LS2 Swapped Porsche 911 Widebody. Project<Pics.
04-24-2006, 12:01 PM
#43
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They should move the engine a bit forward and make it a mid mounted engine, that thing would really handle (the rear seats are useless anyway)! What type of cam and all are they going to put on that car, or are they going to go with a stock LS2?
04-24-2006, 12:57 PM
#46
Originally Posted by FirstGen
You are pretty much on track. The 911's design is pretty amazing. The back heavy design allows for later braking since there is actually weight in the back and all four rotors share the work. It also allows the driver to get back into the throttle earlier in the turn than any other car on the track to shift the weight back under power and stay planted. We'll see I guess.
still i would prefer a mid engined setup if i could have everything! still get really good traction on the exit and neaqrly as good breaking! and you dont have the pendulum effect of all the weight out the back! also less pollar inertia!
not knoking the 911 its a great car and this one should be a hoot with all that power! how do you think the gearbox will cope?? i have heard the G50 (the on used in the normal 911 ie non turbo) is only good to about 350lbsft!
thanks Chris.
04-24-2006, 04:33 PM
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Originally Posted by chuntington101
your right mate, thats why they do so well in GTS (i think) race series!
still i would prefer a mid engined setup if i could have everything! still get really good traction on the exit and neaqrly as good breaking! and you dont have the pendulum effect of all the weight out the back! also less pollar inertia!
not knoking the 911 its a great car and this one should be a hoot with all that power! how do you think the gearbox will cope?? i have heard the G50 (the on used in the normal 911 ie non turbo) is only good to about 350lbsft!
thanks Chris.
still i would prefer a mid engined setup if i could have everything! still get really good traction on the exit and neaqrly as good breaking! and you dont have the pendulum effect of all the weight out the back! also less pollar inertia!
not knoking the 911 its a great car and this one should be a hoot with all that power! how do you think the gearbox will cope?? i have heard the G50 (the on used in the normal 911 ie non turbo) is only good to about 350lbsft!
thanks Chris.
Yeah the G50/50 is good for about 550 ft pounds. I am using a 930 transaxle which is good for around 750 ft pounds.
04-24-2006, 04:34 PM
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Originally Posted by J-Rod
You going to use a toyjet wing/radiator setup so you don't have to cut the car?
Looks cool....
Looks cool....
Nope I'm designing something similar to the 996 radiator setup.
04-24-2006, 04:35 PM
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Originally Posted by InsomZ
throw some dart 225cc and get the milled to raise compression.. no doubt on decent size cam i'd put $ on it hitting at least 500rwhp out of a ls2 402
Naw, I'll do some CNC'd 317 heads and the motor will be a 392cid (3.9 stroke / 4.0 bore / 6.125 rod). I'll have no problem hitting 500 rwhp. Made 450 rwhp on a cam only 6.0 before.
04-25-2006, 06:52 AM
#52
750lbs ft! thats pretty strong man! can you get a five speed 930 box by any chance??
that engine should be very nice indead!
the radiator setup sounds pretty trick to! wonder if a LS2 would fit into a 996?? lol
Chris.
that engine should be very nice indead!
the radiator setup sounds pretty trick to! wonder if a LS2 would fit into a 996?? lol
Chris.
04-25-2006, 11:08 PM
#53
Originally Posted by FirstGen
Think about it like this. People do LS1 swaps in anything with an inferior motor. Just like an RX7/240SX/BMW 3 series/etc... Not sure why an old porsche is any different.
The LS1 RX7 makes perfect sense.
04-25-2006, 11:17 PM
#54
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Originally Posted by eastcoastbumps
An old Porsche is different because Porsche makes great motors that can easily be swapped into that car. But like I said, its not my car. You can do what you wish.
The LS1 RX7 makes perfect sense.
The LS1 RX7 makes perfect sense.
Obviously you haven't priced a new 3.6L. Even if you could get one for a reasonable amount it would still be N/A which is SLOW. Then add the cost of the conversion (electronics/wiring/trans/etc) and you would probably have doubled or even tripled the cost of my swap and ended up with the same power or less. But go for it!
04-25-2006, 11:39 PM
#55
I think a 993 Varioram into an early 911 would be a fun swap. Try and shave the weight down to 2200lbs. and go have some fun at the track. That would be a bit more up my alley. Or I'd be very happy with a 930 and a monster turbo.
BTW, I'm a Porsche tech. I know how expensive they are and thats why I don't own one.
BTW, I'm a Porsche tech. I know how expensive they are and thats why I don't own one.
04-27-2006, 11:38 PM
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Originally Posted by FirstGen
Nope I'm designing something similar to the 996 radiator setup.
Id like to see picturs of that, the early cars are pretty tight up front also lack of air flow but thats a bad *** project, I want to do one some day 996 turbo chassis with a lsx .............
04-28-2006, 01:07 AM
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Originally Posted by GMW-CSL
The RX7/LS1 sounds awesome as does this Porsche project. What does the RX7/LS1 weigh and how much of the original creature comforts like AC, etc. did you retain?
