GrandMighty.com's Project R2
02-03-14, 10:27 AM
#76
Dem Rotorz Doe...
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06-30-14, 01:46 PM
#77
I took a break from the car, but now I'm back with a new direction.
To answer some questions (better late than never):
Yes it was, Montego Blue.
Your few months estimate was correct 
They were actually 17" RegaMasters. 10J all around, +40 front and +20 rear. Prey on Yahoo Auctions Japan and cross your fingers the right set comes along.
It is indeed the L360 or Sparco "Ring". All in depth details can be found on my website. I like the wheel, it's a good size and the slight D-shape is nice.
To update this build thread... I have defected to the Darkside
I know many think the swap is sacrilege and the fact that I'm doing it to my 25,000 miles R2 might be a bit crazy.
I've had the urge for as long as I can remember. I thought going Single Turbo would help subside it, but it hasn't. I simply can't fight the logic of a V8 swap.
To answer some questions (better late than never):
Yes it was, Montego Blue.
They were actually 17" RegaMasters. 10J all around, +40 front and +20 rear. Prey on Yahoo Auctions Japan and cross your fingers the right set comes along.
To update this build thread... I have defected to the Darkside
I know many think the swap is sacrilege and the fact that I'm doing it to my 25,000 miles R2 might be a bit crazy. I've had the urge for as long as I can remember. I thought going Single Turbo would help subside it, but it hasn't. I simply can't fight the logic of a V8 swap.
07-01-14, 01:37 PM
#80
It seems like all the new cars these days are getting turbos, so my goal is to go in the opposite direction and keep things as analog as possible. For example, I was bummed that the new M3/4 was getting a lower revving turbo 6 cylinder versus the NA V8 from the previous gen.
07-01-14, 03:51 PM
#81
welcome to the dark side
an ls3? dbw.... nice same here
are you using a tr6060?
also come join norotors.com you will find tons of information
Please use all samberg products and upgrade your diff to a cobra 8.8
feel free to ask me any questions as I just completed my ls3 swap and am now driving it
an ls3? dbw.... nice same here
are you using a tr6060?
also come join norotors.com you will find tons of information
Please use all samberg products and upgrade your diff to a cobra 8.8
feel free to ask me any questions as I just completed my ls3 swap and am now driving it
07-01-14, 06:18 PM
#82
welcome to the dark side
an ls3? dbw.... nice same here
are you using a tr6060?
also come join norotors.com you will find tons of information
Please use all samberg products and upgrade your diff to a cobra 8.8
feel free to ask me any questions as I just completed my ls3 swap and am now driving it
an ls3? dbw.... nice same here
are you using a tr6060?
also come join norotors.com you will find tons of information
Please use all samberg products and upgrade your diff to a cobra 8.8
feel free to ask me any questions as I just completed my ls3 swap and am now driving it
I do have a couple questions actually, thanks for your offer, and will probably have a couple more once I get this swap underway. What differences did you encounter that needed to be accommodated with the LS3?
I already had to buy a new F-body oil pan since the stock LS3 pan won't clear.
How did you get your shifter to sit centered in the transmission hole? I plan on using a MGW Shifter and I might cut down the linkages an inch to move it forward, if needed.
Did you use this McLeod adapter fitting for the TR6060's Ford style quick disconnect?
And what length clutch line did you end up using?
07-02-14, 07:35 AM
#84
Wastegate John
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One of the main reasons why I wanted to go V8 is to actually move away from turbos. They're cool but I've had my fair share of them already, I want to go back to simpler terms and stick with NA.
It seems like all the new cars these days are getting turbos, so my goal is to go in the opposite direction and keep things as analog as possible. For example, I was bummed that the new M3/4 was getting a lower revving turbo 6 cylinder versus the NA V8 from the previous gen.
It seems like all the new cars these days are getting turbos, so my goal is to go in the opposite direction and keep things as analog as possible. For example, I was bummed that the new M3/4 was getting a lower revving turbo 6 cylinder versus the NA V8 from the previous gen.
