Turbo LS1 Powered 1999 Mustang
05-28-2008, 05:40 PM
#1
Turbo LS1 Powered 1999 Mustang This is Rays 99 mustang that we are changing from a 4.6 SOHC supercharged to a 6.0l LS1 with a T76 turbo. We just got it in the shop so the pics are before shots. We will keep you posted as we go along. G
And yes, it was trailered here with a chevy. You try driving a 450 hp lowered car with 4 nitto 550's on it in this crap!
Here are some new shots of the mustang project. The trans is out, the motor is soon to be out, The 2001 6.0l motor w/58K miles on it from Bow Auto Salvage (find them on Ebay as bowautoparts or www.bowautoparts.com
. Awesome prices and customer service) and we have started to mock up the new parts.
Starting to mock up the drivers side manifold and F car intake on the 6.0L. The manifold is a 98 F car (camaro/firebird) passengers side unit turned around. You can also just see the F car motor mounts. Make sure they go the right way up or it will hit the bottom of the manifold.
This is the new SFI steel bellhousing made by McLeod for a BBC to a Ford top loader 4 spd. Mcleod makes these with all the holes needed to go to a BBC or an LS1 (see the hole at the 12 oclock). It also bolts right up to the TKO500. The bellhousing that other companies say are a direct fit are not. And they are $650+. After that you need to swap to a hydralic clutch set up. I will cover the mods to this in a later post.
LS1's invade Giffin's Pefromance!! The one on the stand is a 98 F car LS1 we found in maine for cheap that we are using for parts and a spare long block for when we blow some stuff up this summer.
Back to the transmission bell housing modifications. Here are some shots of the pivot ball stud location and where we had to move it to the other side as the fords use a pull cable instead of a push slave cylinder. The threaded part is just an over size 1/2" XS 13 nut that is turned down to .550" thick. This is then welded to the bell housing to align it to the arm hole. The long TKO pivot ball threads will stick through about an 1/8" and you will have to trim the back side off a little.
This is the nut ready to be welded. It is held in place with a 1/2" bolt.
Nut welded in place.
Stud installed in final location.
The other issue with using a BBC bell housing is that the back of an LS1 motor has a rear motor plate that holds the rear main seal. It has 12 bolts that stick out about a .325" past the plane of the rear of the block. The Lakewood scatter shield has this plate that mates to the back and will interfere wit the plate. If you you put a dab of grease on each bolt head you can transfer each position to the back of the plate. Drill each of the positions to 1/2" and that should be enough to clear the bolt head.
This is the plate with the hole drilled and finished.
The other issue with the back of an LS1 motor is that the GM factory left about .035" of a lip on the oil pan and the botom of the rear motor plate. It is just the extra casting edge left over that was not milled down to clear the back of the stock bellhousing. If you take an angle grinder and level it out with the surface of the rear block plane then the scatter shield will sit flat. Only take enough to clear the plate and check progress with a straight edge. Also bevel all of the ground edges to keep from having crackes form on a hard edge.
And this is the finished plate set on the motor. All we have left to do is make a convesion pilot bushing, make a mount for the clutch cable, and shave .10" off of the clutch disc bronze hub (transmission side) and the trans is ready to be put in the car.
And yes, it was trailered here with a chevy. You try driving a 450 hp lowered car with 4 nitto 550's on it in this crap!
Here are some new shots of the mustang project. The trans is out, the motor is soon to be out, The 2001 6.0l motor w/58K miles on it from Bow Auto Salvage (find them on Ebay as bowautoparts or www.bowautoparts.com
. Awesome prices and customer service) and we have started to mock up the new parts.
Starting to mock up the drivers side manifold and F car intake on the 6.0L. The manifold is a 98 F car (camaro/firebird) passengers side unit turned around. You can also just see the F car motor mounts. Make sure they go the right way up or it will hit the bottom of the manifold.
This is the new SFI steel bellhousing made by McLeod for a BBC to a Ford top loader 4 spd. Mcleod makes these with all the holes needed to go to a BBC or an LS1 (see the hole at the 12 oclock). It also bolts right up to the TKO500. The bellhousing that other companies say are a direct fit are not. And they are $650+. After that you need to swap to a hydralic clutch set up. I will cover the mods to this in a later post.
LS1's invade Giffin's Pefromance!! The one on the stand is a 98 F car LS1 we found in maine for cheap that we are using for parts and a spare long block for when we blow some stuff up this summer.
