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Originally Posted by thenuge26
(Post 1151358)
If you really want to get crazy, the integrated exhaust manifold's outlet looks quite similar to a turbo flange :party:
http://i59.tinypic.com/fn8jgx.jpg |
Originally Posted by turbofan
(Post 1151362)
But the engine isn't paired with a manual trans in the ATS or CTS.
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I have been hoping for some time that some one would stuff one of the these newer V6's with direct injection into a miata. GM, Ford, Hyundai, Nissan, whatever. I love that they are lighter and cheaper than V8 but yet more torque and power than most 4's. I'm very glad someone is coming to market with a bolt in kit!
Now I really wish I didn't blow my shit up and spend 3k on rebuilding! Damn! Maybe forged bottom end BP for sale? I'm also very curious to see what power can be had using D.I. Or other possibilities? Has anyone started spraying fuel during exhaust stroke to keep turbos spooled? I fuggin love the potencial of D.I. and hugely variable cams on both intake and exhaust! |
I have been following the LFX swap for a while. The mounting kit can actually be purchased now but there is still a lot of information that needs to get released before I am sure I want to head down the path.
Some of the info I have found:
https://fbcdn-sphotos-g-a.akamaihd.n...24582154_o.jpg https://fbcdn-sphotos-f-a.akamaihd.n...35948336_n.jpg |
Shandelle indicated the trannies were available new from GM in a crate because he quoted a "new" price from GM to me. I just don't recall exactly what it was.
I'm sure all will be revealed in good time. This is just a speculation thread. The Caddy version called the LF3 comes as a twin turbo 420hp. LF3 The 3.6 L twin-turbocharged version for the 2014 Cadillac CTS and 2014 Cadillac XTS has been announced at the 2013 NYAS.[16] The engine is rated at 420 hp (313 kW) of power @ 5750 rpm and 430 lb·ft (583 N·m) of torque @ 3500-4500 rpm (with 90% of torque being available at 2500-5500 rpm) and helps the CTS achieve 0-60 mph time of 4.6 seconds with an 8-speed automatic transmission. In essence, the twin-turbo 3.6L V6 is the force-inducted variant of the popular LFX V6 currently found in the Cadillac ATS, XTS, and SRX, among many other GM models, with several important upgrades, including: All-new cylinder block casting All-new cylinder head castings Strengthened connecting rods Forged steel crankshaft Continuously variable valve timing Large 38.3 mm intake valves and 30.6 mm sodium-filled exhaust valves Machined, domed aluminum pistons with top steel ring carrier for greater strength 10.2:1 compression ratio Patented, integrated charge air cooler system with low-volume air ducts Two turbochargers produce more than 12 pounds of boost (80 kPa) Vacuum-actuated wastegates with electronic control valves All-new direct injection fuel system Tuned air inlet and outlet resonators, aluminum cam covers and other features that contribute to exceptional quietness and smoothness. Applications: Year(s) Model Power Torque Dyno Chart 2014–present Cadillac XTS 410 hp (306 kW) @ 5750 rpm 369 lb·ft (500 N·m) @ 3500-4500 rpm link 2014–present Cadillac CTS 420 hp (313 kW) @ 5750 rpm 430 lb·ft (583 N·m) @ 3500-4500 rpm link V12 |
Originally Posted by sixshooter
(Post 1151518)
Shandelle indicated the trannies were available new from GM in a crate because he quoted a "new" price from GM to me. I just don't recall exactly what it was.
I'm sure all will be revealed in good time. This is just a speculation thread. The Caddy version called the LF3 comes as a twin turbo 420hp. MORE Speculating on total cost to do with all new parts: Crate Engine: $4400 ECU/Harness: $1000 Transmission: $3000 Clutch/flywheel: $500 Mounting Kit: $1800 Custom Exhaust: $800 Cooling: $800 Diff mount PPF Elimination kit: $400 Driveshaft: $300 Gauges adaptation: $500 Fuel delivery: $300 DBW Gas peddle: $200 Lots of guesses there but that adds up to $14k. Probably can save 6k going with junkyard parts for the first 4 items on the list, but figure at-least a grand in unexpected costs. A safe budget for a junkyard build is probably $10k. I guess I need to save more. Now the LF3 would be crazy. It isn't available as a crate motor at this time but maybe some day. I'm guessing you would need to go with their full rear end conversion kit as well at those levels. |
Not a speculation about the kit but rater a very special case of finding parts that might fit my purpose. Thinking out loud and storing my thoughts is a good place.
