Conversion folks please list your conversion in here
Teching In
Joined: Aug 2006
Posts: 11
Likes: 0
From: Westchester County, NY
Update on LS7 swap in 03 Z06 2 bad LS7 GM motors! Well, I brought my 03 Z06 to a well recommended Corvette specific shop located in Westchester County, NY and was told that the SLP tuning that had been in my PCM for 3 years was sloppy even though I had never had any issues. After this tune that took much too much time and many different excuses since the shop was not equipped with a dyno, I take my Vette back and the engine blows up at Lime Rock on the 2nd lap. Teardown of the motor reveals #7 piston leaned out and detonated sending its shrapnel throughout the motor and taking #2 with it. The #7 cylinder wall has a 2" crack in it. Diagnosis on the PCM reveals bad timing and fuel curves causing the issues. After much thought, I decided to purchase the much vaunted LS7 Corvette Z06 motor.
I purchased the LS7, the oil reservoir and the lines. Upon receipt of the motor, the crankshaft was removed to change the reluctor wheel so my 03 PCM could function. When we disassembled the motor, we found the main bearings to be full of dirt and badly scored along with 2 rods. After many phone calls to GM Performance, an offer was made to rebuild this "new" crate engine. I declined the offer and requested a replacement motor. After 2 weeks, I received the replacement LS7 and upon removal of the crankshaft, we found the same problems, except worse. I have pictures placed on my website under Current Projects and 2003 Z06 LS7 conversion.
I am at the point where I do not want to put any LS7 in my car as this seems to be a major problem. There has been a lot of hype with these motors about the expensive facilities, hand assembly and hand signed along with individual 20 minute dyno runs to ensure the utmost in quality.
Anyone else had these issues with LS7's or GM Performance crates? It has been suggested to me that GM may be pulling these engines off the Wixom plant line that do not meet production car oil pressure specs and selling them as crate "performance" motors.
__________________
I purchased the LS7, the oil reservoir and the lines. Upon receipt of the motor, the crankshaft was removed to change the reluctor wheel so my 03 PCM could function. When we disassembled the motor, we found the main bearings to be full of dirt and badly scored along with 2 rods. After many phone calls to GM Performance, an offer was made to rebuild this "new" crate engine. I declined the offer and requested a replacement motor. After 2 weeks, I received the replacement LS7 and upon removal of the crankshaft, we found the same problems, except worse. I have pictures placed on my website under Current Projects and 2003 Z06 LS7 conversion.
I am at the point where I do not want to put any LS7 in my car as this seems to be a major problem. There has been a lot of hype with these motors about the expensive facilities, hand assembly and hand signed along with individual 20 minute dyno runs to ensure the utmost in quality.
Anyone else had these issues with LS7's or GM Performance crates? It has been suggested to me that GM may be pulling these engines off the Wixom plant line that do not meet production car oil pressure specs and selling them as crate "performance" motors.
__________________
TECH Veteran
iTrader: (3)
Joined: Feb 2004
Posts: 4,729
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From: Lynnwood, WA (North of Seattle)
Originally Posted by Classic Restorations
Well, I brought my 03 Z06 to a well recommended Corvette specific shop located in Westchester County, NY and was told that the SLP tuning that had been in my PCM for 3 years was sloppy even though I had never had any issues. After this tune that took much too much time and many different excuses since the shop was not equipped with a dyno, I take my Vette back and the engine blows up at Lime Rock on the 2nd lap. Teardown of the motor reveals #7 piston leaned out and detonated sending its shrapnel throughout the motor and taking #2 with it. The #7 cylinder wall has a 2" crack in it. Diagnosis on the PCM reveals bad timing and fuel curves causing the issues. After much thought, I decided to purchase the much vaunted LS7 Corvette Z06 motor.
I purchased the LS7, the oil reservoir and the lines. Upon receipt of the motor, the crankshaft was removed to change the reluctor wheel so my 03 PCM could function. When we disassembled the motor, we found the main bearings to be full of dirt and badly scored along with 2 rods. After many phone calls to GM Performance, an offer was made to rebuild this "new" crate engine. I declined the offer and requested a replacement motor. After 2 weeks, I received the replacement LS7 and upon removal of the crankshaft, we found the same problems, except worse. I have pictures placed on my website under Current Projects and 2003 Z06 LS7 conversion.
