BritishV8 Forum

I'm starting this thread to document my LS4 conversion since this forum is specific to the MG.

I'm going to try to have it ready for Colorado Springs next July. It's aggressive. I'm going to use a "phased" approach which worked really well when I did my V6 conversion. Basically, the first "phase" is to get the thing on the road. This means compromises will have to be made. For example, I would love to do a cam/intake/decent headers and get close to 400 hp. (which is so easy to do with this platform) but that takes time, money and isn't necessary to get the car running. I wanted to let you know my approach so when you see me about to do something that makes you want to cover your eyes, you'll know there is some reason behind it. I've babbled enough so now on to a status.

The conversion is actually underway! I'm excited. I had hoped to test fit the motor last night but couldn't quite do it. I am close though. This picture shows where I'm at for now.



My current goal is to get the engine positioned and the mounts fabricated and installed. Next weekend is going to be extremely busy (moving mother-in-law) but I hope to find a few hours to play. I'll post again as progress is made.

Scott

Scott, looking good! Keep the updates coming!!

Interesting to notice that the firewall trimming does not impinge on the foot area, sort of an important consideration. Looks like the throttle cable is unaffected as well from what I can see.

Jim

Why don't you start a project journal?

QuoteInteresting to notice that the firewall trimming does not impinge on the foot area, sort of an important consideration. Looks like the throttle cable is unaffected as well from what I can see.

Jim,
So far so good. I traced the rear of the engine on some foam cored wall board and I'm using that as my pattern. There is an area down low, marked on the picture below that I think I'm going to have to remove for the starter mount. It's only about a 1/2" of floor there right up against the frame rail. We'll see. I'm really anxious to start fitting the motor as you can imagine.



It's the little green thing on the left.

Scott

QuoteWhy don't you start a project journal?

That's a really good question, Jim. I gave it a lot of thought and decided I liked giving everyone the opportunity to ask questions or add comments and keep everything all in one thread. The alternative is to have the journal and then a second thread for the latter. This site seems to attract mostly fellow hobbyist so it's more of a mature (I don't mean old), technical, respectful and open audience. I'm not sure if you followed the LS4 thread in the drivetrain section but that approach worked out really well there and I expect it will in this thread too. Now if this were the other, inferior site, it would be an entirely different situation. I won't rant but I would never do a build thread there.

Scott

Scott, Did you have to notch the 2.2 bellhousing for starter nose clearance? The Ls4 being a little wider than the Rover V8, blockhugger headers might work through the fender RV8 style. I think the updated  shielded oil relief valve is the fix for the oil consumption. The 42lb relief valve would be good if not using the DOD. Project looks good!

QuoteDid you have to notch the 2.2 bellhousing for starter nose clearance? The Ls4 being a little wider than the Rover V8, blockhugger headers might work through the fender RV8 style.

Jim,

Yes, I will have to notch the bellhousing. I'm going to wait until I get the clutch here. I still need to measure how far the input shaft goes into the crank and sort that out too...in good time. Right now I'm concentrating on getting the engine installed. As soon as that is done it will be on to the manifolds/headers.

Scott

Interesting, looks like almost exactly the same firewall cuts I made for a sbf. It seems like the shift in popularity from Rover swaps to Ford swaps started about 10 years ago, I think we might be seeing a shift from Ford to LS in the near future. I'm enjoying following along, Scott!

I didn't have a lot of time this past weekend but I managed to find a few hours to do an initial fitting of the engine. Although it's still early in the process, I was very pleased with what I found. Obviously, nothing is in it's final position in any of the pictures that follow. Another few hours will be needed to get there. First, some pictures of fitting the motor will be shown, then the current state of the engine bay modifications. It will take a few posts to get everything uploaded.

This first picture gives a general view a few feet away from the car.



This next one illustrates one of the two main reasons I decided to go with the LS4.



You can see the harmonic balancer fits behind the rack. I thought there was a good chance it would. The only modifications to the firewall at this point are those detailed in the one of the previous posts above. It just fits and I'll need to find another 3/16" to 1/4" or so on the firewall so the motor can be tilted the required 3 degrees. I also want to give myself enough room between the rack and the balancer to slip a belt on, just in case. Still a long way to go here. Oh, the other reason I went with the LS4 is the small bellhousing.

The next series of pictures show the sides of the engine/engine compartment just for reference. It's hard to see on a photo but there is more room on the sides than I would have thought.

I did have to notch the crossmember. The front of the oil pan kept the motor about an inch higher than desired. One of the main requirements of this build is absolultely no hood modifications.



Here is the current state of the firewall mods. Essentially no changes...I did tweak the left side a little.



This does it for now. It was really exciting for me to see the motor in the car.

