Amazon: - Amazon v8 conversion options.. - Page 5

DQ81 · Dec 8th, 2011, 19:27

Quote:

Originally Posted by Poopy

Yes I did....I can't remember the width of the strut towers on the stock suspension. If you need any measurements, I have 2 1uz's sitting on the floor.

I'd love measurements. Then I can compare those with my combi sitting outside and see if it will fit

main thing would be width from head to head and if the stock manifolds would work or if I'd have to fab headers...

If you could give me some basic measurements that would be awesome...

thanks!

Poopy · Dec 8th, 2011, 21:50

I will get them for you later on today...It's only 2:00pm here.

Poopy · Dec 9th, 2011, 02:52

A crude sketch lol. The lumps out the side are the stock manifolds, they stick out about 1.5" further than the valve covers.

Iamtheonlyreal1 · Dec 9th, 2011, 16:19

There will be definite clearance issues in the factory Amazon engine bay, due to the upper control arm intrusion, and the height and bulkiness of the factory Amazon Crossmember. The factory Amazon Crossmember does not allow alot of oil pan configurations due to this bulkiness and overall height. With this V8 being set up for a later model standard style sub-frame (K Frame) I am sure the Oil Pan Configuration will not be compatible at all..

I have been watching Poopy's build on the other forums I am a member of, and he is doing some great and innovative work for sure. Hope to see the car somewhere when it is completed, and perhaps he will take me for a ride. Or even better, let me drive it.. LOL

DQ81 · Dec 11th, 2011, 03:29

Cheers Poopy!

So you're building the hybrid?

It's a hell of a build. Really like the wide fender arches.

I'm going to see if I can't get this to work with a Mustang II front end with custom shock mounts.

Otherwise I'm back to the 302 which can provide plenty of power but I'm all excited about a fully fuel injected 32valve with 6bolt mains. That and if I can find a post '97 engine.... but I've found two of the 260hp specimens for cheap (entire car aournd 250k km's) but I suppose I could put that same money in the 302 and have it pushing around 330hp or so. But hell if I can get the Lexus in it free's up the 302 for an old Ford project I might get and well, bloody hell.

Hahhahaha... What power upgrades can be done to the 1uzf? Are there aftermarket cams?

Poopy what ECU are you going to run with a turbo?

Iamtheonlyreal1 · Dec 11th, 2011, 03:51

I am running the late model General Motors LS1's and LS6's out of the Corvette's. It is way lighter than the earlier V8's, and only ways in about 85 pounds heavier than the original B18/B20 Volvo engine. It also offers way more power, and our LS6's are running about 545 horsepower, and are basically bullet proof.

I know I am showing the motor in the P1800's, but the Amazon is the same basic set up.. My crossmember/suspension kits are designed to work with both models, because they are so similar..

beario · Dec 11th, 2011, 21:01

Quote:

Originally Posted by Poopy

1997 and newer were I believe have variable valve timing, that would be where the extra hp comes from.

i run a ls 400 vvti engine they are near 300 hp,my mate jas a ls400 engine in his supra stock 1uzfe with headers and exhaust made 296hp,on a manual w58 supra box with adapter plate...he just vortech supre charged it at 6 psi made 400ish and same torque,stock blck stock ecu just a rising rate fuel reg...he is selling the charger kit on ebay at present...vvti is better in my opinion feels a lot faster than non vvti,also you get a front facing intake/similar to the ls1 engines and single coil packs on each plug...vvti is 99> ls 400...seriously go drive one,its a missile in a massive 1700kg car in an amazon would be awesome and they go forever 6 bolt mains,steel rods/crank and hypertechnic pistons stock...

Poopy · Dec 12th, 2011, 03:06

Wow look at my horrible grammar! ^^ I must have been tired.

Yes the hybrid is mine and I am so excited to drive it! 3-500 hp in a car that weighs 2500lbs or less is going to be unreal.

A few things to consider....the vvti motors use lighter weaker rods and higher compression and aren't that great for boost because of those things. But NA they seem to be the way to go.

I'm running a haltech ecu to run it stock, as well as when its boosted. I found a build on another forum for a NA 1uz. Here is the important part:

"Just got it tuned last night with 14:1 pistons, 1.5mm O/S exhaust valves, mild port work, Kelford 286 degree cams and ITB trumpets lengthened by 100mm...

270rwkw!!

