Thread: Holden V8 into a RRC

Thats a good deal, 4l80e's are exxy, plus not many here in aus

Originally Posted by rovercare

Early chevs have 2 different ring gear, 153 and 168 tooth count if I remember, must use the small one on rover conversions,

Thats as I remember it as well.

Originally Posted by 400HPONGAS

Now , how to Graft a pair of Ford 9 inch nascar centers into RR diffs ?

thats actually probably easier than changing the gearbox.

or you could just put in the ENV, sals or dana 60's

Originally Posted by 400HPONGAS

Well , Ive settled the Gearbox issue , Just acquired a nice 4L80E , and going to use the Marks 4wd adapter ,(Swapped it for a fully worked Trimatic and a 4000 stally) PS the Trimatic , when built right , for drag racing is superior to all the turbo boxes in up to 500hp applications), The "Glovebox" Compucontroller is going to be dearer than than the Gearbox ! ,, still with the compucontrol ,just reach under the seat and set the change points up and down for all gears and no need for a BCM interface .
Now , how to Graft a pair of Ford 9 inch nascar centers into RR diffs ?

Did you get the trans off Aussie V8s? I have seen you post on there.
As far as your opinion of trimatic strength, I can't agree. I broke two trimatic gearsets behind a mild 308 that was only street driven.

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

It's been done in the UK...they ended up using the sensors/electronics from the GEMS 4.6 on the GenIII to get around the electronics. Then converted to LPG. Sadly they went broke in 2008 and were left with a heap of "yet to be machined" specially cast bell housings which were key to the success...
I emailed them at the time

some details from the now defunct website LS1-power.com as follows:

Standard conversion

5.7 LS spec engine.
Custom bellhousing and torque convertor mountings
Bespoke engine mounts
Exhaust interface to standard RR exhaust.
Upgrade fuel delivery system
Relocation of standard ancillaries (Aircon, PAS)
Supply of new alternator and wiring
Modification of looms
Custom programming of GEMS engine management.
Airbox modifications and silicon intake hose
Electric fan and adjustable controller

Reliability

With a modern engine the P38 Range Rover is fitted with an engine that is understressed and designed for the 21st century. This conversion has been engineered to give your Range Rover a new lease of life. Add another 200k to its life.

Compatibility

The conversion retains all the diagnostic functions of the original Land Rover OBDII system. Got a problem? Plug into Autologic, Testbook or Rovacom and read all the sensors just the same. No need to get the vehicle on a trailer to a single repair centre. Wherever possible original equipment sensors are utilised to keep you on the road.

Performance

The best bit. With a re-mapped engine management system and a low-end torque camshaft fitted we have an engine that suits the Range Rover. Our development car has covered over 35,000 miles without a hiccup. This mileage has included towing a fully laden trailer, pulling a caravan, high average speed runs on the motorways, urban crawl (yawn) and serious off road testing. Fuel consumption matches the 4.6 engine and with a sequential gas system provides economic motoring.

Finally we could not resist the rolling road. We were pleased to find that even with a hi-torque cam and very, very safe sesttings on the ignition timing and fuelling we were easily able to achieve 350 bhp and torque to match.

It gets even better. On a recent motorway run (at the speed llimt) the engine is now exceeding 16mpg on LPG. Astounding for a 4.6 but incredible for a 5.7 litre engine.

Our car will keep pace with a Range Rover Sport supercarged too.

sad but true!

BigJon , you broke 2 Trimatics because they were not suitably modified for the application .(or they just came out of some old bomb that had done 500000ks!) For Drag racing ,using up to 500 hP engines , the 25kg weight , the lower first gear ,the HUGE parasitic loss difference , all add up ! With a shed full of Holden V8's and Trimatics and t700's ( 9 inch diff centres , I want to use what Ive got , or swap it for something better .(After to talking to the gearbox conversion specialists , it became obvious why the 4L60 wasnt going to be the best choice . More to do with the strength of the adaption than any other reason , and Ill have to find another 50 HP that Ill lose in Parasitics using the 4L80E , just run a 2500 stally !!!)
Reminds me of the worst RRC , the 1985 Auto with the 727 in it . Put your foot down and count to Ten before it actually moves LOL

400HP,

both trimatics had been rebuilt to at least 308 spec. I don't know how you would make the gearsets stronger.

Bigjon I would find a real Trans builder if I were you , ive done over 100 drag strip runs with a Suitably modified Trimatic , in a 2 Ton car 13,8 @ 100Mph (thats betterthan 400FWHP or 300FWKW (last rolling road dyno showed 245 RWKW or 330RWHP )and never had a Problem ! Got a friend running 10.5's or 550 moroso on a Trimatic !!)
So Ill have to find another 50Hp plus that the 4L80E will suck offf in Parasitics alone .
By the way , what is the Kerb weight of a 1989 hi-line ?
Found this
"1989 Curb Weight 4,372 lbs. (increase of 69 lbs. from 1988)"
Surely that cant be true ! me stato weighed 4233lb (LPG system is worth over 180 KGs alone ) **** , I could crack a 14 with 400FWHP !!!