sensor that is), which is part of any other engine package and costs about $80 as an aftermarket item.
- running the engine the first few times was only possible with a gas mask as it produced more exhaust gases than a WW2 Spitfire (unobjective comment). It failed the first emission test like no other engine before with CO readings way out of scale (4-6% CO compared to 0,3%). Allegedly the ECU needs 5-6 runs to calibrate, it`s only strange that the AS didn`t and I thought that also the JS engines are dyno tested prior to shipment?
So much for the things I could remember spontaneously regarding the engine. I`m still working on it and need to figure out some connections + new A/C compressor mounting position.
If anyone considers to order more than just the engine package from John Smith here`s some more info that might be helpful on the decision:
2. Gearbox: we ordered the 15k Porsche gearbox with taller first gear. Don`t forget to specifically order the mounting hardware for an additional $200 or you won`t get it. No instructions or fixing hardware supplied. Not for the gearbox, not for the starter. You can`t even connect the slave cylinder as the thread`s different from the Ultima clutch line. Upon request I was told that an adapter could be ordered in the US for about 2 dollar.....
There were no threads in the breather plugs on top and side of the gearbox. You`ll have to frill and tap them yourself, even then the Ultima breather lines won`t fit as the plugs have a recessed bottom for the hole.
3. Driveshafts with stubs: if you want to order and use the "unbreakable" stubs (I`ve never seen one break btw, neither has the factory) you should be aware that the stubs can`t be fitted without destroying the rear wheel bearings. They are fully assembled by the factory and can only be removed by force. No replacement bearings in the kit, no driveshaft screws (!) and no nut. The Ultima nuts can`t be used as the new stubs have a different threading that turns in the opposite direction. The nuts are huge (22mm) and couldn`t be sourced by John Smith. You`ll have to find a way to source them in your home country (hint: they were used in '99 Ford Sierras)
4. Exhaust system: If you plan to order the 5k exhaust system be aware that it doesn`t fit. There are customers who received systems which were 1 foot too long, the one I received had about 10 lbs of small ceramic beads in the right silencer which couldn`t get out - the one who shipped the system MUST have realised that as the right silencer weighed about twice as much as the left one. Of course there`s no screws to fit the headers and the exhaust pipes that stick out on the back of the car are the ugliest you can imagine - just plain tubing (with several dents and scratches not caused by transport). Compare that to the Ultima end pipes...
5. Fuel system: you`ll get a Walbro pump + 2 filters + regulator. No fuel lines, no connections, all extra. I decided to order the Ultima fuel box which worked flawlessly in all installations.
I could go on and on but it`s getting more difficult to write this all down from memory. I have taken many pics to prove the above points which I may put in another thread.
It should be clear to everyone comparing the both packages that with American Speed you`ll get a trouble free, plug-and-play, easy installation, excellent part quality and printed installation instructions with great support from Gail at AS AND the factory with all the right parts to make the build a success.
On the other hand you`ll get a load of parts that somehow are connected to LS engines but have NOTHING to do with an Ultima engine package. The engines supplied by John Smith are simply not made for an Ultima installation, unless you like engineering challenges. With the right tools, time and experience the engine can maybe be adapted to fit into an Ultima, but so can a V12 diesel engine.
I tried to stay as factual as possible, although there are many more points that upset me on a personal level. JS was always hard to be contacted (at least by me via email) - I received more parts with other shipments that mainly didn`t fit and some refunds but lost many weeks in the process of building a car for a customer that will of course in the end be stunnning (matt black btw).
But I`ve never before had so much trouble and cost for an Ultima build and my decision for the next engine supplier is now clearer than ever before to me.
It`s your choice.
Cheers,
Sven
Hmmm.. strange. I had I believe the first JS LS7 engine in a UK Ultima and had no fitment problems at all and no ommissions from the turnkey kit either. Dyno sheets in advance, a throttle mounted on a plate that fitted straight in, engine supplied in great condition crate and started first time on the button. I`ve built 5 Ultimas so far (2 CanAm 3 GTR) and helped some people build and register their cars in Germany. All of these cars were LS powered, from an LS6 in my GTR to LS2,3,7 in the other cars (not only because of German emission regulations but because I personally liked the "new" engine technology).