Haven't got dyno sheet yet as printer ran out of ink. Can't remember the torque figure but it was around 700nm and made more torque than the previous setup right from the start of the dyno run at 2000rpm!
"

So 360hp na with a fairly simple build, I know a guy locally who has 571rwhp on a completely stock 1uz running 21psi on a single turbo.

This is the 571hp car:

http://www.youtube.com/watch?v=dvpZbFIoVGk

DQ81 · Dec 14th, 2011, 01:16

The problem with LS enginens is that everyone over here seems to thing they're worth their weight in gold, this is due to scarcity.

That setup looks awesome, but it's not in my budget by far. One day...

As the 1UZFE is relatively cheap to come by over here (and you get an automatic and whole car for free!) I'm leaning towards this route, a '98 or later model due to the more evenly distributed power band. i'm not going to push this engine further, maybe an M90 blower at some point way down the line but really for me, for now, for a non track, fun street car, I think 294hp in a 1200kg car (that's not allowing for the freeflowing exhaust it will have as it needn't have cats for emission in the Amazon) should do just fine. It's streetable, economical enough (LPG G3!!) and more then enough fun for power.

Now for front suspension, old 121 stuff is out (it's a '62 so stock DRUMS UP FRONT!) and redo the front end out of boxed steel and McPhearson front setup. That's the plan for now.

Oh, and the Combi, that's still getting a 24v straight six. Restore back to former glory and it's a great and practical classic.

that's all for now folks.

BTW, what manual gearbox choices are there? Do I need an adapter plate?

Iamtheonlyreal1 · Dec 14th, 2011, 02:43

Here are some pics of the new clearances that our crossmember/suspension kits offer...

The LS1 sitting in the projects now, with this crossmember/suspension kit, actually has considerably more rear sump clearance.. The LS1 actually sits lower in the engine bay, with proper ground clearance, than the original B18/B20. Swedish Ops has custom shorty headers being manufactured, that will be offered also.. These headers will still allow plenty of room for starter work, spark plug replacement, and they install with out jacking or prying the motor around.. LOL

The V8 oil pans with rear sumps have even more clearance than the original B18/B20, along with being able to now sit in a natural position during the transplant, rather than the normal shoehorned fit... Also, you will see how much more oil pan to crossmember space is available for use.. And done forget, the total removal of the upper control arms and steering components that clutter up the front of the engine bay..

Dec 9th, 2011, 16:19	#44
Iamtheonlyreal1 Trader Last Online: Aug 1st, 2014 05:07 Join Date: Feb 2011 Location: Madill	There will be definite clearance issues in the factory Amazon engine bay, due to the upper control arm intrusion, and the height and bulkiness of the factory Amazon Crossmember. The factory Amazon Crossmember does not allow alot of oil pan configurations due to this bulkiness and overall height. With this V8 being set up for a later model standard style sub-frame (K Frame) I am sure the Oil Pan Configuration will not be compatible at all.. I have been watching Poopy's build on the other forums I am a member of, and he is doing some great and innovative work for sure. Hope to see the car somewhere when it is completed, and perhaps he will take me for a ride. Or even better, let me drive it.. LOL __________________ Robert Jackson Classic Auto Glass Innovations Flush Mount Glass Classicautoglassinnovations.com

Dec 11th, 2011, 03:51	#46
Iamtheonlyreal1 Trader Last Online: Aug 1st, 2014 05:07 Join Date: Feb 2011 Location: Madill	I am running the late model General Motors LS1's and LS6's out of the Corvette's. It is way lighter than the earlier V8's, and only ways in about 85 pounds heavier than the original B18/B20 Volvo engine. It also offers way more power, and our LS6's are running about 545 horsepower, and are basically bullet proof. I know I am showing the motor in the P1800's, but the Amazon is the same basic set up.. My crossmember/suspension kits are designed to work with both models, because they are so similar.. __________________ Robert Jackson Classic Auto Glass Innovations Flush Mount Glass Classicautoglassinnovations.com Last edited by Iamtheonlyreal1; Dec 11th, 2011 at 04:48.