What carburetor will you be running?
07-02-14, 07:44 AM
#85
One of the main reasons why I wanted to go V8 is to actually move away from turbos. They're cool but I've had my fair share of them already, I want to go back to simpler terms and stick with NA.
It seems like all the new cars these days are getting turbos, so my goal is to go in the opposite direction and keep things as analog as possible. For example, I was bummed that the new M3/4 was getting a lower revving turbo 6 cylinder versus the NA V8 from the previous gen.
It seems like all the new cars these days are getting turbos, so my goal is to go in the opposite direction and keep things as analog as possible. For example, I was bummed that the new M3/4 was getting a lower revving turbo 6 cylinder versus the NA V8 from the previous gen.
Love your build and cant wait for updates.
07-02-14, 07:49 AM
#86
Your car is so well done already... why not leave it as is and add something else to the stable with a v8. I LOVE my FD, but when its done (or as done as it'll ever be) , I'll be keeping it and adding an old 911 or some muscle car.. variety is the spice of life!!
07-02-14, 02:37 PM
#89
Ha i went the opposite route. I traded my LS1 powered S13.4 for a fd because i wanted to get away from NA power and wanted to boost. The LS was a lot of fun and super easy to work on but i got tired of the flat power band.
Love your build and cant wait for updates.
Love your build and cant wait for updates.
I know a V8 is very smooth and linear, but I think that just makes speed more accessible
After all the work and time invested into the car so far, my primary goal is to actually enjoy it. By going the other direction and actually consolidating the number of cars I have, it will force me to do so.
I don't believe a powerplant choice should have enough weight to be the focus of negative attention, when you look at the larger picture and take into consideration the execution of a car as a whole.
07-03-14, 08:55 AM
#90
Eric, just stumbled on your site again after awhile and saw you are making the LSX jump, about time 
Just a note: I noticed you remarked about the Hinson modified master "not being straight"
DO NOT USE IT
I've been fighting my car for years with clutch problems and I just found out that is 100% what was causing the problem. When they welded mine, it was crooked as well and caused the inner piston to sideload against the inner wall of the master, cutting a groove in the wall and allowed fluid to leak past the piston internally.
You will go insane.
I have ditched the Hinson setup and I'm using a factory Wilwood that I've modified the pushrod to reach the pedal. I'll be in touch with Hinson shortly to see if they can at least cover the new master. My sanity however is irreplaceable.
Just a note: I noticed you remarked about the Hinson modified master "not being straight"
DO NOT USE IT
I've been fighting my car for years with clutch problems and I just found out that is 100% what was causing the problem. When they welded mine, it was crooked as well and caused the inner piston to sideload against the inner wall of the master, cutting a groove in the wall and allowed fluid to leak past the piston internally.
You will go insane.
I have ditched the Hinson setup and I'm using a factory Wilwood that I've modified the pushrod to reach the pedal. I'll be in touch with Hinson shortly to see if they can at least cover the new master. My sanity however is irreplaceable.
07-03-14, 01:16 PM
#91
Wow, thanks for the heads up. I was planning on having the pushrod fixed and straightened anyway, because the detail bugged me. Didn't know the implications of leaving it slightly crooked would be so severe.
Since this is a build thread, I guess I should probably start putting up pictures. Again, everything can be seen in more detail on my website
Improved Racing oil pan baffle:
New F-Body oil pan (required to clear subframe):
Spoolin merge headers:
In-tank Bosch 044 fuel pump setup:
Katech tensioner pulley:
Since this is a build thread, I guess I should probably start putting up pictures. Again, everything can be seen in more detail on my website
Improved Racing oil pan baffle:
New F-Body oil pan (required to clear subframe):
Spoolin merge headers:
In-tank Bosch 044 fuel pump setup:
Katech tensioner pulley:
07-08-14, 01:59 PM
#92
I dropped the car off last weekend and the swap is officially underway. I've been used to doing my own work on the car, but due to the magnitude of this swap, I decided it would be best to leave the work in the hands of a professional. I simply don't have the time to do everything. It would probably take me months to complete the swap in my home garage, and only being able to work on it during weekends.
