128 replies to this topic

[toro]

Looks like your front Kframe has been slotted to fit the chev sump,,, anyway I have a clients car sitting on my hoist now that would be keen on the chassis kit and gearbox cross member at the right price.

Let me know if you are going down the 6cyl lane and want to sell.

 

Cheers gong

 

I think I will hang onto it for now, determined to make it work, Do you know what gearbox that crossmember is for ?

[gtrboyy]

Find an engineer that is decent to deal with & work out what is needed...even if it costs 1k for engineers for 307-327 chev it is well worth it just to cruise an lc/j with a v8.even with stocker chev.

 

Small tunnels in these so most likely had th350.

 

Even if change it to 253 most likely need engineers for that or other mods to make v8 fit...loved my wild triple webber'd 202 back in the day but cruising etc was just easier with mild manual v8 in my lc gtr except next rebuild will be auto if it ever happens.

Edited by gtrboyy, 14 February 2021 - 11:03 AM.

[toro]

The car is all set up for a Chev, That will probably be the way i go.

[toro]

I just got off the phone to an engineer, He said I had to follow the rules in VSB 14.

 

What is the tare weight of the heaviest LC sedan.

 

Thanks

Nick

[yel327]

Is it as standard or with options? I’ll look it up for you.

[toro]

Standard with the biggest engine, No options like tow bars  A/C.

[yel327]

But what about automatic, bucket seats, lsd etc?

[toro]

If it came standard from the factory that's OK, no dealer fitted options.

[yel327]

Give me a few hours.

[yel327]

OK here goes.

 

3 x weights given. SHIPPING WEIGHT, CURB WEIGHT and LOADED WEIGHT.

 

SHIPPING WEIGHT = the basic vehicle with all regular equipment, grease and oil. NO fuel or water.

 

CURB WEIGHT = Weight of empty vehicle ready to drive. Equal to Shipping Weight plus weight of water and full tank of fuel.

 

LOADED WEIGHT = Curb Weight plus 750lbs for passengers (5@150lbs) and 150lbs for luggage. Equal to Curb Weight plus 900lbs.

 

Here are the weights for the two 6cyl sedans, expressed as SHIPPING, CURB, LOADED:

 

82369 - 2242, 2338, 3238 lbs.

82569 - 2237, 2333, 3233 lbs.

 

These are both standard with 138HC, M15 3spd and G93 3.08:1 rear axle. The 5lb weight difference is probably something like console and carpet/rubber mat between the S and SL.

 

The only options I have with additional weights are:

 

LD1 (161HC): zero change.

M20 (Opel): -12lb

M40: -5lb

J52: +10lbs.

 

Unfortunately the 173 supplement is blank for the additional weight of the Aussie 4spd over the standard 3spd (as you can see the Opel 4sp is 12lb lighter than the Aussie M15 3spd. BUT in a HQ an M20/M21/M22 Aussie box is quoted as 7lbs heavier than the equivalent M15 3spd.

 

So therefore using the Curb Weight the heaviest factory LC sedan is an 82369 with Aussie 4spd M20 and J52 front discs. So 2338+7+10 = 2355lb. That is 1068.21kg. Not enough to get you over 1100kg.

 

Now that was for the heaviest 4-door sedan. The rules just say sedan I think. An XU1 is a 2 door sedan. An LC XU1 was 2417lbs, but that just misses out too. It is 1096.34kg.

 

If the Engineer will let you use the LJ weights:

 

The heaviest 2 door sedan was the XU1 at 2440lbs Curb Weight, that is 1107kg.

The heaviest 4 door sedan was the SL at 2332lbs plus 7lbs for the Aussie M20 and maybe 10lbs for J52 discs (if not standard), still not enough. 2349lbs = 1065.5kg.

 

So unless you can use the XU1's weights you are stuck at 4.2L. An LC XU1 weight will get you to almost 4.4L so something like a 262 or 265 or 267 SBC. An LJ XU1 weight would allow 5.5L so a 327.

Edited by yel327, 19 February 2021 - 03:45 PM.

[toro]

Thanks Yel very informative, I just spoke to another engineer to get a second opinion he said I could put a 308,304,307 in the car.

 

When i questioned VSB 14 he said it was a recommended capacity , In other words more engineering involved Brake test & all the rest.

 

Cost around $2500 - $3000 just for engineering.

[yel327]

I’d go the 283 or 307 route. Both are cheap. The 283 is a snack to make into a 307, just have to use a 1963 on block with a 327 crank. These can normally be bored 125 thou to make a 302 (or 327 with a 327/307 crank) so are perfect even at 307 plus 60 which will give you around 316ci.
Or if using the right 307 block can go 125 thou up to make a 327, or stick in a 350 crank for 350ci. Or even better a stroker crank for 377ci.
I guess the other option is use a 4” bore large journal block and build yourself a 302. Down side is the cost of the crankshaft. Upside is you can sneak a 3.25, 3.48 or 3.75” stroke crank in later. The cheaper way to do it is to find a 327 small journal block (cheap) and put a 283 crank in it (also cheap). But the biggest you can make it later is 327ci without a custom crankshaft.

