So I can get engine+tranny+car for $1200 total. That leaves me with $800 + whatever I can sell off the car for the challenge. Who thinks this would be a cool car?
I know it wouldn't be a top contender but it'd be damn fun...thinking of a Nascar related them too lol.
I also found a 90 BMW 325 Convertible for $400 with blown engine.
4.8L LS1?
LS1 is 5.7L
Smallest LSx is the transverse mount LS4, which is 5.3L. All the rest are 5.7 or bigger.
jags with chevy swaps are all over, the resources and documentation is there for standard small block swaps and the LS swap is just a conversion plate away from bolting in where a regular sbc will so it sounds simple enough.
ReverendDexter wrote: 4.8L LS1? LS1 is 5.7L Smallest LSx is the transverse mount LS4, which is 5.3L. All the rest are 5.7 or bigger.
The LR4 and LY2 were LSx based small blocks with 4.8L. Came from the truck line (vans, sierra/silvy) and came with the torque making truck intake, cast iron shortblock but same Gen III heads. I've always wanted to do a Hot Cam swap with the FAST intake and larger throttle body and stuff it into a smaller car.
In our 5500lb CC GMC the LR4 runs well, knocks down GREAT MPG and cruises at speed without an issue.
Bobzilla wrote: The LR4 and LY2 were LSx based small blocks with 4.8L. Came from the truck line (vans, sierra/silvy) and came with the torque making truck intake, cast iron shortblock but same Gen III heads. I've always wanted to do a Hot Cam swap with the FAST intake and larger throttle body and stuff it into a smaller car. In our 5500lb CC GMC the LR4 runs well, knocks down GREAT MPG and cruises at speed without an issue.
Okay, well, those aren't LS1s, lol.
That being said, when you say they're "based" on the LS1, are they all aluminum as well? Or are these iron block motors?
Depends.... the LR4 is a cast iron shortblock, aluminum heads. IIRC, I think the the new LY2 are all aluminum. But I've been wrong before. As for "LSx based" they share the same 6 bolt main, same configuration, same bore centers, same everything. Just one weighs a little more than the other.
It's the same as everyone calling the L99 the "baby LT1" from the 94-96 Caprice. They weren't LT1's either, but they shared the same design.
It's a 4.8L with LS1 intake manifold and throttle body. So I call it a 4.8L LS1 since it is a gen III ls based motor. Bolts up same way the other Gen IIIs do. Thanks for the info on the SBC conversions as well, should come into hand if I follow through with this. We are still keeping the Mad Max honda, but it'll be back with a different theme.
I know my LS stuff though.........Some guys have put the 4.8L with a cam swap and intake manifold swap into their 4th gen f-bodies with amazing results.........
I think it's a great idear!
DirtyBird222 wrote: So I can get engine+tranny+car for $1200 total. That leaves me with $800 + whatever I can sell off the car for the challenge. Who thinks this would be a cool car? I know it wouldn't be a top contender but it'd be damn fun...thinking of a Nascar related them too lol. I also found a 90 BMW 325 Convertible for $400 with blown engine.
i bought a 1998 f-body 325hp LS1 with 4L60E for about $1250. with shipping is was right at $1400. from this guy. http://myworld.ebay.com/ebaymotors/spacecoastmotorworks/ it was a total complete, ecu, wiring, with all acc. they are real easy to wire up if you have the harness. i liked the setup better than the corvette, the acc were in better locations. and the 98-99 had a single fuel line. no return. just use a early corvete LS1 fuel pump with built in regulator. about $90 at NAPA.
i would hope you get the 4.8 or 5.3 for less. but, you said you were getting the car also. thats a good deal. good luck.
http://www.jagsthatrun.com
DirtyBird222 wrote: I know my LS stuff though.........Some guys have put the 4.8L with a cam swap and intake manifold swap into their 4th gen f-bodies with amazing results.........
