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1985 Porsche 944 LS Swap (take 2) - 4.Great


Rally Pat

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Iirc these cars had a near perfect balance, didn't they? Are you planning on doing anything to offset the weight difference in the motor? Also, if you need an extra hand turning a wrench, I live about 5 minutes from northend wrench.

 

A little understeer never hurt anybody. It will be a nice balance for the new power at the rear. We will eventually do something with the suspension, but the goal for right now is just for it to move under it's own power.

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My bmw runs great.

 

I get a dozen or so cars running a week sooooo

 

Just bustin' balls.

 

I will always have love for the LS...fact is, YouTube/social media exposes the public to the sights/sounds of a V8 with a level of ease and knowledge I've not seen in the past 20+ years. Plus, the aftermarket's support for the LS means that cars (like this 944) that weren't running now get a new lease on life.

 

I couldn't care less about specs on an Olds 215 or some old lump if no one's making parts for it and it STILL makes less power dollar-for-dollar with a $750 running 4.8L...

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Just bustin' balls.

 

I will always have love for the LS...fact is, YouTube/social media exposes the public to the sights/sounds of a V8 with a level of ease and knowledge I've not seen in the past 20+ years. Plus, the aftermarket's support for the LS means that cars (like this 944) that weren't running now get a new lease on life.

 

I couldn't care less about specs on an Olds 215 or some old lump if no one's making parts for it and it STILL makes less power dollar-for-dollar with a $750 running 4.8L...

 

A 4.8 is more like $150-$300, mine was $500 because it came with a transmission which I plan to sell. $750 would get you a nice 5.3 and maybe even a 6.0. For an aluminum one, they are usually in the $1000-$1500 range. Thats probably phase 2 after its running already.

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So I've been on the phone with Kent at Texas Performance Concepts customizing and hammering out the last details of my kit before I pull the trigger on my order, and I made one big fuck up. I assumed that Corvette accessories would fit fine as in a lot of swap kits, Corvette and CTS-V Accessories are the most preferred because they hug the engine so close. Well, as it turns out, in this instance F Body and CTS-V Accessories are what are required. So, my kit will still be on the way, but I need to find different accessories if anyone knows anyone who has some.
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Just saw a bone stock 4.8 make 885 on the dyno with an 80mm turbo. When I say bone stock, I mean they gapped the rings for boost and that was it. Stock crank, rods, pistons, bearings and it was through a truck intake. All controlled by the new Terminator X.

 

So yeah, I would say a played out 4.8 lsx swap is a good choice considering how much they cost. What would it cost to make a stock Porshe engine make that power?

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That'll give the track's cleanup crew something to do on his first pass.

 

Depends if it a Gen 3 or Gen 4. If its a Gen 4, it may very well make it to north of 1000 hp before it lets go.

 

Matt just posted another "dont BS me" 4.8 clone that he tuned, 700whp.

 

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Depends if it a Gen 3 or Gen 4. If its a Gen 4, it may very well make it to 1200 hp before it lets go.

 

Bingo. That and the tuning put into it makes a difference. I was very impressed with what could be done with that Terminator X setup. The wiring was simple, fired up and drove the first time, made multiple big power pulls on the dyno with no signs of issues at all.

 

Turned up and on a safe tune it will be 1,000 wheel no problem.

 

 

So, your setup with a 4.8 and halfway decent parts will be perfect for what you want to do. LS swaps are done because they work, are reliable, make good power, and aren't expensive.

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Last night, I started to tear the motor down. She dirty! I got the harness mostly off, but some of the cables were pinned between the block and the Hoosier I have it siitting on, so I pulled the hoist out to lift it up. Man are those injector plugs annoying. I started to unbolt the torque converter but, but it was getting late and I didn't have anything handy to stop the crank from moving on me, so I will pick that up tonight probably. I need to get them trans separated and the engine on a stand so I can flip it over and pull the cam out so I can send it off for the regrind.

 

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My valve springs arrived the other day - PAC-1218's, basically the standard issue valve spring for people running the Sloppy Stage 2. In addition, my slightly longer and hardened pushrods should be arriving today so that I can maintain correct valve train geometry with the reground cam. Mike is going to let me borrow his LS valve spring compressor kit, and since I need the lifters held up I might change out the valve springs before pulling the cam so I don't waste any time unnecessarily.

 

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Also, my kit from Texas Performance Concepts is on order. They are a pretty small shop, and the information for the parts they offer is super out of date. They actually offer way more than is listed. I opted for a few things that I was going to source myself originally purely out of convenience. For example, they offer a complete hydroboost install kit that includes everything you need to plumb it and attach it to the firewall. In addition, I was planning on piecing together my own fuel system, but they offer everything I was going to buy including the corvette filter with the built in regulator. You can spend a lot there, but I opted for basically just what I needed to make the car move and stop. Down the road if I keep the car around, I will go back to them for other stuff like the AC kit they offer.

