V8 240sx FAQ
 

Ok guys and gals. Post up any questions you have regarding a v8 motor swap into a 240sx,

Weights:
KA with Auto, Cat and accessories = 596 lbs.
LS1 w/ T56, headers, and accessories = 468 lbs

That's right folks. The iron block four cylinder is 128 pounds heavier than the aluminum LS1!

LT1: 300hp Iron block, aluminum head.

Ls1: 350hp/350tq All aluminum

Ls6: Corvette Zo6 engines. 2001 year ls6 385hp/tq

Ls6: Corvette Z06 engines. 2002 and up = 405hp/tq

Ls2: C6 corvette/Gto engine. 400hp/400tq Big difference in low end.

Ls7: C6 zo6 corvette engine. 500hp/tq dry sump oil system.

Trannys.

all L series motors can use the following.

T5 5 speed. (lighest of the bunch.) Only good to about 400hp.
T56 6 speed. Viper tranny. enough said. ls1, and lt1 t56 are different.
4l60e automatic. ehh.


ECU. All Lsx ecu modules are basically a stand alone, once you get the tuning software. ls1 edit, hp tuners, etc.

all this and it gets 30mpg on the fwy btw ftw imho lol


Anyways.
There is a ton of aftermarket parts for these motors, they are also easy to work on.
They also make a crap load of power. They are also really responsive to mods. Check it out.
a stock 2002 ls1 makes 350hp/350tq at the flywheel.
My motor only has:
Mild cam (thunder racing 224/224)
Comp cams dual valve springs. Required for any cam swap.
Comp racing titainium retainers. Recomended for high rpm shit.
Crom-moly pushrods. Recomended if using a big cam or high hp.
March underdrive (dampened) crank pulley
160 deg t stat (needed)
JTR Headers
Reflashed ecu
Aluminum belt tensioner
Aluminum ps pulley
Hinson cold air intake
Shock Drifting 3" exhaust

With only these minor mods the motor made.
444hp at the crank. and 444tq at the crank.

On the dyno i had over 320 rwtq at 2000rpm and that peaked to 388 rwtq around 6000rpm.
The power was also impressive. 212 rwhp at 1800 rpm. and 388 rwhp at 7200rpm.

Heres some pics.
Fresh off of craigs list.
http://www.shockdrifting.com/articles/lukefd/2-02.jpg
Thats a shitload of aluminum
http://www.shockdrifting.com/articles/lukefd/2-03.jpg
The intake manifolds are plastic for smoother runners, and virtually no heat transfer and heat soaking.
http://www.shockdrifting.com/articles/lukefd/2-04.jpg
The cam is easy as hell to change.
http://www.shockdrifting.com/articles/lukefd/2-10.jpg
T56 is about the size of a z32 tranny. 6 speeds. Uses atf instead of gear oil. hmm.
http://www.shockdrifting.com/articles/lukefd/2-13.jpg
Headers.
http://www.shockdrifting.com/articles/lukefd/2-17.jpg
The ls1 oiling system isnt the greatest for oil pickup. i reccomend a accusump oil system.
http://www.shockdrifting.com/articles/lukefd/2-18.jpg
2 of the new valve springs, and ti retainers installed.
http://www.shockdrifting.com/articles/lukefd/2-20.jpg



LS1 Into S14. as you can see it sits lower then the ka, an just as far back.
http://www.hinsonsupercars.com/DSC01950small.jpg
http://www.hinsonsupercars.com/DSC02098small.jpg
Tranny has same location.
http://www.hinsonsupercars.com/DSC02074small.jpg
http://www.hinsonsupercars.com/DSC02150a.jpg
http://www.hinsonsupercars.com/DSC02144a.jpg

hey Luke... I hope these questions can be answered? Thank you!

1. Is there a possibility to list out vendors who produce swap kits for the 240SX crowd? (Other than the sponsor you have for the 7)

2. Also, some estimated swap costs information and breakdown will be appreciated!

3. For the rusty 240SX, what types of chassis strengthening modifications need to be done in order to handle the new power (well, the torque especially)?

What does a drivetrain/wiring/ect setup cost?
How much did you spend after all the mods?
What did you do for oil pan and engine mounts?
Any modifications to the frame/firewall?

Basically the same questions. Price for EVERYTHING, and the price for people who will probably have to pay someone to do everything. And is this any different in a s13? (smaller engine bay room to work with?)

Did Hinson ever figure out a way to keep the swap CA legal so you can at least BAR it first?

What has been figured out as far as header clearence goes? Specifically can you fit long tubes?

Luke: How has your ls1 kit with the c6 iirc headers come along so far?
Because once I install and align my car I'm going to bug you so you can help me source and install everything.

S13 kit will be availible by the end of the week.
S14 is allready availible.

Headers: $985 for both Stainless 1 3/4" long tubes into 3" collectors.