I am at the point where I do not want to put any LS7 in my car as this seems to be a major problem. There has been a lot of hype with these motors about the expensive facilities, hand assembly and hand signed along with individual 20 minute dyno runs to ensure the utmost in quality.
Anyone else had these issues with LS7's or GM Performance crates? It has been suggested to me that GM may be pulling these engines off the Wixom plant line that do not meet production car oil pressure specs and selling them as crate "performance" motors.
__________________
I purchased the LS7, the oil reservoir and the lines. Upon receipt of the motor, the crankshaft was removed to change the reluctor wheel so my 03 PCM could function. When we disassembled the motor, we found the main bearings to be full of dirt and badly scored along with 2 rods. After many phone calls to GM Performance, an offer was made to rebuild this "new" crate engine. I declined the offer and requested a replacement motor. After 2 weeks, I received the replacement LS7 and upon removal of the crankshaft, we found the same problems, except worse. I have pictures placed on my website under Current Projects and 2003 Z06 LS7 conversion.
I am at the point where I do not want to put any LS7 in my car as this seems to be a major problem. There has been a lot of hype with these motors about the expensive facilities, hand assembly and hand signed along with individual 20 minute dyno runs to ensure the utmost in quality.
Anyone else had these issues with LS7's or GM Performance crates? It has been suggested to me that GM may be pulling these engines off the Wixom plant line that do not meet production car oil pressure specs and selling them as crate "performance" motors.
__________________
Please keep us posted.
Teching In
Joined: Nov 2006
Posts: 2
Likes: 0
From: York
76 camaro / 02 Ls1 swap HELP ME! I have a great deal on a LS1 from an 02 Camaro SS with work already done and I need to know what all I need to convert my car / engine bay / engine. Headers, motor mounts, adapter to fit turbo 350 tranny, etc. Please let me know!
Brandon
Brandon
Teching In
Joined: Dec 2006
Posts: 2
Likes: 0
From: SW of Chicago
1978 Porsche 924 1978 Porsche 924 with a GTR body Kit, 2001 LS1 w/LS1edit software and mild engine warm over, 1986 Porsche 944 turbo Suspension, Big Red Brakes all around 12.7"frt 11.2"rear, 1993 Porsche 968 6 speed transaxle.255 40 17 fronts 345 30 18 rears. Should pull 1g and run 11 sec ¼’s
Original plan was a restoration. (HA) Found out no engine parts were available, most Porsche owners are **** orifices, and anyone who has parts thinks there gold plated.
Started researching swaps, 944 and 968 drive train are slam dunk straight forward almost bolt in but very expensive, temperamental turbos. Someone used to do a 4.3 V6 that was poorly conceived and designed. I learned a little from their swaps. Then I discovered an LS1 would be within 100 lbs. front axle weight of a 944 Turbo. Thus began the odyssey.
WHY I‘m doing it? Because everyone said I can’t and that it couldn’t be done.
Completion early 2007
Pics and thread to follow
Original plan was a restoration. (HA) Found out no engine parts were available, most Porsche owners are **** orifices, and anyone who has parts thinks there gold plated.
Started researching swaps, 944 and 968 drive train are slam dunk straight forward almost bolt in but very expensive, temperamental turbos. Someone used to do a 4.3 V6 that was poorly conceived and designed. I learned a little from their swaps. Then I discovered an LS1 would be within 100 lbs. front axle weight of a 944 Turbo. Thus began the odyssey.
WHY I‘m doing it? Because everyone said I can’t and that it couldn’t be done.
Completion early 2007
Pics and thread to follow
Teching In
Joined: Jun 2005
Posts: 9
Likes: 0
From: Melbourne, Australia
1978 HZ Holden Premier.
5.7L LS1 with TH350 with 3800rpm converter.
228/230 @112LSA
9" Diff with 3:9 diff gears.
Old pictures of the car can be found here. http://www.cardomain.com/ride/564964
Should have some updated pics on my Cardomain page soon.
Cheers,
Ryan
5.7L LS1 with TH350 with 3800rpm converter.
228/230 @112LSA
9" Diff with 3:9 diff gears.