Dec 14th, 2011, 02:43	#50
Iamtheonlyreal1 Trader Last Online: Aug 1st, 2014 05:07 Join Date: Feb 2011 Location: Madill	Here are some pics of the new clearances that our crossmember/suspension kits offer... The LS1 sitting in the projects now, with this crossmember/suspension kit, actually has considerably more rear sump clearance.. The LS1 actually sits lower in the engine bay, with proper ground clearance, than the original B18/B20. Swedish Ops has custom shorty headers being manufactured, that will be offered also.. These headers will still allow plenty of room for starter work, spark plug replacement, and they install with out jacking or prying the motor around.. LOL The V8 oil pans with rear sumps have even more clearance than the original B18/B20, along with being able to now sit in a natural position during the transplant, rather than the normal shoehorned fit... Also, you will see how much more oil pan to crossmember space is available for use.. And done forget, the total removal of the upper control arms and steering components that clutter up the front of the engine bay.. __________________ Robert Jackson Classic Auto Glass Innovations Flush Mount Glass Classicautoglassinnovations.com Last edited by Iamtheonlyreal1; Dec 14th, 2011 at 02:54.

Dec 8th, 2011, 21:50	#42
Poopy Junior Member Last Online: May 5th, 2015 02:35 Join Date: Dec 2011 Location: Vancouver	I will get them for you later on today...It's only 2:00pm here.

Dec 9th, 2011, 02:52	#43
Poopy Junior Member Last Online: May 5th, 2015 02:35 Join Date: Dec 2011 Location: Vancouver	A crude sketch lol. The lumps out the side are the stock manifolds, they stick out about 1.5" further than the valve covers.

Dec 11th, 2011, 03:29	#45
DQ81 Junior Member Last Online: Aug 14th, 2022 20:57 Join Date: May 2010 Location: Mildenhall	Cheers Poopy! So you're building the hybrid? It's a hell of a build. Really like the wide fender arches. I'm going to see if I can't get this to work with a Mustang II front end with custom shock mounts. Otherwise I'm back to the 302 which can provide plenty of power but I'm all excited about a fully fuel injected 32valve with 6bolt mains. That and if I can find a post '97 engine.... but I've found two of the 260hp specimens for cheap (entire car aournd 250k km's) but I suppose I could put that same money in the 302 and have it pushing around 330hp or so. But hell if I can get the Lexus in it free's up the 302 for an old Ford project I might get and well, bloody hell. Hahhahaha... What power upgrades can be done to the 1uzf? Are there aftermarket cams? Poopy what ECU are you going to run with a turbo?

Dec 12th, 2011, 03:06	#48
Poopy Junior Member Last Online: May 5th, 2015 02:35 Join Date: Dec 2011 Location: Vancouver	Wow look at my horrible grammar! ^^ I must have been tired. Yes the hybrid is mine and I am so excited to drive it! 3-500 hp in a car that weighs 2500lbs or less is going to be unreal. A few things to consider....the vvti motors use lighter weaker rods and higher compression and aren't that great for boost because of those things. But NA they seem to be the way to go. I'm running a haltech ecu to run it stock, as well as when its boosted. I found a build on another forum for a NA 1uz. Here is the important part: "Just got it tuned last night with 14:1 pistons, 1.5mm O/S exhaust valves, mild port work, Kelford 286 degree cams and ITB trumpets lengthened by 100mm... 270rwkw!! Haven't got dyno sheet yet as printer ran out of ink. Can't remember the torque figure but it was around 700nm and made more torque than the previous setup right from the start of the dyno run at 2000rpm! " So 360hp na with a fairly simple build, I know a guy locally who has 571rwhp on a completely stock 1uz running 21psi on a single turbo. This is the 571hp car: http://www.youtube.com/watch?v=dvpZbFIoVGk

Dec 14th, 2011, 01:16	#49
DQ81 Junior Member Last Online: Aug 14th, 2022 20:57 Join Date: May 2010 Location: Mildenhall	The problem with LS enginens is that everyone over here seems to thing they're worth their weight in gold, this is due to scarcity. That setup looks awesome, but it's not in my budget by far. One day... As the 1UZFE is relatively cheap to come by over here (and you get an automatic and whole car for free!) I'm leaning towards this route, a '98 or later model due to the more evenly distributed power band. i'm not going to push this engine further, maybe an M90 blower at some point way down the line but really for me, for now, for a non track, fun street car, I think 294hp in a 1200kg car (that's not allowing for the freeflowing exhaust it will have as it needn't have cats for emission in the Amazon) should do just fine. It's streetable, economical enough (LPG G3!!) and more then enough fun for power. Now for front suspension, old 121 stuff is out (it's a '62 so stock DRUMS UP FRONT!) and redo the front end out of boxed steel and McPhearson front setup. That's the plan for now. Oh, and the Combi, that's still getting a 24v straight six. Restore back to former glory and it's a great and practical classic. that's all for now folks. BTW, what manual gearbox choices are there? Do I need an adapter plate?

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