Thread: Its LS1 time!

I've been day dreaming about this conversion. The Rover V8 does have a GM heritage, so it makes sense. I am looking forward yo your posts.

Good luck.

This sounds sen-bloody-sational!!!

I know it's VERY early days, but a few general interest type questions.

1. What would the kw output of the LS1 being used (standard DI-DO conversion)?

2. Would there also be an hi-po (DI-DO) version in mind? And what kw's?

3. How long would a DI-DO realistically take (once the conversion process is known and sorted efficiently)?

4. AND The big one... what sort of $'s we talking for DI-DO?

I know they are all probably "how long's a piece of string" stuff at the moment, but even if it's only what your aiming for I can sort of get an idea about the budget I need to start saving for!!!

Originally Posted by DT-P38

This sounds sen-bloody-sational!!!

I know it's VERY early days, but a few general interest type questions.

1. What would the kw output of the LS1 being used (standard DI-DO conversion)?

2. Would there also be an hi-po (DI-DO) version in mind? And what kw's?

3. How long would a DI-DO realistically take (once the conversion process is known and sorted efficiently)?

4. AND The big one... what sort of $'s we talking for DI-DO?

I know they are all probably "how long's a piece of string" stuff at the moment, but even if it's only what your aiming for I can sort of get an idea about the budget I need to start saving for!!!

1. The first I'll be doing will likely be a 225KW medium kay engine and trans, stock is it comes, as its the initial trial, so costs stay to a minimum until its sorted

2. Upon completing the first, it will then be open slather fitting anything from the LS engine family, I''l likely be trying to fit brand new 6L jobbies with new trans, which will leave with a brand new engine and transmission, untouched, from GMH, which should be trouble free for...well, as long as a new commodore

3. The drive in drive out process will be a difficult one to say as yet, it depends on the parts I find available as bolt in fitment, ie. exhaust headers, or whether they become custom jobs, the idea is to utelise as much factory componetry as possible, which serves multiple purposes, it makes the change over more time efficient, the whole job is neater and of a factory standard and any failed parts can easily be replaced

4. I'd be expecting 15-20k, drive in-out, once sorted 20K should see you with a brand new 6L, brand new 4L60e, fitted, vic engineered

Essentially the conversion is easy, its overcoming the issues with the BeCM, if I can sort these....at great expense mind you! I hope to see a few GMH engined P38's around

In all seriousness, would this gauge your interest? just there is a good chance number 2 conversion will get a substantial discount, merely just to get a few out there

The "LS1 Power" blokes in the UK ...website now u/s ...used the LS1 with a redesigned bell housing whic they had to get specially cast and machined to mate the orig. ZF auto box to the standard LS1. They modified the LS1 to utilise all sensors from the Rover 4.6L (GEMS as I recall) ... which sort of defeats the purpose... but I guess it's cheaper.

BTW the LS1 has found a lot of application in kit planes in the USA and has been approved for use "as is" ...says a lot about its reliability.


Question: how are you proposing to accommodate the BW transfer casing to the GM automatic gearbox?

Originally Posted by Hoges

The "LS1 Power" blokes in the UK ...website now u/s ...used the LS1 with a redesigned bell housing whic they had to get specially cast and machined to mate the orig. ZF auto box to the standard LS1. They modified the LS1 to utilise all sensors from the Rover 4.6L (GEMS as I recall) ... which sort of defeats the purpose... but I guess it's cheaper.

BTW the LS1 has found a lot of application in kit planes in the USA and has been approved for use "as is" ...says a lot about its reliability.


Question: how are you proposing to accommodate the BW transfer casing to the GM automatic gearbox?

They need the bellhousing a the LS_s come with the large ring gear GM use only

I know all this info Hoges, its in a few threads about the place we've both posted, I've been looking at doing this for a few years

They'll be mated together by machining up adaptors and shafts, this is the simple part of the process

Originally Posted by rovercare

In all seriousness, would this gauge your interest? just there is a good chance number 2 conversion will get a substantial discount, merely just to get a few out there

No offence intended, but I don't think I'd be ready to jump on board at $20K but from what you said thats for an ALL NEW 6.0 & trans. I'd be happier with something like the 'alpha' model your suggesting... 2nd hand (or perhaps reco) base/225kw unit. Surely that as a 'beta' would still help out with finetuning the process and product.

Assuming all that went well, and it brought 'the pretty pig' up to as solid and reliable a product as the Mrs 100 series, I could probably then get her to entertain the thought of flogging off her toyota and building a P38 'premium' truck...

Actually, hang on now... I know these guys who have some pretty cool accessories and upgrades for P38's ( HRA) and one of them is regularly pulling P38's to bits and talking of flaring guards and sticking 44's under one... hell, maybe we should all just start talking up an extremely tough LS1 P38 comp truck

Here it is already done.

Caraholics : Overfinch 630R, 6.3 chevy V8, with exclusivity

Originally Posted by RR P38

Here it is already done.

Caraholics : Overfinch 630R, 6.3 chevy V8, with exclusivity

Sure, but how much???

a cost of 52500 pounds

= AU$81500 at current exchange rates.