1,500 miles on my LS1 powered '93 RX7
#28
WTB** Very Low Miles 94-95
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yes...very interesting
so..just curious...what is total cost of the conversion...parts...motor...labor....
just wondering...all ballpark figure is fine
jason
so..just curious...what is total cost of the conversion...parts...motor...labor....
just wondering...all ballpark figure is fine
jason
#30
Rotary Freak
Join Date: Dec 2001
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You need a tranny too, and all the accessories, etc. I was looking on Ebay, and complete engine/tranny assemblies go for around 3 to 5K, depending on mileage and year.
#35
fart on a friends head!!!
Originally posted by ArchangelX
Surprisingly, that engine looks QUITE at home in the FD. One question, is the LS1 lighter than the 13B?
Surprisingly, that engine looks QUITE at home in the FD. One question, is the LS1 lighter than the 13B?
i hope that was a joke. . . i wanna know what kind of handling characteristics it has now that the f/r weight ratio is off!!!!!
if its still good then this conversion might be veeeeeeeeeery worthwhile.
paul
#36
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I have a hard time believing that "owners will not notice a difference in handling" when half of the engine is hanging in front of the wheel axis. Despite the neglible weight increase, a portion of that weight is now in front of the wheel axis instead of completely behind it like the 13B.
Also, there is a mandatory bump steer correction for $85. What does this consist of? How is the steering and bump steer compared to a 13B-powered FD? Jimlab went through a lot of time, effort, and $$$ with his conversion to avoid messing with the steering rack.
All that being said, the price of the components seems VERY reasonable for such a customized project.
Also, there is a mandatory bump steer correction for $85. What does this consist of? How is the steering and bump steer compared to a 13B-powered FD? Jimlab went through a lot of time, effort, and $$$ with his conversion to avoid messing with the steering rack.
All that being said, the price of the components seems VERY reasonable for such a customized project.
#39
Super Snuggles
Originally posted by rynberg
I have a hard time believing that "owners will not notice a difference in handling" when half of the engine is hanging in front of the wheel axis.
I have a hard time believing that "owners will not notice a difference in handling" when half of the engine is hanging in front of the wheel axis.
At least 85% of the bulk of a Chevrolet V8 is behind the rear edge of the motor mount, which you can obviously see is located even farther back in the chassis than the wheel centerline, which corresponds roughly with the lower ball joint. VERY little of the engine's weight hangs in front of the wheel centerline.
You're also forgetting that the swap eliminates all the weight of the intercooler, which is located in front of the wheel centerline. Cut a little more weight here and there (sleek light kit? extra wiring?), and you've actually concentrated your weight farther towards the center of the chassis, as well as lowered the center of gravity somewhat. A V8 carries most of its weight centered around the crankshaft, which is at the very bottom of the block... about 2-3" lower than a rotary engine's eccentric shaft, give or take.
Despite the neglible weight increase, a portion of that weight is now in front of the wheel axis instead of completely behind it like the 13B.
Also, there is a mandatory bump steer correction for $85. What does this consist of? How is the steering and bump steer compared to a 13B-powered FD? Jimlab went through a lot of time, effort, and $$$ with his conversion to avoid messing with the steering rack.
#40
Super Snuggles
Originally posted by wptrx7
so why is jimlab's install taking so long?
so why is jimlab's install taking so long?
#41
Super Snuggles
Originally posted by yzf-r1
to his credit, Jim is a serious perfectionist....and time is irrelevant to such
well, at least until you are too old to drive
to his credit, Jim is a serious perfectionist....and time is irrelevant to such
well, at least until you are too old to drive
I'm pushing to have the car done in January or February, with a little luck. I'm going to start throwing money at everything I can control, and start getting shitty with the people who are handling the things I can't.
#42
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Originally posted by Conv.WS6
As a C5 owner, I must say I love the RX7 and I love the C5, but DAMN the Video is awesome. I'm so doing this conversion with my RX7 when the rotary goes out again... LOL.... Hell does anyone want to trade a dead RX7 for a 15K mile RX7 + cash
As a C5 owner, I must say I love the RX7 and I love the C5, but DAMN the Video is awesome. I'm so doing this conversion with my RX7 when the rotary goes out again... LOL.... Hell does anyone want to trade a dead RX7 for a 15K mile RX7 + cash
How much cash?
#45
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Originally posted by jimlab
At least 85% of the bulk of a Chevrolet V8 is behind the rear edge of the motor mount, which you can obviously see is located even farther back in the chassis than the wheel centerline, which corresponds roughly with the lower ball joint. VERY little of the engine's weight hangs in front of the wheel centerline.
You're also forgetting that the swap eliminates all the weight of the intercooler, which is located in front of the wheel centerline. Cut a little more weight here and there (sleek light kit? extra wiring?), and you've actually concentrated your weight farther towards the center of the chassis, as well as lowered the center of gravity somewhat. A V8 carries most of its weight centered around the crankshaft, which is at the very bottom of the block... about 2-3" lower than a rotary engine's eccentric shaft, give or take.
At least 85% of the bulk of a Chevrolet V8 is behind the rear edge of the motor mount, which you can obviously see is located even farther back in the chassis than the wheel centerline, which corresponds roughly with the lower ball joint. VERY little of the engine's weight hangs in front of the wheel centerline.
You're also forgetting that the swap eliminates all the weight of the intercooler, which is located in front of the wheel centerline. Cut a little more weight here and there (sleek light kit? extra wiring?), and you've actually concentrated your weight farther towards the center of the chassis, as well as lowered the center of gravity somewhat. A V8 carries most of its weight centered around the crankshaft, which is at the very bottom of the block... about 2-3" lower than a rotary engine's eccentric shaft, give or take.
Originally posted by jimlab
The LS1 is taller than an LT1, so something has to give. A 20B conversion also requires relocating the steering rack, unless you want to start cutting the firewall...
The LS1 is taller than an LT1, so something has to give. A 20B conversion also requires relocating the steering rack, unless you want to start cutting the firewall...
I am not a "h8ter", I have nothing against your V-8 swap or others like it (even if I wouldn't consider it at this stage). What I don't like is the swap being presented as "perfect".
#46
Super Snuggles
Originally posted by rynberg
I am not a "h8ter", I have nothing against your V-8 swap or others like it (even if I wouldn't consider it at this stage). What I don't like is the swap being presented as "perfect".
I am not a "h8ter", I have nothing against your V-8 swap or others like it (even if I wouldn't consider it at this stage). What I don't like is the swap being presented as "perfect".
#47
Old and grumpy
iTrader: (4)
Originally posted by rynberg
I am not a "h8ter", I have nothing against your V-8 swap or others like it (even if I wouldn't consider it at this stage). What I don't like is the swap being presented as "perfect".
I am not a "h8ter", I have nothing against your V-8 swap or others like it (even if I wouldn't consider it at this stage). What I don't like is the swap being presented as "perfect".
#49
Super Snuggles
Originally posted by stokedxiv
i hope i'm not alone and that the 13B will not soon be a thing of the past in the FD
i hope i'm not alone and that the 13B will not soon be a thing of the past in the FD
A few V8 threads in the 3rd gen. section is hardly an epidemic. I doubt you'll see any measureable decrease in the number of rotary-related troubleshooting threads any time soon...