l98 tpi vs lt1 swap in 280zx

2

280zxSheik

Member
Unfortunately I have had a sudden change in my financial situation and I need to abruptly change the direction of my 1983 datsun 280zx build. If I'm to keep my Z it needs to be running by the end of summer.
(****Please be patient with me since I haven’t been exposed to the v8 280zx in about 10yrs so I might be a lil rusty.***)

I'm looking to do a lt1or tpi l98, 4l60/700r4 swap into my 280zx running, for reliability, aftermarket support and ease of swap which option and combination is preferable? Considering emissions aren't a issue which headers fit the sbc swapped 280zx best? If I converted to manual steering would this resolve header clearance issues? I head a rumor that the lt1 headers fit best. Which oil pan has the best clearances? I'm looking to use the jtr motor and trans mount. Is there any literature I should read that can make this swap easier?

I have 2 spare 4l60 transmissions from v6 fbodys, if I can save $$ on a transmission purchase i'd like to reuse one of these but will theses be adequate to handle the v8 torque. For cooling I have a l28et radiator & 1.9 ford escort wagon electric fan. I'm using the walbro 255lph FP and I have an after market trans cooler. I have three r200ln diffs w/lsd, one has 336 gears, one has 354 and the last has 390. I'll be running aftermarket gauges.

Parts I'm looking for are manual rack & pinion
Any used swap stuff, aftermarket gauges, used headers, z31 300zx drive-shaft, z31 4 lug rear suspension.
 
im going to be dropping a genIII motor in my 280 so i can only give you advice by eye balling... to avoid the steering rack i think lt1 corvette manifolds are the easiest choice, being as they dump straight down at the back of the motor. i think dropping in a tpi setup would be good and bad for the same reason... i like that it has a distributor and not an optispark, but its a chevy so the distributor is out back and you may have to use hood pins and do away with your stock latch setup (depending on how far back you push your motor.) also all the parts are cheaper for a traditional small block than for an lt1 especially the cooling system.
 
by the way no R200 LSD came from the factory with those final drive ratios... you may have R200's with those gears, but no LSD...
 
those transmissions will get you on the road and running but they are not going to take much abuse in stock form... however you should get great service from them if you are just using the car as transportation and not beating the snot out of it.
 
The V8 & V6 4L60E Transmissions are similar.
The main difference is the 3-4 clutch drum setup possible.
Only way to know for sure is to tear it down.
Want the 6-disc friction setup at least.
Depending where you live I can rebuild it for you.
Truck frieght shipping or Fed Ex Freight shipping would make it affordable both ways & back to you
If broke use as is. Gamble.
Sometimes have no choice if it must be running.
 
I'll be tryng to go l98

Grumpy thank you for the links
Philly could i use lt1 vette manifolds on a tpi l98? Also the gear ratios are estimates cause its been awhile since i looked em up, but im certain they are lsd.
 
Re: I'll be tryng to go l98

280zxSheik said:
Grumpy thank you for the links
Philly could i use lt1 vette manifolds on a tpi l98? Also the gear ratios are estimates cause its been awhile since i looked em up, but im certain they are lsd.
Click to expand...


lt1, zz3, and zz4 heads are D ports.. i dont know if they are compatible with earlier heads... it may be worth checking out if early c4 vette tpi headers exit the same way.
 
Re: I'll be tryng to go l98

280zxSheik said:
Grumpy thank you for the links
Philly could i use lt1 vette manifolds on a tpi l98? Also the gear ratios are estimates cause its been awhile since i looked em up, but im certain they are lsd.
Click to expand...


lt1, zz3, and zz4 heads are D ports.. i dont know if they are compatible with earlier heads... it may be worth checking out if early c4 vette tpi headers exit the same way.
 
Id point out that one factor many guys over look that you constantly hear about the "MASSIVE TORQUE"
the most powerful TPI was the 1991 version
"In the 1991 Chevrolet Corvette, the L98 has a compression ratio of 9.5-to-1. Compression ratio lists the difference between the largest capacity of a cylinder and the smallest capacity, as the piston moves from bottom dead center on the crank stroke to top dead center on the crank stroke. In this engine, the mildly high compression ratios (considering the crappy gas available) mean that the engine could produce 245 horsepower at 4,000 rpm and 340 lb.-feet of torque at 3,200 rpm."

the LT4 only made 330hp/340ft lbs of torque
http://www.corvetteactioncenter.com/spe ... t1lt4.html

both engines are PITIFULLY WEAK compared to what you can build from a basic SBC

HERES SOME EXAMPLES

viewtopic.php?f=69&t=3814

viewtopic.php?f=44&t=38

viewtopic.php?f=87&t=10377&p=42862&hilit=215cc+vortec#p42862

http://www.airflowresearch.com/articles ... /A-P1.html

http://www.airflowresearch.com/articles ... 5/A-P1.htm

http://www.airflowresearch.com/articles ... 1/A-P1.htm

viewtopic.php?f=55&t=10494

viewtopic.php?f=32&t=430

viewtopic.php?f=69&t=10152

viewtopic.php?f=69&t=7771

viewtopic.php?f=52&t=5078

viewtopic.php?f=69&t=1040&p=1943#p1943
 
judging by the quarter mile times when the lt4 came out i think the 340 was measured at the tire!
 
yes its rear wheel hp, but that's still appallingly weak power numbers, compared to what can be accomplished with carefully selected and carefully assembled components especially if your not all that concerned with sticking to a 350 displacement limit, or overly concerned with low speed drive-ability,and mileage and emissions, like the engineers at G.M. were forced to be.
with todays components building an engine with at least 420-450 rear wheel hp is certainly within reach even to the average hobbiest.
 
grumpyvette said:
yes its rear wheel hp, but that's still appallingly weak power numbers, compared to what can be accomplished with carefully selected and carefully assembled components especially if your not all that concerned with sticking to a 350 displacement limit, or overly concerned with low speed drive-ability,and mileage and emissions, like the engineers at G.M. were forced to be.
with todays components building an engine with at least 420-450 rear wheel hp is certainly within reach even to the average hobbiest.
Click to expand...

totally agree :D
 
Well I'm swapping this drive train in a 83 datsun so i dont need anything as outrageous as 500hp. I would be happy with 315 rwhp as of right now. I recently purchased a l05 from a buick roadmaster and will be pulling the tbi off and converting to tpi unit from a 90's fbody.
I found a set of aluminum l98 heads, (id like these so save a little weight but i heard the vortecs are significantly better) I'm unclear if you need the "special vortec tpi" lower intake manifold to go the vortec route.
I plan to run a speed density harness from a 91 fbody and a compatible ecm.
Also I don't plan on running emissions, what is done to remove the smog & a/c on the serpentine L05 5.7, is there a particular oil pan i should use to do the sbc swap in the s130 chassis?
 
Recent update to my 280zx build is I got over zealous with my motor selection and ended up buying a l05 5.7 out of a caprice, a lt1 out of a Buick road master and a lm7 5.3 from a gmc Denali. Right now the LT1 & LM7 are on stands, I put a complete tpi set up on the l05 tbi 5.7and that will be going in the 280zx. Unfortunately some accessories are missing. What starter should I use? Should I use the stock datsun battery cables and wiring? What can i eliminate from the stock TPI harness?
 
You must log in or register to reply here.
Back
Top