Finding the right shop to undertake the job was an important task, I needed to find a place that could perform the level of work I can be comfortable with.
Marcus Fry Racing Enterprises in Redwood City will be handling the swap for me. Marcus will also be taking care of any fabrication needs, including a new stainless exhaust system that is in the plans.
The cool thing is he's willing to dedicate the lift to my car only and prioritize the swap until it's finished. I was even able to lend a hand in taking off the V-mount, single turbo, and other components when I dropped off the car.
Within a few hours, we were able to strip down the engine bay and undo what was essentially 6 months of my work during the single turbo conversion.
Here's a bench that occupies the back of the shop, filled the swap parts. There's another bench near the front that's piled with the 8.8 differential parts.
After I dropped the car off and helped with the stripping, I left everything else to Marcus. When I came back the next day to drop a few more parts off, the rotary was already pulled.
Finding the right shop to undertake the job was an important task, I needed to find a place that could perform the level of work I can be comfortable with.
Marcus Fry Racing Enterprises in Redwood City will be handling the swap for me. Marcus will also be taking care of any fabrication needs, including a new stainless exhaust system that is in the plans.
The cool thing is he's willing to dedicate the lift to my car only and prioritize the swap until it's finished. I was even able to lend a hand in taking off the V-mount, single turbo, and other components when I dropped off the car.
Within a few hours, we were able to strip down the engine bay and undo what was essentially 6 months of my work during the single turbo conversion.
Here's a bench that occupies the back of the shop, filled the swap parts. There's another bench near the front that's piled with the 8.8 differential parts.
After I dropped the car off and helped with the stripping, I left everything else to Marcus. When I came back the next day to drop a few more parts off, the rotary was already pulled.
07-09-14, 12:35 AM
#93
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Hey, Im in norcal as well and I was wondering if you were gonna go about getting this reffed after the swap is completed or are you just gonna smog it and continue driving it on the road with the current registration?
07-15-14, 02:19 AM
#94
Week One
More updates!!! Marcus is making serious headway on the swap within the first week.
I asked him to take pictures for me as he went, so I could update about the project here. So here’s a rundown of the work completed thus far…
Pulling off the powerplant frame (PPF) and rear differential.
I will be upgrading the rear differential to the 8.8 from a Ford Cobra (’03-’04). I want the drivetrain to be bulletproof so I can hammer on it with complete disregard. It would only have been a short matter of time before the stock FD differential blows up from the increased torque levels. The 8.8 differential is BEEFY in comparison. It will add weight to the car, but at least it’s in the rear and should help balance out the also heavier LS3 up front. Here’s a picture of the 8.8 cover, which was cut and rewelded for clearance.
Working on assembling the new axles:
To support the increased power levels, I went with Driveshaft Shop upgraded axles with bolt-on 8.8 differential stubs.
With the rearend apart and the axles removed, it was a good time to pull off the hubs and install extended ARP studs. Unlike the fronts, the studs are only accessible with the hubs removed. And once the hubs are removed, the bearing is destroyed in the process and needs to be replaced. There will be a new pair of Koyo bearings going in.
A comparison of the new Bosch 044 assembly versus the old Supra Denso, stock assembly.
Since the Hyperion surge tank cover was designed for a stock-sized fuel pump, the larger Bosch 044 unit wouldn’t fit into its opening. Marcus had to do a little clearance work.
Removing the old hard lines and charcoal canister:
Dropping the fuel tank:
07-15-14, 02:23 AM
#95
I was explicit on maintaining a high degree of attention to detail throughout the swap, and Marcus is certainly coming through in spades. For example, here are a few unsightly holes that were filled in and cleaned up:
And with the A/C removed, the liberty was taken to properly plug up the opening for the condenser lines with a plate and nutserts.
