Alternate engines for 01 D2 v8 petrol?

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Originally Posted by big guy

350 chev? We have that in our boat and yes reliable it is.
Weight however is a big drawback and how to get emissions down.

A bit of rambling there mate.
We mostly all ben suggesting a re-uild of original to perhaps a 4.6 spec which would be un-noticeable from the outside and still be light enough over the front end.
It will certainly be easiest as all accessories just go back in.
Properly done will see another 3-400k km's.

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Hi,

The weight is not an issue with sorted suspension. The advantages of an iron 350 are longevity and simplicity. My 74 RRC came with a 350 conversion on gas already in it, costs about the same to run as a diesel and has done over 400,000 k's since last rebuild.

However.............. AFAIK, such a conversion these days would entail meeting current emission standards (i.e. not the ones that applied at the date of vehicle manufacture, which used to be the case) which would be nigh on impossible.

The responses to the thread are on the money....... spend big bucks on an LS, big bucks on engine management and drivetrain upgrades or get hold of a nice 3.9 or 4.6.

The latter would be my choice.

cheers, DL

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Originally Posted by 350RRC

Hi,

The weight is not an issue with sorted suspension. The advantages of an iron 350 are longevity and simplicity. My 74 RRC came with a 350 conversion on gas already in it, costs about the same to run as a diesel and has done over 400,000 k's since last rebuild.

However.............. AFAIK, such a conversion these days would entail meeting current emission standards (i.e. not the ones that applied at the date of vehicle manufacture, which used to be the case) which would be nigh on impossible.

The responses to the thread are on the money....... spend big bucks on an LS, big bucks on engine management and drivetrain upgrades or get hold of a nice 3.9 or 4.6.

The latter would be my choice.

cheers, DL

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with your 350, what toll has it taken on the rest of the driveline? is it manual or auto?

a "well sorted suspension" will not change the laws of physics...

If you change the inlet manifold, cylinder heads, and water pump for aluminium ones and the cast iron headers for tubular headers the weight difference is less than a second battery, or a steel bull-bar. These engines used American thin wall iron casting technology developed by the US motor industry.

If I was to build up a used Chev small block for off-road use I would start with a 400 for better lower rpm torque.

Using the plethora of after-market repair and performance parts available for a Chev. small block you get lots of horse-power at lower cost than with any other engine.

But probably the cheapest way with the current exchange rate would be to import a crate engine from a GM Goodwrench performance parts dealer

What about Big Paw? Big Paw Engine Block

Dont know about cost of block itself, the rest would be Holden.

James

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Originally Posted by JBM770

What about Big Paw? Big Paw Engine Block

Dont know about cost of block itself, the rest would be Holden.

James

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I suspect this would be a path to be taken by eccentric millionaires. I think you also must use their heads because of the extra bolt holes.

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Originally Posted by Brian Hjelm

I suspect this would be a path to be taken by eccentric millionaires. I think you also must use their heads because of the extra bolt holes.

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It says you can use their 6 studs heads or reg holden

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Originally Posted by jazzaD1

with your 350, what toll has it taken on the rest of the driveline? is it manual or auto?

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Nothing unusual. Did have an LT 95 that had 200 thou on it after a reco that was still ok, clutch ok, diffs ok but got new bearings, driveshafts needed splines and unis. The couple who did the conversion towed a big van around Oz for some time, racking up 150 thou with this driveline in it before I bought it. Someone used it to tow a big boat after them.

Now has Ritters C9 LT 95 TC combo, great after 70 thou plus. Haven't broken anything in over 220 thou, 10 spline axles included.

IMHO the extra weight is no prob at all. Certainly would not be installing a 3.5 as an 'upgrade'.

As I said in the first post............ it's probably too hard to get these conversions approved these days due to emissions. The OP should look at a strong 3.9 or 4.6.

cheers, DL

I just had a look at the GM Performance Parts web site. They offer an LS3 emissions compliant turnkey engine for US$9375 RRP. Output is impressive, 430 hp @ 6000, over 200 hp @ 2000. torque is 400 lb/ft @ 2000, 450 @ 3200, 370 @ 6000.

They offer four iron block turnkey engines.

Ramjet 350 (EFI), 350 hp/400 lbs/ft, US$6656

Fastburn 385, 385/385, US$6953

ZZ4, 355/405, US$6153

350HO, 330/380, US$5682

Few years ago I used to buy GM Performance items from MacPherson Chevrolet in Irvine, Los Angeles near Newport Beach. Don't know if they are still about. They were very efficient and customer oriented.

BUT all those are not legal AFAIK in Oz.

I had a look at a Gen111 at a wreckers the other day and the problem still seems to be that the gen111 has a 14inch flywheel/flex plate with no option of 11inch as for the old iron 350.
If only someone would develop a bellhousing for a ZF as I understand that the ZF bellhousing is physically too small to fit the flex plate in with an adaptor.

I was thinking it could be done by sawing a Gen111 manual bellhousing and a ZF bellhousing in half and welding them together. I understand the ZF bellhousing is removable. It would have to be very accurately done.
I was thinking of calling Dellow to see if they were interested.

Anyone know of anyone anywhere making an adaptor?
Regards Philip A