All of the builds were totally factory standard, i.e. all parts and options were ordered from the factory. The engines I ordered came from AS (LS2 + LS7) and were of outstanding quality. I can really tell the difference now as I`ve seen both packages from companies who claim to supply Ultima engine packages. I will have to start a new and big "engine package comparison thread" soon to show the facts with pictures I took from both engine suppliers. As mentioned before, naming and blaming`s not allowed, so I will just call the other supplier (besides AS) John Smith (JS).
Here`s a list that people willing to order an engine package from another supplier than the factory supported one should consider. The list is by far not comprehensive and will be completed with pics in a separate thread.
Once again, the engines I received from AS were true "plug-and-play" solutions. I dropped them into the cars, hooked everything up (which is easy as there`s a comprehensive manual on all connections) and the engines ran smooth and clean from the very push of the button.
The "engine package" I received from JS has kept me busy for 4 months now and is still not completed. Here`s why (in short form). Some of these problems seem minor but they added to the picture (and the build time).
1. Engine LS7, 675hp
- engine was ordered with the "old school look", but arrived totally stock 6 weeks too late, not even beauty covers ($ 250 extra)
- mounted on wooden box that was broken in several places. Very difficult to lift (in comparison to AS metal engine stand)
- No dyno chart printouts, came after several requests with no engine number on printout
- No fitting instructions - engine came with loom, but no word where and how to fit ECU, cable routing, etc. Also no word about connections of loom to Ultima loom - still waiting for a reply on 2 cables after 4 requests...
- all engine accessories totally stock (compared to the nicely chromed pulleys, alternator, A/C compressor on the AS engines)
- water temp thread drilled in thermostat housing (1/8" NPT, Ultima sensor doesn`t fit)
- engine mounts came with no fixing hardware at all, arrived later but didn`t fit (threading too short)
- alternator mounted on lower left side is too big. In the LS7 powered GTR the position of the dry sump oil tank is on the left side, right in front of the left fuel tank. I fitted the factory mounting plate, but the dry tank fouls the alternator by A LOT. Dry sump tank needs to be relocated (+ new oil lines). The one that is supplied by John Smith`s also a Peterson tank but with different connections, so you can`t use the Ultima supplied connections
- A/C compressor: NO WAY to fit the engine in a GTR with the supplied A/C compressor. It`s a much bigger (and cheaper) unit than the Sanden compressor from AS, the connections for the A/C hoses point directly to the right hand fuel tank - no way to fill the system. I decided to completely remove the compressor and still haven`t found a solution for that problem (although Gail from AS has as usually been very helpful on that matter).
- EVAP valve: the EVAP purge canister something valve is mounted on the engine and programmed in the ECU. The device sucks fumes from the evap canister in the Corvette which we don`t have in the Ultima. So the ECU puts out an error code that the EVAP test failed - need to have the ECU reprogrammed with the correct sensor data
- no housing for MAF sensor. It was just thrown into the crate with no way to mount it anywhere before the throttle body (AS supplies a chromed intake tube where the sensor`s mounted). You need to pay around $250 extra for this "special" item (the MAF sensor that is), which is part of any other engine package and costs about $80 as an aftermarket item.
- running the engine the first few times was only possible with a gas mask as it produced more exhaust gases than a WW2 Spitfire (unobjective comment). It failed the first emission test like no other engine before with CO readings way out of scale (4-6% CO compared to 0,3%). Allegedly the ECU needs 5-6 runs to calibrate, it`s only strange that the AS didn`t and I thought that also the JS engines are dyno tested prior to shipment?
So much for the things I could remember spontaneously regarding the engine. I`m still working on it and need to figure out some connections + new A/C compressor mounting position.
