Alternate Rear Suspension Spitfire

[Airwreckc]

Randy, it's probably too late in your process, but speaking of the CTS, another engine you might consider is the first gen CTS 3.2 V6.  It is a narrower angle (54 degree), so would likely fit better.  Yes, it has less horsepower, but there are things the Aussies have done to give it more guts.  The early CTS also had a 5 speed manual as an option, so it would be a nice little package.  IF you do consider this, make sure it's an engine that hasn't thrown a timing belt--this engine did have rubber belts instead of chains.

[blacktop]

I spent 2 hours this afternoon roaming around the local Pick n' Pull wrecking yard and found a 3.6 in a 2004 RWD SRX Cadillac.  No manual trans unfortunately but the car is untouched by customers and the engine by all appearances is low mileage.  So tomorrow I plan to grab the engine and everything associated with it including the wiring loom and CPU.  I know I will need to get another CPU from a manual trans car eventually but it will give me something to use for mockup now.  The engine is a LX7 and not a direct injection unit (which I wanted to avoid anyway) but is sequential port injected so the HP is lower than a Camaro unit at 255HP.  That should be plenty enough to make a Spitfire move out smartly anyway.

Can any of you provide official GM dimensions for this motor with or without accessories?  I did my best with a tape measure and got 24" height
23" length
20" width

Also, does anyone know if an aftermarket company made a stronger timing chain for this engine?  I don't find that GM has ever offered one not prone to stretching.

Randy

[Airwreckc]

Randy,

Here's what I found was the best timing chain video for that engine https://www.youtube.com/watch?v=BhDs1GcwRCs&authuser=0  .  In it is an aftermarket timing chain that is supposed to be the best.  But there are several aftermarket options besides this one--just don't cheap out on a no-brand one from eBay.  Early CTS also had the LX7, just be prepared to deal with the wiring harness changes.  Regarding the ECU, I'd look for an LX7 ECU that already was for a manual transmission car--a lot simpler than reprogramming your current ECU.

One more thing about that engine--it uses oil, so look into a high mileage synthetic oil--and don't be tempted to run a higher weight oil--that will cause other issues down the road.

Good luck with it

Eric

[Kard150]

Randy the LH7 and the LFX are the same size, only the heads are different and as far as hp numbers all the fwd. units are rated lower, but I'm told it's just a matter of swapping the intakes and better exhaust.  As for what to get, I would get everything I could better to not use it than having to buy each and every little part we never think of

28.125 height (with Camaro Oil Pan, the Impala SRX pan is shorter}
23.25 width
23.25 long
15.00 at the crank

 Eric, I'm told hardly anything is the same between the LFX and LGX so who knows about the oil pan but it's worth looking into.
 The only way i found out was to buy one and found it fixed two problems i was having. I do have a reprogrammed ECU for a LGX from Swap Specialties I would sell you if needed.

Ken

[Airwreckc]

Kenny,

Good to know about the oil pan--I'll look at mine and see it there are differences.  I am putting a 6L50 automatic in my project (an early CTS), so I ended up buying a new ECU for a Chevy Colorado--which had the rare combination of the LGX and 6L50 (most LGXs had the 8L50).  I'm curious what your ECU might offer, though--I'd be interested in knowing more about it.  And as an aside, do you know of any resource I could consult about interfacing a later ECU with an early body control module--I'd like to keep the existing BCM in my 2003 CTS, so everything works,

[Kard150]

Theirs a couple shops offering parts and services you can contact, Keisler Automation has started doing LGX swaps into RX8s and Miata's and a guy in Florida Tracy Lewis Performance does a lot of performance and tuning.
 
Also, you have GM LFX V6 Swap Group and LFX Miata on Facebook, those are the guys with the most know about these engines and what has been done.

Ken

[Kard150]

Eric, so you're putting an LGX in a MGB?  I did a GM 2.8 back in the 80's into a 76 MGB
Sorry I went back and noticed you said CTS
Ken

[Airwreckc]

Thanks Kenny,

My MGB will have a Buick 300.  As you mentioned, the LGX I have is going into a CTS.  Thanks for the ideas of where to get some tech support for that swap.

Eric

[Kard150]

Randy, I came across this Spitfire build, you might get some nice ideas from it. Beautiful build

https://www.facebook.com/groups/422474432383069/user/100033762817826

[blacktop]

Hi Kenny,

I find that when I click on the link I get a message that says "This content is not available now".  Any idea why?

Randy

[Kard150]

The link still works for me but here is another
https://www.facebook.com/groups/422474432383069/user/100033762817826

Try this one if not go on facebook and look up Michael Triumph

[blacktop]

Well my weekend plans to pull an LX7 failed.  The local wrecking yard was having a 50% off sale so I grabbed a case of tools and got there early  The car was a 2004 Cadillac SRX which is a big AWD SUV.  I highly recommend that you don't attempt to pull an engine from this vehicle in a wrecking yard.  8 sweaty hours later I almost had the engine and trans out but the FWD foiled me.  I could not find how to pull the CV shafts without special tools and I had to give up.

But I learned what not to do from the experience and at the next sale I will be shopping for a standard CTS with manual trans if I'm lucky.

I did pick up two nice bucket seats from a 2008 Nissan sedan that may or may not be adaptable to a Spitfire.  The bottom cushion with rails seems a bit tall.  But some frame revision might make it work.  Can anyone tell me what the cushion height of a stock Spitfire seat is measured to the floor?

Randy

[MGBV8]

I haven't ever wrenched on a Caddy SRX, but I have never used a special tool when replacing a CV half shaft.  Some use a slide hammer, though.

I thought you just wanted the engine?

[blacktop]

I did just want just the engine but the engine and transaxle are so integral it is impossible to separate them while in the car.  It became very obvious that the engine/trans was built as a unit, placed in the subframe with all wiring and hoses attached, and the car then dropped on top of the assembly.  A complete PITA to disassemble.  Even with a well-equipped garage, it would have required removing the engine/trans as an assembly.  Or better yet, the whole subframe unit as an assembly from under the car.

[Airwreckc]

Randy, sorry to hear about the SRX troubles.  I have both a CTS and SRX and can tell you the CTS is way simpler.  I would suggest that IF you are lucky enough to find a manual CTS that you also pull the driveshaft and rear suspension and diff/half shafts.  I think that the rear might work for your Spitfire and then you've gotten everything you need in one pull.  I did pull just a differential from a CTS, and it was about an hour job, but pulling the whole thing may not be that much more work.

As an aside, you might want to expand your search to the ATS, as well.  I suspect more ATSs had manual transmissions, and they are very similar otherwise.  The big difference is that many of the manual ATSs had the 2.0 Turbo engine, which is actually an excellent engine with lots of potential (perhaps more so than the V6).  It might be a very interesting engine in your project.