[gtrboyy]

Thought it was heaviest weight available of that model hence dudes were getting Dr Terry book that had info from holden or whatever for engineer to allow 5.3/327.

 

Either way just build cheap & super reliable 283 or 307 to get it running,registered & driving to be enjoyed then decide later how wild you want to go with next engine.

 

Who was engineer? Area?

[yel327]

VSB14 says the heaviest sedan from the Series.

[toro]

Robert Elliott at Bringelly, I would love a 327 can you get me the info from the good Doctor.

 

I am sure if I find the right engineer I can get the 327 done. If I am going to go through all this trouble & expense might as well go for it.

[claysummers]

Engineer for what you ultimately want to have in the car. Don’t try be sneaky about it and void your engineering and insurance. You’ll be forever nervous. Byron you’re thinking 80s stockcar tactics. What ever you put in it will be a weapon.


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[yel327]

It’s what we used to do with Landcruisers and Toranas. Engine number says 307. Simply has an oversized piston, just happens to be 125 thou over! (Standard bore 327).
But seriously, a 307 at 60 thou over (316ci) with a pair of decent heads, even old 462/040/291/041/370 1.94/1.5 fuelies with a Performer intake, Quadrajet and flat tops will go like the clappers especially with a hydraulic roller cam. You won’t hardly even notice the difference between it and a 327. It will be about 9.7:1 comp with flat tops and 64cc chambers. The reason I suggest the 60 thou over is to provide a slight bit more room around the intake valve. Almost all 3.875” bore SBC’s (283 and 307) ran 1.72” intake valves originally. The biggest problem though with the 307 bore (3.875 STD to +60) is the lack of piston choice, whereas 327 STD you have a multitude of options.
The 327 with its 3.25” stroke was always regarded as the sweetest balance of bore to stroke and a 307 +60 is all but the same ratio. It didn’t rev quite as hard as a 283 or 302 (3” stroke) but it produced a lot more torque and also liked to rev, whereas a 350 (3.48” stroke) was a great engine but never matched a 327 in feel in lighter cars. The really high hp SBC’s of the 60’s were 327’s and were weapons in lighter cars like Corvettes and Novas. When I get 5min spare I’ll post up Peter Robinson’s road test of Dave Bennett’s HK GTS327 after he modded the original 327 a bit. You’ll be amazed how quick it was, still running the original 327/307 small valve/port heads and factory GM parts. In an LC it’d be lethal.

[yel327]

If you find yourself stuck with around 4.2L here is a brand new L99 long motor. These are a GM Powertrain GenII engine but bolt in where a SBC goes. Just needs an LT1/LT4 intake to suit a carby, there are aftermarket options. Not too sure about the cam driven water pump, would probably just bolt up and work or there would be aftermarket solutions. These are reverse coolant flow, and looks to be a hydraulic roller cam too. Use the same bore and pistons as a 305 but longer rods to suit the 3” stroke. Same way Ford Australia made a 302C out of a 351C.

https://www.ebay.com...a5-7c7748df6cd4

https://www.ebay.com...a5-7c7748df6cd4

[lakeside]

 I have a High Energy LC/LJ oil pan for these motors 
 

 

If you find yourself stuck with around 4.2L here is a brand new L99 long motor. These are a GM Powertrain GenII engine but bolt in where a SBC goes. Just needs an LT1/LT4 intake to suit a carby, there are aftermarket options. Not too sure about the cam driven water pump, would probably just bolt up and work or there would be aftermarket solutions. These are reverse coolant flow, and looks to be a hydraulic roller cam too. Use the same bore and pistons as a 305 but longer rods to suit the 3” stroke. Same way Ford Australia made a 302C out of a 351C.

https://www.ebay.com...a5-7c7748df6cd4

https://www.ebay.com...a5-7c7748df6cd4

[toro]

There was a nice 307 with powerglide out of a HK all standard in top condition $ 2000 on facebook, By the time i saw it hours later it was sold.

[yel327]

That is just Holden tax. An imported 307 will cost you less than $400, same with 305.

[toro]

This was a complete running engine with the powerglide trans attached in top condition.

 

No need for reco, I thought 2k was fair.

[yel327]

If it is a good running engine then no dramas. However if it is an original engine it may still have good compression but I bet it has a few leaks, corroded head gaskets and thin welch plugs. And probably needs a head service especially if its been sitting for a while.

[toro]

There is always a deal somewhere, you have to be quick. What are your thoughts on the powerglide tranny, would they fit  better in the LC tunnel.

[yel327]

If a Trimatic fits a Powerglide will. But I’d use a TH350, pretty close to the same size.