I asked Marcus to cover the engine bay abundantly with gold.
I will be ditching the old ABS Delete setup entirely in favor for double-flared hard lines with steel fittings and a new 929 Master Cylinder.
And with the A/C removed, the liberty was taken to properly plug up the opening for the condenser lines with a plate and nutserts.
I asked Marcus to cover the engine bay abundantly with gold.
I will be ditching the old ABS Delete setup entirely in favor for double-flared hard lines with steel fittings and a new 929 Master Cylinder.
07-15-14, 03:49 PM
#96
I had the mounting components from Samberg powdercoated in Red.
Marcus also redid and straightened the Wilwood clutch master cylinder pushrod.
The Samberg kit included new eccentric camber plates that needed to be welded onto the bolts, which were fully tig’d on.
New Ohlins DFV coilovers will be going in the car.
Marcus also redid and straightened the Wilwood clutch master cylinder pushrod.
The Samberg kit included new eccentric camber plates that needed to be welded onto the bolts, which were fully tig’d on.
New Ohlins DFV coilovers will be going in the car.
07-21-14, 01:30 AM
#97
Week 2, more details...
With the rear subframe dismounted from the car to fit the new 8.8 components, Marcus took the time to weld on reinforcement plates. These were included with the Samberg kit but required additional refinement for a more perfect install.
The original plan was to use rubber/polyethylene differential mount bushings, but in the end they were discarded and a new set of bushings was lathed out of Delrin
As another showcase of detail, the Mazda fuel filter mount was offered up to the Wix filter/FPR. The ground strap from the Wix mount was tig welded on to adapt over the Mazda mount. This allows for a clean and OEM-like solution. Granted the OEM mounting location is rather high on the subframe, we are hoping accessibility can still be maintained enough to not warrant a relocation.
Samberg makes a nice, water-jetted pedal mount for the 5th Generation Camaro’s fly-by-wire pedal.
The Improved Racing baffle was installed into the F-Body oil pan.
At the last minute, I was able to pick up Improved Racing’s newly released crank scraper which fits LS3 engines.
With the windage tray and pick up tube installed:
With the rear subframe dismounted from the car to fit the new 8.8 components, Marcus took the time to weld on reinforcement plates. These were included with the Samberg kit but required additional refinement for a more perfect install.
The original plan was to use rubber/polyethylene differential mount bushings, but in the end they were discarded and a new set of bushings was lathed out of Delrin
As another showcase of detail, the Mazda fuel filter mount was offered up to the Wix filter/FPR. The ground strap from the Wix mount was tig welded on to adapt over the Mazda mount. This allows for a clean and OEM-like solution. Granted the OEM mounting location is rather high on the subframe, we are hoping accessibility can still be maintained enough to not warrant a relocation.
Samberg makes a nice, water-jetted pedal mount for the 5th Generation Camaro’s fly-by-wire pedal.
The Improved Racing baffle was installed into the F-Body oil pan.
At the last minute, I was able to pick up Improved Racing’s newly released crank scraper which fits LS3 engines.
With the windage tray and pick up tube installed:
07-21-14, 01:31 AM
#98
With no power steering or air conditioning, the pulley system was greatly simplified, however, a modified idler pulley was necessary to fill in the gap. Marcus machined a spacer to push a ribbed idler pulley into the right track.
Here is what the pulley system (including the Katech tensioner pulley) looks like with a belt:
Here is what the pulley system (including the Katech tensioner pulley) looks like with a belt:
07-21-14, 10:21 AM
#100
screw the haters! I have been wanting to pick up another FD for this same swap. I was sad to see you sway from the rotary but considering all the detailed quality work that has gone into this V8 swap already I can't wait to see her finished.
Tell Marcus to keep up the good work, it looks great so far!!!
Tell Marcus to keep up the good work, it looks great so far!!!