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OK this is my first post here; I guess I should introduce myself. My name is Cody Green. I am a car builder. I work at a Hot Rod Shop, and a Junkyard. I love all things mechanical. Iâ€™m a family man, and a Christian. That about sums things up quickly. Anyways, I'm always looking to educate myself and find good reads. I have owned many cars in my life, but the one that taught me the most was my 1990 300zx Twin Turbo. I got it when I was 18. It was a lemon. It was the kind of car you had to fix something on every weekend. I finally gave up on it and sold it to another guy. It left a hole in me. I tried to fill it with a 2006 Chevy Cobalt SS/SC. But FWD FTL. Then I bought a 1992 Nissan 240zx. It was a great little car. Fun, but there are a million of them everywhere, and they are not the most respected car. After I was done with school I began to look for another Z. I wanted a beater. I wanted a cancer free body but the rest didnâ€™t matter. I wanted to do a full restoration. And a beater I felt would be a great starting point for something that will go under the knife. I landed on a red 1990 NA with 176,000 miles for $1500. This is the first NA I have ever driven. Itâ€™s definitely much slower than a TT but that is a no brainer. I love the LSX engine. Itâ€™s a fantastic base for a build. Good oiling system, Good structural rigidity, Heads that move air, yet keep velocity, and a massive aftermarket. So itâ€™s also is no brainer for a replacement to the Vg30de. I have searched and searched and found very few Completed builds. I get this is not the easiest chassis to swap engines into. This is probably due to the fact that the z32 was one of the first cars to be designed with CAD. I watched a Japanese film years ago on Nissans build of the z32. If my memory serves me right they designed, built, and tested the engine first. And then they literally built the car around the Engine. This is the reason engine swaps are sooooo difficult on the z32. And also why the Engine bay is so cramped. This is why so many try and so many give up. Well Iâ€™m done giving up. I say CHALLENGE ACCEPTED! But before i started my build, i need to compile as much information as i can about others builds. I realized this would not only be a great help to myself but many many others. The route i would like to take is to not cut the firewall or tranny tunnel. Much like many others. I instead would like lower the K member. Not by hacking it up, but by building a jig that i can then build a new k member that will better fit a factory or aftermarket pan. Which brings me to my next point. Oil Pans... Guys i know im just one guy saying this but lets use some common sense for a moment. You gotta have a rear sump pan, on any project you got that is going to be used for any kind of racing. I know the S Chassis (240sx) guys use those front sump pans all the time. But for anyone who takes racing seriously. And anyone who is going to use there cars in a performance environment. You just gotta have a rear sump pan. Maybe you think im crazy, but a lot of really smart people, and great racers agree with me. Here is a real easy test you can do if you want to know why you need one. Get a front sump pan and fill it with the ammount of oil it would hold when installed. Now get in your buddys fast car, and bring lots of dry soak and shop towels as well as a change of clothes. Now you sit shotgun and hold the pan in relation to how it would sit in the car. now have your buddy floor the car. You can have all the baffles and trap doors you want. But when you hit the gas. That oil is goin to the back. If your just on the street and daily driving a front sump is just fine. but if you are ever gonna do any kind of racing with your car, get a rear sump. Or get a dry sump and never worry! Whew... Im done ranting. I would like the help of everyone to compile a list of links to successful LS swapped z32 builds. There are so many incomplete builds out there. Letâ€™s do ourselves a favor and make a list of completed builds we can all use as a reference. I'll start. This one is really only a good picture reference... but atleast it was completed http://www.aussiev8.com.au/conversions-rebuilds-project-cars/53583-300zx-ls1-build.html This one has some decent pictures, and some info. But the car got hacked up a little more than i would like mine to be. http://ls1tech.com/forums/conversions-hybrids/1499444-my-build-pics-1990-300zx-ls1-t56.html This one is not finished but holy cow does he have a ton of pics! http://ls1tech.com/forums/conversions-hybrids/1636133-1990-300zx-lsz-pic-heavy-180-a.html Another near finished one, but its TURBO'D http://ls1tech.com/forums/conversions-hybrids/1605916-91-300zx-ls-t56-swap-2.html I'd Like to thank anyone in advance for any help.
Hi everyone, I am new to the HybridZ community, but I have been a lurker for a while now. I've begun the planning phase of swapping a modified LS7 into my 240Z. I have most of the build planned out, but I am stuck on what the best option is for engine management. I know there has been success with both OEM computers as well as aftermarket systems. I suppose my question revolves around what is needed to successfully integrate an LS motor from an electronics standpoint, and are there any serious limitations on using an OEM Computer/Harness setup? Also, if I missed the relevant threads in my searches, I apologize and hope you all are kind enough to point me in the right direction. Thanks in Advance...