Old pictures of the car can be found here. http://www.cardomain.com/ride/564964
Should have some updated pics on my Cardomain page soon.
Cheers,
Ryan
Teching In
Joined: Apr 2006
Posts: 16
Likes: 0
From: Atlanta, Georgia
Ken Mercer here with Mercer Motorsports . I'm a competitor in the World Extreme Rock Crawling Championship Series (W.E.ROCK ).
I completed an LS2 crate motor swap in my competition rock racing buggy earlier this year. It's a mid engine design where the drive train sits backwards in the rig behind the driver seat. I used an ECU/Harness package from UMI Racing (Delphi 4B ECU and custom harness). Motor was mated to a Hughes Powerglide transmission and Lovell (pneumatic) transfer case and Currie custom 9" / Dana 60 axles with rear steering.
The swap went fine, my only real issue was mixing and matching accessories. Street and Performance provided most of the serpentine components and I had to make my own bracket to mount the steering hydro pump.
Given the nature of our competition series, the rig saw lots of steep (70-80 degree) hill climbs , decents and off camber situations... and a few hard roll overs. I had a few overheating issues and also started to see low oil pressure on occasion.... well you can probably guess what happened.... with about 10 hours on the motor (BOOM) or more like TAP TAP TAP TAP TAP TAP......
The tear down revealed several spun rod bearings due to oil starvation... all the bearings had some amount of galling and damage. I had just put an oil accumulator on the motor when it went, but obviously too late as the damage had been done early on.
So, lots of lessons learned about the importance of good fuel, tuning, cooling and oil pressure as all of these areas contributed to the demise of my brand new LS2 Corvette motor.
After looking around some at options, I decided to call up Brian at SDPC and order a new forged 402 short block. I now have that motor installed and it's a monster (thanks Brian).... more pics and updates to come.
Also, noticing more and more LSX swaps in Jeeps and other 4X4 and offroad
rigs here.... that's a good thing. If there is any information I can provide or any questions I can help answer based on my swap experiences, I'm happy to
do so. Oh, BTW... I'm rebuilding that old LS2 block (another forged 402 stroker) and it's going in my 1984 Jeep CJ8 project..... pics coming of that project soon as well.
SDPC 402 in a 2200 lb buggy
GET SOME!!!!!
I completed an LS2 crate motor swap in my competition rock racing buggy earlier this year. It's a mid engine design where the drive train sits backwards in the rig behind the driver seat. I used an ECU/Harness package from UMI Racing (Delphi 4B ECU and custom harness). Motor was mated to a Hughes Powerglide transmission and Lovell (pneumatic) transfer case and Currie custom 9" / Dana 60 axles with rear steering.
The swap went fine, my only real issue was mixing and matching accessories. Street and Performance provided most of the serpentine components and I had to make my own bracket to mount the steering hydro pump.
Given the nature of our competition series, the rig saw lots of steep (70-80 degree) hill climbs , decents and off camber situations... and a few hard roll overs. I had a few overheating issues and also started to see low oil pressure on occasion.... well you can probably guess what happened.... with about 10 hours on the motor (BOOM) or more like TAP TAP TAP TAP TAP TAP......
The tear down revealed several spun rod bearings due to oil starvation... all the bearings had some amount of galling and damage. I had just put an oil accumulator on the motor when it went, but obviously too late as the damage had been done early on.
So, lots of lessons learned about the importance of good fuel, tuning, cooling and oil pressure as all of these areas contributed to the demise of my brand new LS2 Corvette motor.
After looking around some at options, I decided to call up Brian at SDPC and order a new forged 402 short block. I now have that motor installed and it's a monster (thanks Brian).... more pics and updates to come.
Also, noticing more and more LSX swaps in Jeeps and other 4X4 and offroad
rigs here.... that's a good thing. If there is any information I can provide or any questions I can help answer based on my swap experiences, I'm happy to
do so. Oh, BTW... I'm rebuilding that old LS2 block (another forged 402 stroker) and it's going in my 1984 Jeep CJ8 project..... pics coming of that project soon as well.
SDPC 402 in a 2200 lb buggy
GET SOME!!!!! 
Originally Posted by Pro Stock John
Please list:
1) Vehicle receiving the swap
2) Your new combo, LS1; A4 or M6, etc.