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Received my Dirty Dingo Adapter plates, for the price of these I probably could have found the right intake, but I am gonna send it anyway because I am curious to see what happens. Super nice billet and nice hardware along with it!

 

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Ok, first thing I did Friday after work was go rent the crank pulley puller from AutoZone. The night before, I was having some issues with the crank moving on me while I was trying to undo the torque converter bolts, so I walked away but I got it when I went back by wedging my long breaker bar against the ground. The 4l60e didn't put up much of a fight after that and let go.

 

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The claw for my engine stand has been permanently stuck in Subaru mode for about 10 years now, so it actually took a little work to get it repositioned. I also needed to go to the hardware store and get new bolts as the stock bolts weren't long enough for the fingers on my claw. When I got back and positioned the claw on the engine, no matter what I tried positioning wise I couldn't get all 4 attached, so I just let the last one dangle.

 

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My next problem is the factory clutch fan. It took me a bit to figure out how I was going to get it off. None of my adjustable wrenches were big enough, and I didn't have the appropriate size wrench. What I did have was a big C clamp that I normally used for brake jobs and the like. I cranked it on there as tight as I could and held the water pump in place with vice grips. Applied some leverage, and off it came.

 

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Sunday morning I focused on getting the valve springs done and getting the cam pulled so I can send it out. Thanks to Mike, I had access to a BTR valve spring compressor tool. Heres a look at an old spring next to the new PAC-1218's that I installed.

 

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The kit comes with a hose for airing up the cylinders to hold the valves in place while changing the valve springs. It makes this job really quick, I think I was done in about 40 minutes with all 16 springs.

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Gotta give all the valves a nice bop with the deadblow before winding them tight or the keepers won't let go. Some required multiple bops and tries with the tool.

 

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I put the keepers in a magnetic parts tray while changing the springs, and then when putting them back on the valves, a little grease helps hold them in place while taking the tension off the tool.

 

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Finished job!

 

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Sunday evening before the GoT finale, I finally was ready to pull the cam out. Easiest way to keep the lifters from falling through the engine when its on the stand is just flipping it over. I keep this plastic 99 Subaru Forester cargo mat around for catching oil and coolant when we flip Subaru engines on their side while doing head gaskets. After it all drains, just put some oil dry in it to clean it up.

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Pulled the cam out using the "make a handle with two water pump bolts" trick, and its ready to be sent to Jon Bodwell for regrinding. Progress may slow after this as we wait for parts to come in, and Sean and I are both going to be on vacation for a little bit. I also need to figure out how I'm going to safely wash the engine, as well as I still need to locate a full F body accessory setup. Its gonna really suck if I have to spend $1500 on all new accessories and brackets, so I am searching as much as I can for some takeoffs.

 

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That's an interesting accumulation of carbon!

 

Did you do the valve seals while you had the springs off? How many miles on the engine?

 

I was going to, but my nearby auto parts stores didn't have any in stock and I didn't want to drive across town so.....¯\_(ツ)_/¯

 

Maybe if the cam gets back in reasonable time and I don't have anything else to work on, I'll flip the engine back over and do the seals, other wise I'll just send it.

 

I think the guy said it had like 180k on it, I don't know. I'll run some cleaner through it when its running and hope for the best. I'll care more about the next engine. The main goal here first is literally just make the car move under its own power.

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  • 2 weeks later...

PLOT TWIST

 

So I put up the 01 4WD 4L60E I got with the engine for sale on FB, and I think I had more interest in that than anything I've ever put up for sale on the internet. I figured I would try to recoup some cost I have in the engine. Well, someone offered me a whole other engine for it. So now, I have an 01ish (I think) 5.3, with harness and ECU. I am undecided as to if I am going to transfer the springs and stuff over to that motor or just put it up for sale, but now I have two engines so there is that.

 

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I am back from my first trip, but leave for my next one in a couple weeks and Sean will be gone in between there somewhere, but we plan to put something in the car in June. I also still need to sort out my wiring harness situation. In the meantime, I ended up returning the Dirty Dingo Cathedral Port adapter plates, since Scott put up a stock LS1 intake manifold for sale. I just bought that, so I will put this LS3 manifold I have up for sale if anyone is interested. The LS1 intake is a much better fit since I can use my existing throttle body, not to mention it comes with injectors that fit correctly and the dead head fuel rail which is idea for my fuel setup. (More on that in a future post). I also bought a set of Corvette coil covers off of Scott, just because.

Edited by Rally Pat
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