Great progress Scott, keep the updates coming!

Scott, COOL!

Great work Scott.  Could you tell if the steering shaft will work to the stock location or will you need to reroute it with an extra U-joint or two?

Just read that the LS4 was made for FWD applications.  What bell housings work with it?

Very good work. So far it doesn't appear there is any reason for concern. A bit tight where the steering goes through the firewall. What do you have in mind for headers?

Jim

I bet you could cut up a set of these and make some LS/RV8 headers pretty easily.

http://www.speedwaymotors.com/LS1-Block-Hugger-Tight-Fit-Headers-Plain,4614.html

Ryan, the LS motor is wider than the Rover or Ford. I'm thinking they will work as is, with the hole in the fenderwell lower. Probably right over the frame piece.

Everyone, thanks for the feedback and suggestions.

Jim B., Ryan, Jim N.: I'm going to be fabricating my own set of headers but I appreciate the suggestions.

Rob, Jim B.: The steering seems to be ok as far as interference with the block. What isn't clear at this time is where the two rear exhaust ports will end up when the engine is positioned properly. This picture gives a little more detail on what is going on back there.



If one of the ports ends up opposite the shaft then I'll have to get another u-joint and re-position things. The odds here favor having to modify the steering, I believe, and it will probably make things easier in the long run too. We will see.

Rob: Here is a picture of the bellhousing I'm using. It's the same one I used on my V6. It's the small GM bellhousing pattern.



Just about any of the many RWD bell housings with this pattern will work. I'm using a Ford T5 so that pattern probably looks familiar to you. It fits the B transmission tunnel very well. I'll have some additional pictures in the not too distant future...I hope.

Looks good Scott, I'll be following this project, great way to show your progress and get feedback.  I have a small block Chevy installed, gathering parts for my LS conversion.

QuoteLooks good Scott, I'll be following this project, great way to show your progress and get feedback. I have a small block Chevy installed, gathering parts for my LS conversion.

Glad you're here Jim. You're the 4th Jim who has posted in this thread!

I hope you post more about your project. Very interested in your approach.

Scott

Scott, from that last shot it looks like you might be able to extend your rack pinion shaft a couple of inches and clear your exhaust ports by getting the u-joint back into the firewall cone. If you have access to a lathe or someone with one it's pretty easily done, or you could run down here one day and we could do it. Something to keep in mind. The more direct the steering the better. Also since the cone is toast it wouldn't take much to modify that too and there is a little give in the column position.

Jim

QuoteIf you have access to a lathe or someone with one it's pretty easily done, or you could run down here one day and we could do it. Something to keep in mind.

Jim,

Thank you for the offer! With some luck, I should have the motor positioned by the end of the weekend. It will answer several questions. I'll keep you informed.

Scott

Made some good progress again yesterday but still have a ways to go. I got engine close to where it will ultimately live and was curious about hood clearance. I was very happy with the what I found.



The next couple of pictures show what I have in mind for the final layout of the engine bay. Again, it is what I was hoping for when I selected this motor. Of course it isn't done yet so things could change.





Further changes to the firewall were needed to get the engine where I wanted it. The most significant change was to the heater shelf. I wasn't really concerned with maintaining the original heater box but I believe I can modify it to fit. This will be a phase 2 task, for phase 1 I'm going to put sheet metal covers in place.



You can see on the left side that the opening has been enlarged as well. #8 spark plug will be living back there and I need to provide some clearance and access to it. More trimming will be needed there. The right side is pretty much the same although I did do some trimming on the back side to fit the engine. I was running out of time but I mounted the bellhousing on the motor and quickly tried to fit it. The oil pan was hanging up on the crossmember as I was trying to angle it into the engine bay. I will be trimming it a bit more. The next step is to ensure the engine/transmission combination fits properly.

For those of you who might be considering this swap, keep in mind that I'm working with a chrome bumper B and my goals for this conversion are driving engine placement. I know nothing about rubber bumper B's, but I understand that the front crossmember is deeper and the firewall is modified for the Rover V8. It might be possible to fit an LS4 in one with no or minimal modification. It would be interesting to see. I would expect even more options if you're running a Fast Cars crossmember with a chrome or rubber bumper model.

The most interesting news from yesterday's efforts (well, interesting to me at least ) is it looks like it may be possible to route the headers without modifying the steering. I don't have any pictures at this point but the u-joint falls between #5 and #7 exhaust ports and the shaft appears to be low enough to allow the header pipe to fit. We will see. #7 spark plug is pretty close to the u-joint and I don't believe the original boot will work so that's another issue on the to do list.

That's it for now.

Scott

That certainly is looking good!

Very interesting.

Jim