3) Link to pics if you have any
We can create a list and link it to the top of this forum as a guide.
I wanted to thank everyone who has gotten the word out about this particular forum, I wasn't sure if it would have an audience but it appears that there is one.
Bonus points if you have info or pics of that 59 Cadillac converstion with the turbocharged LS1 from New Jersey!!!!
1) Vehicle receiving the swap
2) Your new combo, LS1; A4 or M6, etc.
3) Link to pics if you have any
We can create a list and link it to the top of this forum as a guide.
I wanted to thank everyone who has gotten the word out about this particular forum, I wasn't sure if it would have an audience but it appears that there is one.
Bonus points if you have info or pics of that 59 Cadillac converstion with the turbocharged LS1 from New Jersey!!!!
2. LS1 from a 98 Vette, 00 heads, 4L60E
3. http://mcspeed.homestead.com/LSXC4.html
Teching In
Joined: Oct 2006
Posts: 2
Likes: 0
5.3LM7 in Jeep Wrangler '87 Jeep Wrangler with 5.3L LM7, 700R4, Atlas II Transfer Case.
LS1performanceparts and Steve Hilton supplied the LM7 and the wiring harness and computer. Harness and computer are real Hack Jobs. Harness was missing connectors, TPS, and one other that I've forgotten about as it was Feb 06. Computer was supposed to have been setup for 2-O2 sensors, but harness shipped with 4 connectors. Computer is throwing security codes...VATS was supposed to be removed. NO communication with Steve since June this year....he will not return phone calls or email. I saw some of the stuff that was said about him here. It all rings true in my opinion.
Don't buy from him, he charges top dollar and offers poor quality and satisfaction. I need to find a tuner to take care of the computer problems...it won't run more than 5 seconds then injectors get shut off by security.
Here's a link to my project....
http://parksrinehart.com/Gallery/5-3L-LS1-Chevy-Buildup
LS1performanceparts and Steve Hilton supplied the LM7 and the wiring harness and computer. Harness and computer are real Hack Jobs. Harness was missing connectors, TPS, and one other that I've forgotten about as it was Feb 06. Computer was supposed to have been setup for 2-O2 sensors, but harness shipped with 4 connectors. Computer is throwing security codes...VATS was supposed to be removed. NO communication with Steve since June this year....he will not return phone calls or email. I saw some of the stuff that was said about him here. It all rings true in my opinion.
Don't buy from him, he charges top dollar and offers poor quality and satisfaction. I need to find a tuner to take care of the computer problems...it won't run more than 5 seconds then injectors get shut off by security.
Here's a link to my project....
http://parksrinehart.com/Gallery/5-3L-LS1-Chevy-Buildup
Staging Lane
Joined: Feb 2006
Posts: 50
Likes: 0
From: New England
Originally Posted by LS1Sportside
'95 Sportside Chevrolet
LS1 M6, Mild Cam, Turbo
'00 Astro Van
5.3 A4, Mild Cam
'69 MGB
LS6 M5, Twin Turbo
'99 Camaro
X-3.8, 402 A4
LS1 M6, Mild Cam, Turbo
'00 Astro Van
5.3 A4, Mild Cam
'69 MGB
LS6 M5, Twin Turbo
'99 Camaro
X-3.8, 402 A4
Staging Lane
Joined: Jul 2005
Posts: 50
Likes: 0
From: SoCal
northcoastrides - check out this website - lots of members with V8 Astro's/Safari's - I know at least one of them is an LS1 swap:
http://www.astrosafari.com
http://www.astrosafari.com
TECH Apprentice
Joined: May 2006
Posts: 305
Likes: 0
My '88 Firebird has been getting worked on for 3 months now and I hope to have it done very soon.
LS2 with MTI stealth II cam, Stage 2E ported heads, FAST 90mm intake w/ Nick Williams throttle body, PCM tuned, viper T-56, Moser Ford-9 with 3.50s and tubular k-member/suspension upgrades.
We're just trying to get the engine to run now...
LS2 with MTI stealth II cam, Stage 2E ported heads, FAST 90mm intake w/ Nick Williams throttle body, PCM tuned, viper T-56, Moser Ford-9 with 3.50s and tubular k-member/suspension upgrades.
We're just trying to get the engine to run now...