For those who have done the swaps..

Discussion in 'High Tech Retrofits' started by DoTheDew, Dec 3, 2010.

  1. sbca96

    sbca96 Veteran Member

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    Thats simply not true, the LTx engines have a few gains over the basic SBC
    and as I mentioned earlier, you CANT put a Holley type setup on a pollution
    controled car here in California. I have logged years and 100s of thousands
    of miles on LT1s and they are awesome engines. As for the opti comment, it
    was so overblown its not funny. Out of three high miles LT1s, only ONE had
    to have the opti done, it was the Impala, at 172k (or around there). Its quite
    an easy job, and parts are readily available.

    Hey now! Thats not fair! No, I certainly do NOT think the 3rd gen seats are
    better than the 4th, though the late Firebird seats, I think in the GTAs? Are
    the same design as the Firebird used from 1993 up. Those are nice seats. I
    have a complete '99 Camaro SS interior, and a partial '94 Firebird interior.

    Tom
     
  2. Aceshigh

    Aceshigh Veteran Member Lifetime Gold Member

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    So by my calculations, that's a 33% fail rate. :crazy:

    It's widely known that the Optispark blew donkey nuts.
    My brothers 94 Z28 only had 42,000 on it and had to have it all changed at ~55,000.

    http://www.delteq.com/opti_design.htm

     
    Last edited: Dec 10, 2010
  3. sbca96

    sbca96 Veteran Member

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    I hardly consider a distributor being completely maintainance free for almost
    200k miles problematic .. or can even be considered a "failure". I have 2 LSx
    cars, and I am not even thinking twice about the LT1 install! I cant wait! It
    is always a pleasure to take the '93 out and burn the rear tires.

    Like was said.. to each their own.;)

    Tom
     
  4. 76_TypeLT

    76_TypeLT Veteran Member Lifetime Gold Member

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    Not to bump an old thread, but the more time I spend thinking about this, the better it sounds. I like the nostalgia of going with an old school SBC or BBC, but the LS swap has so many pros, esp with the cost of gas only going higher. If I take my 76 to the track as I intend, then the LS motor makes that much more sense for a variety of reasons. But you get better drive-ability which makes the car that much more enjoyable.

    Let's think BIG here. If I had a reputable shop install an new LS motor with cam/headers along with a TKO or T56, what would the walk out price be to do it right, no corners cut?
     
  5. jakeshoe

    jakeshoe Veteran Member Lifetime Gold Member

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    $12k would be a reasonable estimate.
     
  6. BondoSpecial

    BondoSpecial Veteran Member Lifetime Gold Member

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    Any EFI on any engine even a gen 1 is better than carb for so many reasons, and any OD trans even just a plain old 700R is better than no OD. As far as I am concerned unless you are a strip-only bracket car, carbs are for people that are too lazy to invest in EFI. It's 2011. You can't imagine the smile on my face when I fire up my EFI'd gen 1 in 20 deg F weather and it comes to life and you can just drive it like a normal car, immediately. No warm up, no babying it. An LS swap must be the next level of Zen. Some day soon I will do an LS swap but for now a multiport EFI'd Gen 1 w/ an OD trans in a 2nd gen is not bad either.
     
    Last edited: Jan 4, 2011
  7. 76_TypeLT

    76_TypeLT Veteran Member Lifetime Gold Member

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    thanks Jake. I actually intend on calling you and having a serious discussion about this.
     
  8. JAMMINJ007

    JAMMINJ007 Veteran Member

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    Sounds about right that is alittle less than what I had paid. Then again, I went with new everything.
     
    Last edited: Jan 7, 2011
  9. mrvedit

    mrvedit Veteran Member

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    I recently completed installing an LS2 in my '81 and while I have had very limited driving time (due to MI winters), I really like it so far. I will post all details soon, but it ain't cheap. I spent close to $4000 for a hot-rodded engine and another $5000 in "parts":
    - $700 for brand new 4l65e transmission (and that is obviously a one-of-a-kind great deal)
    - $500 for new torque converter
    - $300 for new custom-length drive shaft
    - $550 for wiring harness
    - $525 for headers
    - $400 for engine and trans mounts (w new crossmember)
    - $200 for "swap" oil pan
    - $450 for nice fuel rails, regulator and AN lines
    - $250 for electronic speedometer
    - $250 for accessory mounting kit
    - $200 for intake air tubing and air filter
    - $650 for HP Tuners tuning software
    - At least another $400 for misc radiator hoses, AN fittings, throttle cable, electrical parts, etc.

    To do it properly, there are a lot of details and solving each detail will cost money (and/or a lot of time).
     
  10. 76_TypeLT

    76_TypeLT Veteran Member Lifetime Gold Member

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    Assuming a new crate LS motor is purchased, is there a "preferred" motor that is the least hassle-free install or would any crate LS motor require the same "customization" to do the swap correctly? I know this is a 20,000 foot type question but curious if there are any nuances with certain LS motors that makes them a little more difficult than others to work in our 2nd gens, esp if A/C was going to be installed. Perhaps buying a crate motor removes more of the issues that people need to address when doing an LS swap.

    And if I go the LS route, I would highly likely go with a new motor - that's just the way it would go down :)
     

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