Back to the transmission bell housing modifications. Here are some shots of the pivot ball stud location and where we had to move it to the other side as the fords use a pull cable instead of a push slave cylinder. The threaded part is just an over size 1/2" XS 13 nut that is turned down to .550" thick. This is then welded to the bell housing to align it to the arm hole. The long TKO pivot ball threads will stick through about an 1/8" and you will have to trim the back side off a little.
This is the nut ready to be welded. It is held in place with a 1/2" bolt.
Nut welded in place.
Stud installed in final location.
The other issue with using a BBC bell housing is that the back of an LS1 motor has a rear motor plate that holds the rear main seal. It has 12 bolts that stick out about a .325" past the plane of the rear of the block. The Lakewood scatter shield has this plate that mates to the back and will interfere wit the plate. If you you put a dab of grease on each bolt head you can transfer each position to the back of the plate. Drill each of the positions to 1/2" and that should be enough to clear the bolt head.
This is the plate with the hole drilled and finished.
The other issue with the back of an LS1 motor is that the GM factory left about .035" of a lip on the oil pan and the botom of the rear motor plate. It is just the extra casting edge left over that was not milled down to clear the back of the stock bellhousing. If you take an angle grinder and level it out with the surface of the rear block plane then the scatter shield will sit flat. Only take enough to clear the plate and check progress with a straight edge. Also bevel all of the ground edges to keep from having crackes form on a hard edge.
And this is the finished plate set on the motor. All we have left to do is make a convesion pilot bushing, make a mount for the clutch cable, and shave .10" off of the clutch disc bronze hub (transmission side) and the trans is ready to be put in the car.
Last edited by ForcedInduction; 12-07-2008 at 01:24 PM.
05-28-2008, 05:43 PM
#2
Well after being laid up with a herniated disc in my back for the last month, we are finally back on the mustang swap. Here are some shots of the new motor set into place. Right now it is just sitting on the tubular cross member while we sqaure it and make some new motor mounts. We are also starting to lay out the accesories and mounts for them. The A/C compressor looks like it will be fairly simple as it is the same style as the GM on. Looks like we can just modify the mount and be all set.
Looks tiny in there where the old MOD motor was. Just for refence that 4.6l mod motor was 29 inches wide and the LS1 is only 21 inches wide. Makes for plenty of room to run pipeing for the turbo. G
We started to make up the motor mounts using the 6.0l truck pan that came with the motor and quickly came to a screeching halt. Luckily we decided to check the rack clearance before making the mounts. Turns out that the rack sits about 3/4" higher than the cross bar of the K member. If we picked up the motr enough to clear then it was angled to far for good drive shaft angle. On top of that it pu the tranny up against the tunnel. It also had terrible ground clearance. So it was off to the GM dealer and a new F body camaro pan was ordered along with a pick up tube.
Here is the truck pan.
here is the modified 4.6l motor mount on the drivers side. We cut up a diesel truck motor mount and welded it to the old part of the 4.6l mount. We had to shorten it about an inch to make room for the wider bottom end of the LS motor.
And this is the passengers side. As you can see it was a simple straight forward install on this side. What you dont see in these photos is that we swapped the ABS pump motor and brake lines over to the outside of the frame rail. It was just in the way in the stock location inside the frame rail on the passengers side. Funny thing is that there are 2 holes in the right spot to put the BPMV on the out side of the rail just like Ford was intending it to be out there. I'll post pics of it later. G
Here is the BPMV on the outside of the frame. The one brake line that looks all wacked out will need to be remade and re-run so it is aesthically pleasing.
and here is the F body oil pan with the rack and motor mounts all in and done.
Here are some shots of the accesories as they were mocked up. We finally settled on the GM truck A/C compressor, the ford power steering pump and a camaro LS1 altenator mounted up top (they are usually mounted down low). This also shows the brackets made up for the ford power steering resivior.