04-28-2006, 10:30 AM
#59
6600 rpm clutch dump of death Administrator
The 911 V8 swap is a fantastic idea. The 911 platform is light (just like the RX7, only less). You spend a ton of money on a 911 turbo charge it, and you make as much HP as a stock Ls1 (and it weighs the same). You can take an LSx motor with the kits that are out there, and bolt it in. The cooling is the only issue. You either cut the front of the car, or do a toy jet wing radiator. Early 911s can get down aroud 2200 lbs if memory serves me. So, imagine a 2200 lb car with a decent LSx motor. I have several friends who have kicked the idea around. Most aren't wild about cutting the car up to get a radiator up front.
Mostly because to do so
Anyway, this car runs around the Houston Area. It was done several years ago.
http://toy-jet.com/
"How much weight does your Conversion kit add to the rear of the vehicle?"
Answer: The LS1 conversion + ToyJet cooling system saves you 21lbs. over
your factory setup.
Let's do the math:
The ToyJet cooling system weight 47 pounds
Stock Porsche Wing weight 12 pounds
Weight differential: Toyjet cooling system 35 lbs. heavier
Weight comparison 1980 911 3.0 liter SC engine -vs- 2000 GM LS1 5.7 liter Corvette engine
My fully dressed 1980 3.0 Porsche engine ready to install weighed 472 lbs. Factor in the
weight of the oil in the 10 quart oil tank mounted at the rear of the vehicle (which will need
to be removed) needed to support the 3.0 engine, then your engine plus oil tank weight jumps
up to 490.5 lbs. at the rear of the vehicle.
(One gallon of oil is 7.4 lbs. Ten quarts is 2.5 gallons, 2.5 x 7.4 = 18.5lbs. 18.5 lbs. + 472 lbs. = 490.5 lbs.)
A fully dressed 2000 LS1 5.7 liter Corvette engine ready to install with the engine computer and
wire harness, complete exhaust system, engine mounting brackets, AC compressor, alternator,
custom water pump adapter, transmission adapter plate and flywheel weighed 434 lbs. This is
a rear engine weight savings of 56 lbs. over the Porsche 3.0 engine. I did not weigh the
above engines with the transaxle or clutch assembly bolted to either engine. These parts would
be used for both installations and their weights would obviously cancel.
Now let's factor in the ToyJet Cooling system
In conclusion:
Weight of LS1 engine -vs- the Porsche 3.0 stock engine: 56 lbs. lighter
Weight of (ToyJet) cooling system -vs- stock Porsche Wing - 35 lbs. heavier
21 lbs. difference
A porsche 911 equipped with the LS1 conversion and ToyJet cooling system installation yieilds a
combined weight savings of 21 pounds lighter at the rear of the vehicle.
Hence:
No added cost of beefing up your rear suspension to off set any added
weight.
Mostly because to do so
The front spoiler beneath the bumper of the automobile must be modified to install new body panels beneath the bumper to provide an airway to cool the front-mounted radiator. To install the front-mounted radiator you must cut out the trunk section of the vehicle, relocate the battery, and in some cases: the gas tank must be removed then cut in half to make room for the front-mounted radiator (this procedure makes it difficult to restore the vehicle back to its factor condition if desired). Water hoses must be run from the front of the vehicle to its rear to provide coolant from the radiator to the engine.
Anyway, this car runs around the Houston Area. It was done several years ago.
http://toy-jet.com/
"How much weight does your Conversion kit add to the rear of the vehicle?"
Answer: The LS1 conversion + ToyJet cooling system saves you 21lbs. over
your factory setup.
Let's do the math:
The ToyJet cooling system weight 47 pounds
Stock Porsche Wing weight 12 pounds
Weight differential: Toyjet cooling system 35 lbs. heavier
Weight comparison 1980 911 3.0 liter SC engine -vs- 2000 GM LS1 5.7 liter Corvette engine
My fully dressed 1980 3.0 Porsche engine ready to install weighed 472 lbs. Factor in the
weight of the oil in the 10 quart oil tank mounted at the rear of the vehicle (which will need
to be removed) needed to support the 3.0 engine, then your engine plus oil tank weight jumps
up to 490.5 lbs. at the rear of the vehicle.
(One gallon of oil is 7.4 lbs. Ten quarts is 2.5 gallons, 2.5 x 7.4 = 18.5lbs. 18.5 lbs. + 472 lbs. = 490.5 lbs.)
A fully dressed 2000 LS1 5.7 liter Corvette engine ready to install with the engine computer and
wire harness, complete exhaust system, engine mounting brackets, AC compressor, alternator,
custom water pump adapter, transmission adapter plate and flywheel weighed 434 lbs. This is
a rear engine weight savings of 56 lbs. over the Porsche 3.0 engine. I did not weigh the
above engines with the transaxle or clutch assembly bolted to either engine. These parts would
be used for both installations and their weights would obviously cancel.
Now let's factor in the ToyJet Cooling system
In conclusion:
Weight of LS1 engine -vs- the Porsche 3.0 stock engine: 56 lbs. lighter
Weight of (ToyJet) cooling system -vs- stock Porsche Wing - 35 lbs. heavier
21 lbs. difference
A porsche 911 equipped with the LS1 conversion and ToyJet cooling system installation yieilds a
combined weight savings of 21 pounds lighter at the rear of the vehicle.
Hence:
No added cost of beefing up your rear suspension to off set any added
weight.
