*sigh* Someone talk me out of this..
09-17-2008, 11:17 AM
#21
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I should have just gone v8 when I went turbo, then this discussion would be about talking me out of a remote mount turbo haha.
Every LSX Miata video I watch sound so wrong.. It just does not compute right in my head.
Every LSX Miata video I watch sound so wrong.. It just does not compute right in my head.
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09-17-2008, 10:24 PM
#24
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Here's a Corvette LT1 and ecu for 3K...not sure how much difference there is between the LS and LT but it's only got 8K on it (supposedly)
http://charlottesville.craigslist.or...790711141.html
http://charlottesville.craigslist.or...790711141.html
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09-17-2008, 11:06 PM
#25
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The last LSX RX7 guy I talked to got around 30 mpg. That's not exactly chewing through gas. As for the costs:
http://flyinmiata.com/V8/costs.php
That gives you a pretty good parts list and associated costs. It would be fun, but sure does add up.
http://flyinmiata.com/V8/costs.php
That gives you a pretty good parts list and associated costs. It would be fun, but sure does add up.
(Starts the first time, everytime.) Also forgot to mention the motor was hurt and only dynoed 268rwhp...DO IT!
Last edited by elesjuan; 09-17-2008 at 11:19 PM.
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09-18-2008, 01:04 PM
#26
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If you have rust issues on your car, I don't know if it's the best platform for a LSX. When I graduate (I'm a full time student too) I'm going to do an LS swap, but I'm going to have to survive with a turbo until then. (Still don't know what turbos feel like, but I should know on Sunday!)
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09-18-2008, 01:41 PM
#27
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The rust is just through the outside body shell on the rear rocker panels. I peeked inside at the frame and it is still rust free. Look like I just need to cut the panels off another donor.
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09-18-2008, 02:05 PM
#29
The weight distribution data from V8Roadsters shows that a properly done conversion has surprisingly little penalty in terms of weight. Do it.
My personal concern would be that I'd want to take it on the track. Building enough car around the LSx to be safe at the speeds it could reach would cost more than the conversion. Full cage, tubbed front and rear, 17x10" wheels with brakes to match, wings, the works. I don't have the desire to drive a 500hp 2300# car with 11.75" brakes and a 4 pt roll bar at it's limit.
As a stupid fast street toy it's sounds like well, stupid fun.
My personal concern would be that I'd want to take it on the track. Building enough car around the LSx to be safe at the speeds it could reach would cost more than the conversion. Full cage, tubbed front and rear, 17x10" wheels with brakes to match, wings, the works. I don't have the desire to drive a 500hp 2300# car with 11.75" brakes and a 4 pt roll bar at it's limit.
As a stupid fast street toy it's sounds like well, stupid fun.
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09-18-2008, 03:39 PM
#32
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Also consider, LSx's aren't your Grandfathers truck motor.. They've been almost identical motors from conception to the late 90s until the Gen III SBC where the only retention of design is the bore spacing -- Redesigned from the ground up. All aluminum motors, even though its physically larger don't weigh quite what old iron motors run. You'd be surprised how light they really are.
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09-18-2008, 03:55 PM
#33
Here's a Corvette LT1 and ecu for 3K...not sure how much difference there is between the LS and LT but it's only got 8K on it (supposedly)
http://charlottesville.craigslist.or...790711141.html
http://charlottesville.craigslist.or...790711141.html
Lt1's are kinda over rated in my opinion. The Z28 only had 275hp. You can take a crappy 8:1 350 out of a 76 Chevy. And bolt on a cam, intake, carb, and mill the head and push the same or more.
The big thing on the Lt1 is water flow. They had reversed the flow to hit the heads before the block. Which resulted in cooler heads and more power.
If you came across one cheap, cool. But 3000 dollars in a salvage 350 chevy can make a crazy motor if done right.
But the corvette Lt1's were somewhere around 300hp - 330hp.
The LS1 is aluminum and crazy powerful with minor modifications.
My cousins 98 Z28 with 167,000 miles, had small modifications: Exhaust, K & N filter & cold air intake, and a throttle body spacer.>
WOOOOOOOW.
The car went from being fast to crazy.
One night he made the mistake of letting me drive it home. I stayed sideways to 65mph. And it was an automatic.
The crazy thing was how much differance the throttlebody spacer made. They claimed 27 hp. We thought "yea right".
But it sure felt like it.
I bet it had 375 +hp. Then he got to the motor & tranny and sold it.
I want one that is S/C.
Last edited by Toddcod; 09-18-2008 at 05:57 PM.
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09-18-2008, 04:07 PM
#34
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LT1 Camaro and LT1 Vettes shared the same cylinder heads, both Aluminum. The Caprice came with an LT1 but had Iron cylinder heads from the L31 IIRC. While they're all good motors, the LS1 is a highly superior design all around and simple bolts on and even low boost is just freaking crazy.
Had a buddy pickup a bone stock 2002 SS Camaro from the showroom floor and run 13.2s@110mph with the factory F1 Goodyears. Even Muscle Mustangs and Fast Fords found the same results from that car, they were just crazy powerful in complete factory trim, where LT1s are capable motors like *.sbc, they just don't respond the same to similar mods as LSx motors. The cylinder head design plays a HUGE part, camshaft, valve angles, port shape, length, and that crazy *** composite intake manifold.
You can't forget about that horrible failure of a distributor... Optispark..Cam Driven water pump...