Here is the passengers side turbo manifold as it is being made. The tubes are kind of tight at the front and is going to neccesitate running the front 2 plug wires dwn under the manifold. The T-76 turbonetics turbo is actually going to be a tight fit with the way the hood line slopes down in front but it is totally doable. G
Looks tiny in there where the old MOD motor was. Just for refence that 4.6l mod motor was 29 inches wide and the LS1 is only 21 inches wide. Makes for plenty of room to run pipeing for the turbo. G
We started to make up the motor mounts using the 6.0l truck pan that came with the motor and quickly came to a screeching halt. Luckily we decided to check the rack clearance before making the mounts. Turns out that the rack sits about 3/4" higher than the cross bar of the K member. If we picked up the motr enough to clear then it was angled to far for good drive shaft angle. On top of that it pu the tranny up against the tunnel. It also had terrible ground clearance. So it was off to the GM dealer and a new F body camaro pan was ordered along with a pick up tube.
Here is the truck pan.
here is the modified 4.6l motor mount on the drivers side. We cut up a diesel truck motor mount and welded it to the old part of the 4.6l mount. We had to shorten it about an inch to make room for the wider bottom end of the LS motor.
And this is the passengers side. As you can see it was a simple straight forward install on this side. What you dont see in these photos is that we swapped the ABS pump motor and brake lines over to the outside of the frame rail. It was just in the way in the stock location inside the frame rail on the passengers side. Funny thing is that there are 2 holes in the right spot to put the BPMV on the out side of the rail just like Ford was intending it to be out there. I'll post pics of it later. G
Here is the BPMV on the outside of the frame. The one brake line that looks all wacked out will need to be remade and re-run so it is aesthically pleasing.
and here is the F body oil pan with the rack and motor mounts all in and done.
Here are some shots of the accesories as they were mocked up. We finally settled on the GM truck A/C compressor, the ford power steering pump and a camaro LS1 altenator mounted up top (they are usually mounted down low). This also shows the brackets made up for the ford power steering resivior.
Here is the passengers side turbo manifold as it is being made. The tubes are kind of tight at the front and is going to neccesitate running the front 2 plug wires dwn under the manifold. The T-76 turbonetics turbo is actually going to be a tight fit with the way the hood line slopes down in front but it is totally doable. G
Last edited by ForcedInduction; 05-28-2008 at 05:51 PM.
badass built, me and a couple friends are building a 92 fox body, with either a 5.3 or maybe 6.0 turbo400 and a t70 so well see how it goes, but like I said badass built you got going there. 
12-07-2008, 01:18 PM
#7
wow! its been several months since my last post! I definatly suck! Well here is the finished turbo log with the turbo and the waste gate mounted.
The heater outlet and inlet are going to be removed, tapped and have NPT to AN 90deg fittings put in so they will clear the log. Also the bottom radiator hose will go to a corvette thermostat housing that will come out straight. The truck one angles towards the waste gate. G
The wiring harness here will be rerouted to the outside of the fender well. It will still be protected as the fords have a plastic inner liner and they also put thier computer modules out there. This should ease some of the heat/melting issues in this area. G
Here are some shots of the turbo and down pipe mocked up. The down pipe is now welded and done down to the bell housing area.
here is a good shot of the t-stat housing as it points towards the waste gate. The vette unit should fix this nicely. G
here is the start of the passengers side coil pack mount. It is the truck unit (camaro and vette units sit 1/2" lower on the valve cover). Even with the truck unit it was close to the down pipe. I added some tabs to raise it up another 5/8". This greatly eases the clearance issues with the down pipe.
Here is the finished tab for the clutch cable. It is simple and self explanitory so I wont bore you with the details
Here is the cross over pipe started. i still need to pick up a flex pipe for the middle.
The heater outlet and inlet are going to be removed, tapped and have NPT to AN 90deg fittings put in so they will clear the log. Also the bottom radiator hose will go to a corvette thermostat housing that will come out straight. The truck one angles towards the waste gate. G
The wiring harness here will be rerouted to the outside of the fender well. It will still be protected as the fords have a plastic inner liner and they also put thier computer modules out there. This should ease some of the heat/melting issues in this area. G
Here are some shots of the turbo and down pipe mocked up. The down pipe is now welded and done down to the bell housing area.
here is a good shot of the t-stat housing as it points towards the waste gate. The vette unit should fix this nicely. G
here is the start of the passengers side coil pack mount. It is the truck unit (camaro and vette units sit 1/2" lower on the valve cover). Even with the truck unit it was close to the down pipe. I added some tabs to raise it up another 5/8". This greatly eases the clearance issues with the down pipe.
Here is the finished tab for the clutch cable. It is simple and self explanitory so I wont bore you with the details
Here is the cross over pipe started. i still need to pick up a flex pipe for the middle.