Why on Earth would anyone do that when you can actually buy a 4th gen F-body for around $7-8k with a 5.7-liter LS1 already in it?
shorter stroke, more rev's. Like a modern day DZ302. Why would anyone want a 302 in a 69 Camaro when they could have the 427?
I wanted to do one into a Catera.
Will wrote:DirtyBird222 wrote: I know my LS stuff though.........Some guys have put the 4.8L with a cam swap and intake manifold swap into their 4th gen f-bodies with amazing results.........Why on Earth would anyone do that when you can actually buy a 4th gen F-body for around $7-8k with a 5.7-liter LS1 already in it?
Last two words in my post....amazing results? That's why I'm no fan of the adage"No replacement for displacement." Because you can do some cool things with the lower cubed engines.
Example: Nascar is able to make 850hp with a 355 Cubic inch engine....no need for a 383, 396, 402, 408, or 427...
You can also take the semi-crappy 305s that came in most 3rd gens and stroke them out to a 335 and get better results than putting the TPI 350/L98 in there.
Plus if you buy a cheap rolling chassis, you can get these 4.8L or 5.3L for cheap, the 5.3L have better flowing heads, throw a LS1/6 intake manifold on there, big cam, upgraded valve springs, and new timing chain, and you have yourself a pretty cheap, fast, and fun setup.
I can see building a 4.8 for an engine swap. Hell, I just helped a friend put a 4.8 into a 47 International KB-1 riding on a 65 Chevy truck frame (with an MII front suspension, I think he's trying to get one of every domestic maker's parts on there). That I get. But putting one into a car that already comes with an LS1 seems like a whole lot of work. In other words...can you buy a 98-up V6 Camaro, swap in a 4.8 and t56 or 4L60E, add on any other desirable parts the Z/28 has that the V6 model doesn't (I'm not a Camaro expert) and exceed LS1 power levels (to make it worth the hassle) for less than an LS1 Z/28 costs? If so it sounds like fun.
My ideal combo would be the 6.0L Gen III block with the 4.8L crank, modern day LSx-based 327, almost exactly the same bore and stroke as the original. Add the Corvette lightweight flywheel and anything you lacked in torque you would more than make up for with rev-ability.
Buy a V6 firebird/camaro or a roller. If it's a V6 get a LS1 tranny, k-member, and rear end. Easier to get a roller though. You can get 4.8 and 5.3 for way cheaper and build them up to best just as good or better than the 5.7L+ LSes. You have to remember it's in the same engine family, which means it has been touched by the hand of god as well. Accepts all LS cams such as the Magic Stick and LG Motorsports G5X3.
If I had a roller F-body I would go this route for a budget build.
Jag is gone :( I have found a 80s Volvo wagon though 
DirtyBird222 wrote: You can also take the semi-crappy 305s that came in most 3rd gens and stroke them out to a 335 and get better results than putting the TPI 350/L98 in there.
OK, you have me curious now...where could I find more info & details about this?
I was thinking an lsx swap in my 88 Truck might be a "someday" project, but if there's hope for the 305 - and it's cheaper and/or easier - it's worth consideration.
petegossett wrote:DirtyBird222 wrote: You can also take the semi-crappy 305s that came in most 3rd gens and stroke them out to a 335 and get better results than putting the TPI 350/L98 in there.OK, you have me curious now...where could I find more info & details about this? I was thinking an lsx swap in my 88 Truck might be a "someday" project, but if there's hope for the 305 - and it's cheaper and/or easier - it's worth consideration.
+1. I have a free 305 that I was planing on using only for mock up until I get a Vortec'd 350 in there. Tell me I'm wrong.
The big difference between the 350 and 305 is bore diameter. Putting a "stroker crank" in a 305 increases size and torque a bit. You run into an issue once you try putting big valve heads on the block.
My ultimate SBC involves a Dart alloy 4.155 bore block with 350 main journals and a 265 (late 4.3L V8) short throw crank, alloy 2.05/1.65 heads, big roller cam and 11.5:1 CR. A Victor manifold set up for MPFI with a 1000cfm progressive throttle body, running E85 mind you as well.
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