S13/S14 complete mounting kit $1122.32 about a week turn around. Includes corvette engine mounts. Deduct $160 ifr they allready have vette mounts.

S13/S14 complete weld yourself kit is $80 less.

Steel drive shaft $275
Aluminum $420

This is for the Hinson supercars complete kit. Other then that there is no kit on the market for a lsx into a 240sx.


haveblue: You can find ls1/t56 complete engine packages on ebay, and craigslist for around 3000-4500

I can't believe that the LS1 is lighter than a KA! That's awesome, that alone is putting dollar-destroying thoughts in my head...

Can the R200 differential and stock S-chassis driveshafts hold up to the increased torque/power? I suppose the first thing to start screaming for help would be the rear tires, heh.

Hinson's website doesn't seem to be updated to include S-chassis swap kits. Do you have a link that we could follow.

cheers,

c

Can you comment on the wiring? Will the vendor be providing support to mate the engine to the chassis?

S13Charlie -- Luke already listed prices for driveshafts, that would lead one to believe that the stock driveshaft won't work. I highly doubt a LS1 and T-56 is the EXACT same length as a KA and stock transmission. As far as the differential goes. Luke has been running a stock RX-7 rear end with a Weld Locd diff. I'm pretty sure it'd be about the same as the stock 240 rear.

g6civcx -- It is my understanding that it should only take around 5 wires to get the LS1 running in an S-Chassis. Everything after that is just figuring out wiring up you gauges and such.

Luke, jump in here and fill in the details I've missed.

Thanks for the response.

I'm simplifying my body and engine harnesses as much as possible to prepare for this swap. Good that the S13's accessories are very loosely coupled from the ECU. I think the only thing that may not work is the instrument cluster, but that's no big deal.

It is nice to have simple wiring so you can spend your time on other stuff.

Questions:
Is there a "budget" engine that still weighs less than or equal to a KA?

-How about a ford 5.0 302 or a 4.6liter V8?

-How about a 5.7 Liter Chevy 350?

Thanks..

The LS1 is all aluminum, that's why it weighs less. Not sure if they have an aluminum 4.6, 302, or basic 350. Id also stay away from carbuerators, personally. I have tuned a few four barrels before, and it can be great when tuned properly, but Fuel Injection is MUCH EASIER. The only down side to EFI is usually the wiring, which isn't a problem here.

The wiring is easier than a sr swap.

The ecu even has a fan relay wire that you can connect your fan to, and it switches it on and off for you.

Other then that there is a rpm signal wire, speedo, temp, and even oil pressure leads coming out of the ecu. Super easy to hook up.


As for hinsons site. The site should be up later this week said brian hinson today.

I am looking into this option, but am wondering about details on the steering rack and what the $1200 kit will entail in its' entirety.

Let's keep this FAQ rolling!

So since they're custom headers, there's no way to have a CA street legal LS1?

Brian Hinson and i will be working on a street legal kit soon.

does the ls1 based iron block 5.3l truck motor have a regular chevy bell housing i never see them cause they are always on the shelf? the place i work at has viper tranneys laying around stacked like fire wood. and we have several 5.3l laying around too.

any one know the weight difference of the 5.3L iron vs 5.7L ls1?

weight difference is over 100lbs. and it puts out much less hp, weaker crank, compression, etc.

BTW the viper tranny i dont think will work with the 240 hinson driveshaft since the viper has a different diameter driveshaft recepticle thing.

Well the street legal version wont effect the current version. so feel free to get the current kit, then mod it later on.

What are the plans for making it CA legal? Any idea on how to keep the stock headers and clear the steering rack?

C5 headers, with rotated adapter plates for the o2 sensors. The rest is a secret.
lol

Any plans for a big block, or are we just limited to the LS-series?

i'd like to hear more about what kind of axles are being used... also.. can the rear end handle hard launches w/ all this torque (drag racing)

Not at the moment. you can get over 1000hp with a lsx motor if worst comes to worst

leftyteck: i would reccomend upgraded axles.

The diff should be able to hold just fine, but i would gusset the subframe, and do subframe solid bushings.

They do make aluminum 5.3's they were put in the older SSR's. The T56 will bolt up to 4.8's, 5.3's, and 6.0's from 01 and up. The 6.0 is the cheapest option as the LS1 style heads bolt pattern and you get the big displacement. The iron block isn't always a bad thing it can handle a bunch of boost. A lot of F-body guys are putting 6.0 blocks in their cars.

Total cost is around 10k if you D.I.Y. with all of hinsons provisions. Or so my estimates have came close too.

My question is how did you manage to set the motor in the engine bay with the oil pan being a rear sump and the rack belocated behind the cros member? is there enough clearence and do you think a 1st gen chevy would fit?

We use the Gto oil pan and pickup.

Clearance is fine. No issues.

And as you can see there is room for a magnacharger with the ls1 sitting so low in the 240 chassis.