Last edited by ForcedInduction; 12-07-2008 at 01:26 PM.
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12-07-2008, 01:21 PM
#8
Some new parts have arrived! Here is the Megasquirt II 3.57 and an innovate wide band O2.
Here is the start of the fuel system. Aeromotive rails and A1000 regulator. We will have to run a return line to the tank as the 99 Mustangs are a returnless system.
And the finished Y pipe installed.
This is the intercooler mounted. It is a 12 X 24 X 3 unit.
You can just see the back of the bumper support that has been relieved to allow air up to the intercooler top.
It has been awhile since the last post. Many changes in life have occured since the last post. People have lost, quit, changed and been fired from jobs and all seemed to have landed better than before. These are shots of the fuel system finished and the pilot bearing installed.
Aeromotive rails and regulator.
We added a 3/8 inch return line back to the tank. The 99 mustang has a returnless fuel system so a new one was needed.
These are the Chevy truck pilot bearing from a 74 C10 w/ SM465 4 spd trans. The out side diameter is perfect for the 6.0l crank and the center hole had to be opened up .085 incehes. All in all it was a straight forward piece to make.
Here is the 04 ZO6 cam and springs goping in. This is by far the best upgrade for the money. $380 our cost for cam and springs brings a proven 80hp and 84ft lbs of torque to the motor. And it is a 112 LSA so it is a turbo friendly grind.
Here is the start of the fuel system. Aeromotive rails and A1000 regulator. We will have to run a return line to the tank as the 99 Mustangs are a returnless system.
And the finished Y pipe installed.
This is the intercooler mounted. It is a 12 X 24 X 3 unit.
You can just see the back of the bumper support that has been relieved to allow air up to the intercooler top.
It has been awhile since the last post. Many changes in life have occured since the last post. People have lost, quit, changed and been fired from jobs and all seemed to have landed better than before. These are shots of the fuel system finished and the pilot bearing installed.
Aeromotive rails and regulator.
We added a 3/8 inch return line back to the tank. The 99 mustang has a returnless fuel system so a new one was needed.
These are the Chevy truck pilot bearing from a 74 C10 w/ SM465 4 spd trans. The out side diameter is perfect for the 6.0l crank and the center hole had to be opened up .085 incehes. All in all it was a straight forward piece to make.
Here is the 04 ZO6 cam and springs goping in. This is by far the best upgrade for the money. $380 our cost for cam and springs brings a proven 80hp and 84ft lbs of torque to the motor. And it is a 112 LSA so it is a turbo friendly grind.
Last edited by ForcedInduction; 12-07-2008 at 01:27 PM.
12-07-2008, 01:23 PM
#9
Here is some of the wiring mess that is going on right now. Fords schematics suck at best. The ford harness is 75% modified, the main Megasquirt harenss is run thruogh the firewall and the MSD harness is 90% done and run. We just have to modify/build the Megasqirt harness and we should be close to a start up soon. As a side note, I have the wheels on the car for the first time and found out that the tubular K member changed the camber drasticly. Will have to look into why that is. G
some shots of the intercooler piping. G
Car is now 98% done. Some minor things to attend to, but we did get to drive it around the lot at bit before it started to snow! runs great!
some shots of the intercooler piping. G
Car is now 98% done. Some minor things to attend to, but we did get to drive it around the lot at bit before it started to snow! runs great!
Last edited by ForcedInduction; 12-07-2008 at 01:29 PM.
12-07-2008, 01:31 PM
#11
Ok here is the first start video although it is kinda dark (crappy camera work!). Rays GT is now running so we can finish up some of the last issues. Hopefully in the spring we can tune it more and get so track videos! G
http://www.youtube.com/watch?v=EKc2J6T7jfc
http://www.youtube.com/watch?v=EKc2J6T7jfc
BOSS APPROVED!
12-09-2008, 01:28 PM
#20
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Yea, it does need some clean up of wires and such. But hey, anyone can bolt in a K member and someone elses turbo kit, takes nads to put motors into stuff that it was never supposed to be there! Wait till the first of the year when we start our Datsun 610 LS turbo build. We are thinking of trying to do it on the really cheap with a junkyard 5.7LS and 2 ebay T70's (yea, the ssautochrome junks!). We have most of the spare parts already. If nothing else it will be a good test bed for ideas good or bad. G
Last edited by jfg455; 12-09-2008 at 01:33 PM.