Had a buddy pickup a bone stock 2002 SS Camaro from the showroom floor and run 13.2s@110mph with the factory F1 Goodyears. Even Muscle Mustangs and Fast Fords found the same results from that car, they were just crazy powerful in complete factory trim, where LT1s are capable motors like *.sbc, they just don't respond the same to similar mods as LSx motors. The cylinder head design plays a HUGE part, camshaft, valve angles, port shape, length, and that crazy *** composite intake manifold.
You can't forget about that horrible failure of a distributor... Optispark..Cam Driven water pump...
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09-18-2008, 05:55 PM
#35
LT1 Camaro and LT1 Vettes shared the same cylinder heads, both Aluminum. The Caprice came with an LT1 but had Iron cylinder heads from the L31 IIRC. While they're all good motors, the LS1 is a highly superior design all around and simple bolts on and even low boost is just freaking crazy.
Had a buddy pickup a bone stock 2002 SS Camaro from the showroom floor and run 13.2s@110mph with the factory F1 Goodyears. Even Muscle Mustangs and Fast Fords found the same results from that car, they were just crazy powerful in complete factory trim, where LT1s are capable motors like *.sbc, they just don't respond the same to similar mods as LSx motors. The cylinder head design plays a HUGE part, camshaft, valve angles, port shape, length, and that crazy *** composite intake manifold.
You can't forget about that horrible failure of a distributor... Optispark..Cam Driven water pump...
Had a buddy pickup a bone stock 2002 SS Camaro from the showroom floor and run 13.2s@110mph with the factory F1 Goodyears. Even Muscle Mustangs and Fast Fords found the same results from that car, they were just crazy powerful in complete factory trim, where LT1s are capable motors like *.sbc, they just don't respond the same to similar mods as LSx motors. The cylinder head design plays a HUGE part, camshaft, valve angles, port shape, length, and that crazy *** composite intake manifold.
You can't forget about that horrible failure of a distributor... Optispark..Cam Driven water pump...
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09-18-2008, 07:53 PM
#36
Also consider, LSx's aren't your Grandfathers truck motor.. They've been almost identical motors from conception to the late 90s until the Gen III SBC where the only retention of design is the bore spacing -- Redesigned from the ground up. All aluminum motors, even though its physically larger don't weigh quite what old iron motors run. You'd be surprised how light they really are.
An LS1 weighs close to 500 lbs with manifolds and all accessories. That's an extra 150 lbs over the stock engine. A Rover V8 on the other hand, is about 375 lbs with two turbos hanging off the sides, which is the same as a turbo B6 or BP. And the power potential is the same as an NA LS1, depending on how crazy you want to get with boost.
Dont get me wrong, an LSx miata is awesome on many levels, but in my book, this is the conversion I would do if were building an all-out miata based track car. This is miataturbo.net after all, which is why i suggested this in the first place.
/threadjack
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09-18-2008, 08:05 PM
#37
I say keep it turbo till you're out of college.(Just think of all the poor saps in college that WISH their miata was turbo...)
My freshman year in college was like 10 times harder than High school. I thought it was soooo hard. Second year made the first year look like a summer class. Studying EVER DAY weekends included. Freshman year I would drive home ever week. I go nowhere now. Third year right now and it pretty much takes all my time. I don't even have a job outside of school. I was on campus today from 7:45 to 5:40 and I may be going back if we get a study group going again. There's no way I could do a V8 swap while in the middle of school.
But if you are dead set on it, at least buy everything before you begin the build. I wouldn't count on selling parts of your current setup to cover the cost. Get the drivetrain, get the kit, and keep buying stuff till you got 90% of it. Then tear it down if you must.
My freshman year in college was like 10 times harder than High school. I thought it was soooo hard. Second year made the first year look like a summer class. Studying EVER DAY weekends included. Freshman year I would drive home ever week. I go nowhere now. Third year right now and it pretty much takes all my time. I don't even have a job outside of school. I was on campus today from 7:45 to 5:40 and I may be going back if we get a study group going again. There's no way I could do a V8 swap while in the middle of school.
But if you are dead set on it, at least buy everything before you begin the build. I wouldn't count on selling parts of your current setup to cover the cost. Get the drivetrain, get the kit, and keep buying stuff till you got 90% of it. Then tear it down if you must.
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09-18-2008, 08:09 PM
#38
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An LS1 weighs close to 500 lbs with manifolds and all accessories. That's an extra 150 lbs over the stock engine. A Rover V8 on the other hand, is about 375 lbs with two turbos hanging off the sides, which is the same as a turbo B6 or BP. And the power potential is the same as an NA LS1, depending on how crazy you want to get with boost.
Dont get me wrong, an LSx miata is awesome on many levels, but in my book, this is the conversion I would do if were building an all-out miata based track car. This is miataturbo.net after all, which is why i suggested this in the first place.
/threadjack
Dont get me wrong, an LSx miata is awesome on many levels, but in my book, this is the conversion I would do if were building an all-out miata based track car. This is miataturbo.net after all, which is why i suggested this in the first place.
/threadjack
This ever been done in a Miata that you know of? What is the displacement of those motors and how big are they in comparison to say..an LS1 (any chance of one fitting with those turbos still hanging off the sides?)
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09-18-2008, 08:27 PM
#40
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I have contemplated this over and over in my head....... It NEEDS to be done on my Black car.... and it WILL BE done..... in good time. I like the idea of saving up for the motor and tranny, ecu and diff, and only when you can purchase all that, making the decision to tear the car down and part out to finance the subframes and whatnot. Perhaps that is what I'll do....
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