If anyone considers to order more than just the engine package from John Smith here`s some more info that might be helpful on the decision:
2. Gearbox: we ordered the 15k Porsche gearbox with taller first gear. Don`t forget to specifically order the mounting hardware for an additional $200 or you won`t get it. No instructions or fixing hardware supplied. Not for the gearbox, not for the starter. You can`t even connect the slave cylinder as the thread`s different from the Ultima clutch line. Upon request I was told that an adapter could be ordered in the US for about 2 dollar.....
There were no threads in the breather plugs on top and side of the gearbox. You`ll have to frill and tap them yourself, even then the Ultima breather lines won`t fit as the plugs have a recessed bottom for the hole.
3. Driveshafts with stubs: if you want to order and use the "unbreakable" stubs (I`ve never seen one break btw, neither has the factory) you should be aware that the stubs can`t be fitted without destroying the rear wheel bearings. They are fully assembled by the factory and can only be removed by force. No replacement bearings in the kit, no driveshaft screws (!) and no nut. The Ultima nuts can`t be used as the new stubs have a different threading that turns in the opposite direction. The nuts are huge (22mm) and couldn`t be sourced by John Smith. You`ll have to find a way to source them in your home country (hint: they were used in '99 Ford Sierras)
4. Exhaust system: If you plan to order the 5k exhaust system be aware that it doesn`t fit. There are customers who received systems which were 1 foot too long, the one I received had about 10 lbs of small ceramic beads in the right silencer which couldn`t get out - the one who shipped the system MUST have realised that as the right silencer weighed about twice as much as the left one. Of course there`s no screws to fit the headers and the exhaust pipes that stick out on the back of the car are the ugliest you can imagine - just plain tubing (with several dents and scratches not caused by transport). Compare that to the Ultima end pipes...
5. Fuel system: you`ll get a Walbro pump + 2 filters + regulator. No fuel lines, no connections, all extra. I decided to order the Ultima fuel box which worked flawlessly in all installations.
I could go on and on but it`s getting more difficult to write this all down from memory. I have taken many pics to prove the above points which I may put in another thread.
It should be clear to everyone comparing the both packages that with American Speed you`ll get a trouble free, plug-and-play, easy installation, excellent part quality and printed installation instructions with great support from Gail at AS AND the factory with all the right parts to make the build a success.
On the other hand you`ll get a load of parts that somehow are connected to LS engines but have NOTHING to do with an Ultima engine package. The engines supplied by John Smith are simply not made for an Ultima installation, unless you like engineering challenges. With the right tools, time and experience the engine can maybe be adapted to fit into an Ultima, but so can a V12 diesel engine.
I tried to stay as factual as possible, although there are many more points that upset me on a personal level. JS was always hard to be contacted (at least by me via email) - I received more parts with other shipments that mainly didn`t fit and some refunds but lost many weeks in the process of building a car for a customer that will of course in the end be stunnning (matt black btw).
But I`ve never before had so much trouble and cost for an Ultima build and my decision for the next engine supplier is now clearer than ever before to me.
It`s your choice.
Cheers,
Sven
Yep, I had to spend 1 hour making up oil and fuel lines to my installation, connecting all 4 labelled loom connectors into my existing loom and setting the fuel regulator to the correct pressure but hey..if I couldn't handle that, then maybe I should not have built the car in the first place!
I hope standards have not slipped since my install of almost 2 years ago, but I have to say from my experience I can't agree with the above as my JS LS7 turnkey install was 100% complete and could not have been easier...
Liam
GTR One said:
Hmmm.. strange. I had I believe the first JS LS7 engine in a UK Ultima ......
I was the first customer... I had to tap holes for the oil lines in the box
The throw out bearing was wrong but this was a Powerhaus problem, not Jeff's and they sent the correct part the day after I told them
Other than that it all went fine.
Like Liam said... not really a challenge.
....I have also heard the other side of the story.
I doubt very much that Jeff will respond here
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