Purpose; Get a swap made using a 2.8+AY6+Getrag diff to meet the requirement for registration as "modified Vehicle" here. Max 150Kw/ton in that case so LFX might be a later change under the radar. 1. Transmission, the AY6 would suit my purpose nicely, and the TR6060 seems to be even more expensive than the T56 (used). In which cars are the AY6 most common in the US (cheapest dumpster find)? Yes, I can read Wikipedia... Would all GM AY6 have the same bolt pattern and starter location? 2. Engine, the 2.8 LP1 was only available in the CTS 05-07 according to Wiki, but it does not seem to be that common. one found on ebay for $1k (with a note "FWD", huh). Is the 2.8 with external headers much bigger than the LFX (who knows, why touch a small engine)? 3. Diff+axles, I need to get something not-miata to qualify for "modified". V8R Getrag is apparently pulled from CTS, so one more part from the same car. Getting axles made should not be difficult locally. It would be wonderful if engine, gearbox and diff could be sourced from the same CTS here in Europe. There are some 2.8 with manuals available for about 5k euros (counting shipping and taxes and it's 1:1 €:$ from my perspective). Would the ECU for the 2.8 play nice (have it been cracked)? But who knows what's in a Euro CTS? Hmm, who would want a CTS without engine/trans/diff/axles? :) But this is something different than crate LFX + crate TR6060 and using the miata diff. Carry on. |
Car-part.com
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Originally Posted by sixshooter
(Post 1151616)
Car-part.com
Now back to keeping the current project alive. |
The 2.8 is the same block, so dimensions should be the same.
Would the PPF need to be eliminated. Is there any reason it couldn't just be bolted to a bracket on the cross-member? |
Originally Posted by Monk
(Post 1151629)
Would the PPF need to be eliminated. Is there any reason it couldn't just be bolted to a bracket on the cross-member?
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http://i60.tinypic.com/2hd9s42.jpg
http://i61.tinypic.com/fjkbgo.jpg I agree somewhat, but it seems like the biggest hinders ce is the rear subframe. |
Jumping in to bump this...
The car was at Laguna, and here's a couple of quotes from a thread on M.net: V8 Roadsters had their very first V6 NB running around Laguna Seca at the 25th Anniversary Miata meet yesterday. It looked very well finished, as expected. Tons of ground clearance and tons of room in front of the engine as well. Word is that with the six speed that comes with that engine (2012 Camaro) there are no need for transmission tunnel modifications. Did about 15 laps around Laguna with Steve. Very pleasantly surprised with torque and power. 7200 rev limit and pulls hard all the way. Chassis was set up for street and had 360 tread wear tires but it drove around most everything on the straights. It's going to be an awesome alternative to LS and the next step is to try to get smog legality in Ca. |
Any photos? Probably saw it. Silver with black stripes?
I'm gonna laugh if it's silver with black stripes because I blew it away on the straights :giggle: |
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Nope not the car I was thinking of. Not sure which class he was running in, Just an X on the window? Instructor?
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Wheels are too big but the engine fits like a glove.
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The engine fits like a glove in an NB but is it going to clear the hood in an NA?
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I see they filled it with dexcool. :( Getting an engine with zero trace of dexcool in it might make the new crate engine option worth it. Also notice that its using the GM coolant expansion tank that has the rad cap on it and a radiator with no rad cap. Will that be included in the kit? I mean you could always just put a very high rated cap on the radiator or add a bunch of shims to the spring to jack the rate up.
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This transplant is what is delaying my engine build. If it's a 10k swap I can probably get 1/2 that selling all of my current turbo stuff. Factor in the $3k I'd spend building the new motor and it's only $2k more for the v6.
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