GTO oil pan
01-26-2008, 09:34 AM
#6
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Hell EAMartin I have a 2000 Camaro LS1 engine with a rear sump oil pan. It would work out much better for me to have a LS1 GTO front sump oil pan in order to adapt the LS1 to a THM325-4L transaxle. This LS1 engine/trans combo will end up in the rear of a Corvair. Thanks-BILL
01-26-2008, 12:11 PM
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Your Corvair project sounds very interesting. Back in the 70s I mated a 425 HP 427 to an Olds Toronado drivetrain and put it in a 1965 Corvair. What a ride!!! Is your Corvair engine going in the front or the rear? I saw one at the Kansas City Goodguys with an ls1 in the front and it was great.
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01-26-2008, 07:47 PM
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I would be interested in some kind of oil pan and oil pickup swap with you or somebody, I'm near Raleigh NC. The windage tray may or may not be different. I'm also looking for a blown up LS1. I only bought a LS1 long block and intake so I need everything else to complete the long block to make a stand alone running engine.
In doing this V8 conversion, the LS1 should weigh around 200 lbs. less than the Olds 425 or 455 engine and the weaker THM325-4L 4 speed transaxle weighs 121 lbs. less than the THM425. If you used the Olds Toronado engine/transaxle conversion kit for the Corvair, that weighed in at 115 lbs. which could be made lighter by about 25 lbs. So the LS1 and THM325-4L rear engine conversion I'm attempting if I'm careful should weigh 325 lbs. to possibly 350 less than the Olds conversion kit. The problem is mounting the engine to the THM325-4L is challenging. Since the LS1 block goes below crank centerline. there's about 3/8 inch interference with the differential on the side of the block on the divers side starting just after oil pan bolt #2 to #3. The #3 threaded hole in the block has about 1/4 to 3/8 inch interference even after a little grinding off the differential. The front sump pan has a front filter which is between oil pan bolt #1 to #2 which will just clear. A rear sump pan with the rear filter would never clear and the rear sump oil pick tube is slightly in the way. I would have really preferred a rear sump pan with front filter because I wonder with 1G of hard acceleration up 50 MPH in 1st gear if there is greater risk of oil starvation with the oil ending up on the backside.
The THM325-4L transmission is not that strong, it's based on the 200R4 , but at least some of performance parts are interchangeable. The differential looks to be only around 8 inch and there's nothing I could do with that. The front sump GTO pan still needs a lot of modifying but at least the oil filter and pickup tube I wouldn't have to mess with. I would think the Corvair could achieve 30 mpg highway with a mild cam and 11's in the 1/4 mile with good handling and stock appearance inside and out. I was trying to go with better gas mileage and lighter weight approach because I read that several people said the handling was not that good with the Olds/Corvair conversion. How did the Olds Corvair you had handle? Was wheelies a problem? Thanks-BILL
Last edited by Mr Bud; 01-26-2008 at 08:29 PM. Reason: Chopped up sentences
01-26-2008, 08:43 PM
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Hi Buckndol,
More on your Olds/Corvair, I'm interested in hearing more about it, cool to have done it so long ago. How well did you like it? Gas mileage? What to or what not to do and watch out for on a conversion and so forth? Was it worth the effort?
More on your Olds/Corvair, I'm interested in hearing more about it, cool to have done it so long ago. How well did you like it? Gas mileage? What to or what not to do and watch out for on a conversion and so forth? Was it worth the effort?
01-28-2008, 09:28 AM
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I still need to trade a 2007 GTO pan for F body. Contact me if you want to trade.
Many of the problems with the 427 / Olds Corvair are cured by parts that are available now but were not available then. The starter on the olds bolst to the bellhousing and the Chev bolts to the block. I had to grind the stock Chev starter case quite a bit to get it to clear. A mini starter would solve that. There were no electric fans available then so I two radiators, one in the front and one in right in front of the motor. There were no high stall converters so the 425 HP cam had a bit too much overlap to be ideal. The car was a very streetable monster. With the engine weight over the rear wheel the car would pull a holeshot on a car with slicks. At a full power launch you almost could not make the wheels spin. It was VERY light on front during acceleration. Your steering was minimal but as long as you were going in a straight line you don't need much. Gas mileage was not much but gas was 40 cents per gallon. I used hydraulic master and slave on the throttle. I build an engine cover but noise in the car was quite high... but that was back before I worried about hearing loss. The ehaust was difficult since the back of the motor was so close to the back of the car. All in all it was a great conversion and well ahead of its time. I did sneak up on a lot of people.
Many of the problems with the 427 / Olds Corvair are cured by parts that are available now but were not available then. The starter on the olds bolst to the bellhousing and the Chev bolts to the block. I had to grind the stock Chev starter case quite a bit to get it to clear. A mini starter would solve that. There were no electric fans available then so I two radiators, one in the front and one in right in front of the motor. There were no high stall converters so the 425 HP cam had a bit too much overlap to be ideal. The car was a very streetable monster. With the engine weight over the rear wheel the car would pull a holeshot on a car with slicks. At a full power launch you almost could not make the wheels spin. It was VERY light on front during acceleration. Your steering was minimal but as long as you were going in a straight line you don't need much. Gas mileage was not much but gas was 40 cents per gallon. I used hydraulic master and slave on the throttle. I build an engine cover but noise in the car was quite high... but that was back before I worried about hearing loss. The ehaust was difficult since the back of the motor was so close to the back of the car. All in all it was a great conversion and well ahead of its time. I did sneak up on a lot of people.
02-15-2008, 01:01 PM
#16
I am in the market to buy a gto oilpan that will bolt to a 6.0 lq9 block. Pm me prices if you would like to sell one and It will be sunday night before I get back on a computer to respond. I may also need the pick up for it also. I have a marine pan that is flat across the bottom front to back if any one wants to mate it into an easy chasis for extra oil capacity.
06-25-2008, 05:10 AM
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I have a GTO pan off a 05 LS2 crate motor I would be willing to sell or trade for a F -body oil pan. The last F-body pan I bought from a guy on here was cracked so I need a good one. You will get Pan tray and pick up tube all new from a crate motor. If interested PM me.
Thanks Tim
Thanks Tim
06-25-2008, 11:05 AM
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I have a GTO oil pan that I would like to sell, as I already have the correct pan for my conversion. The GTO pan is off of an 04 LS1. It will include windage tray, pickup tube, dipstick, dipstick tube, and block plug for the dipstick hole. I like to get $200.00 plus shipping.
AJW
AJW
