Quote:
Originally Posted by Poodles
Yes I'm fully aware of the truck motors, but if you're spending that much money on a swap, why would you go for the detuned versions?
I never said the V8 would sit farther forward than the flat 4, I said vs an inline motor because it will clear the steering linkage easier as there is nothing on that side of the block really (at least on the LHD car).
So one that admits he has no knowledge on the subject is saying someone else doesn't know... LS motors have their weaknesses like all over motors, sorry if I interrupted the LS motor circle jerk...
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Actually I said I do not know enough, I have tuned Supra's with aftermarket PCM's. (Yes I mean the last generation with the 2JZ) However I have not gotten seriously in depth but considering I praise the motor and all you have done is try to make assurtations that hold no fact.
Here is another quoted above about the tuning. I am sorry but it costs 100 for the credits to tune any LS Motor. So again why would anyone buy a motor to leave it stock? Since your going to be doing cam, heads, other modifications why wouldn't you tune it unless your incompetent?
How did you even think this was going to be a negative?
So carry on with crying about someone pointing out you really don't know about the engines your talking about. The difference was I admitted that while I have tuned Supra's using AEM's I have not completely built one myself so while I like the 2JZ and it's abilities are well known I will not jump into a game of semantics with someone who clearly doesn't know much about the swap topic of either motor or LS motors for that matter.
Quote:
Originally Posted by ZDan
And an LS engine is a lot longer than the stock flat-4. C.g. of the LS will indeed be further forward than the c.g. of the FA20, unless the firewall is cut out pretty extensively...
I don't see weight numbers for a done, functioning, driving swapped car...
How is the FA different as far as weight and location go? Both are very short engines. I would guess that the FD's stock rotary with twin turbos weighs about the same as the FA20.
If anything, weight will move further forward swapping into an 86 than it does in the FD, because the engine placement is already so much further forward. In the FD, the V8 sits ~85% behind the front wheels. On the 86, it's gonna be about centered on the front wheels. An LS/T56 swapped into the FD puts the shifter about where it should be relative to the driver, actually a little *aft*. In at least one LS/T56 swap into an 86 (with the engine shoved back as far as possible with the stock firewall) the shifter was WAY forward of the hole in the tunnel. They had to resort to an "XL" version with the shifter moved 5.5" aft to get it to fit. That's how much further forward the FR-S/BRZ layout forces the engine in the chassis.
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Oh my god here we go again with disinformation.
First the rotary has iron housings. A 13btt is 410lbs, and LS3 is 440 I believe.
Not to mention the lack of parts, reliability, housings as Mazda stopped making them and so much more but hey just keep talking about things you have no idea on.
One out of two companies so far doing the swap used the XL, where as the other does not... But hey let's quote only what we like so it supports our argument.
I too am using the F-Body T56 built, I am not using the XL. There are no problems so far but thank you for implying there will be because you read the build of another company who is not even finished yet compared to one who is and has been doing the swaps for others for some time now.
The weight of swapped FRS and BRZ's has been posted for some time your just to lazy to look so you make up posts. Even corner weights are posted.
Since you cannot do it yourself let me go find it for you.