Thread: Holden V8 into a RRC

I can understand each side of the argument here. I think it comes down to personal choice. People bag the Holden engine, People bag the Rover engine. They are both good honest simple V8s. Yes there are better engines, but at a higher cost and technically difficult.
I had absolutelly no problem with my RRC 3.9 stroked to a 4.2 on dedicated lpg. It had all the go a mates 308RRC had. A lot depends on what variant we are talking about, wether naturally aspirated or fuel injected, there are massive differences. It also depends what you have. Changing for the sake of changing, not liking the Rover motor, building a car up from scratch (maybe no engine). etc etc.
Personally I would not replace the Rover V8 unless it blew up and had catastrophic damage, then I would considera Holden V8 due to simplicity and availability of parts, options of fuel injected heads and eengine management systems that are plentifull these days or jus a naturally aspirated variant.
Anyway whatever you decide best of luck and keep us informed of your progress.

The LS1 flywheels are huge, i dont know about a ZF bellhousing but to get it to fit in a LT95 bellhousing would have required a huge ammount of grinding to the point where some parts of the bellhousing would have been paper thin or complete gone, we thought about that option beefing up the bellhousing and using the 350 adapter but then the 350 adapter would have also needed alot taken out of it as well. So yes the ls1 flywheels are larger then the 350 ones.. someone suggested using a smaller custom flywheel but then you still need to use the same ring gear or completly change how the starter motor mounts up...

It just comes down to how much messing around you want to do with an adaption. I have a 318 with a Hemi 6 flywheel,Holden clutch plate and a modified Hemi pressure plate. Starter is big block Chrysler and this is bolted to the passenger side of the motor not drivers like a Rover. This is in front of a lt95. You can make anything work its just how much time and effort it takes . As for the T700, the problem with it is how small the area is the adaptor has to bolt to. Its about 120 pcd with 4 10mm bolts in cast alloy. This joint takes all the load of motor, trans and transfer case, being its between the front and rear mounts. If you drive hard, how long before it fails. I have one of these adaptors on a T700 to lt95 and dont trust its strength at this joint at all. One day i will finish the rest of the rangie off and see how it lasts.

Originally Posted by cal415

Rovercare, glad i decided not to go down that path with overkill! what went wrong with your mates purchase? im going through something similar with aussie desert coolers at the moment..

It will be ready next month.........next month............next month.............next month

I reckon if someone makes a full Gen3 conversion kit for the P38 will make some money.

Common.. how nice a car would that be! can grab a good P38 for 5k with a stuffed motor these days.

All about electronics I guess

Camo

Originally Posted by Camo

I reckon if someone makes a full Gen3 conversion kit for the P38 will make some money.

Common.. how nice a car would that be! can grab a good P38 for 5k with a stuffed motor these days.

All about electronics I guess

Camo

I've been toying with it for ages, I just need to get a P38 cheap enough, there will be a way

Originally Posted by cal415

The LS1 flywheels are huge, i dont know about a ZF bellhousing but to get it to fit in a LT95 bellhousing would have required a huge ammount of grinding to the point where some parts of the bellhousing would have been paper thin or complete gone, we thought about that option beefing up the bellhousing and using the 350 adapter but then the 350 adapter would have also needed alot taken out of it as well. So yes the ls1 flywheels are larger then the 350 ones.. someone suggested using a smaller custom flywheel but then you still need to use the same ring gear or completly change how the starter motor mounts up...

Early chevs have 2 different ring gear, 153 and 168 tooth count if I remember, must use the small one on rover conversions, Think we went through it, I'd of just got a flywheel machined to suit..........your probably better of with the Nissan box anyway

Originally Posted by PhilipA

Why not a gen111 to a beefed up 4HP22.

I understand that the adaptor/bolt pattern is the same for small block and Gen111 except for leaving out one bolt. Engine mounts can be re positioned Gen111 to 350 using an Advance Adaptors plate , or making up your own.

4HP22 rebuild to take it is $8K from Melbourne apparently.

I have never yet heard of anyone doing it and someone posted a while ago that the flywheel diameter was larger and would not fit inside the ZF bellhousing. This would seem a pretty difficult obstacle as the starter /flywheel relationship is pretty fixed AFAIK.

Does anyone know this for sure?

It seems unlikely seeing that I have seen a Gen111 to 350 small block swap in a US mag, where the Gen111 just bolted up to the 350 trans, suggesting Gen111 and 350 flywheels are the same.

This to me would be a great swap and one I would like to do if I ever get the spare money..

Regards Philip A

not to be rude, but he has the engine already, and $8k for an auto, that will do a bullet proof 700r4 and apapter and have plenty of change.