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Worth pointing out that the LF-A's 4.8L 550 V10 9.5k rpm monster is actually smaller in ever way to the 3.5l V6...

How amazing would that be (if ludicrously expensive)
 

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Discussion Starter #102
The V10 is pretty compact but I'll bet it's a bit longer than the V6 and length is the critical dimension for this swap. I'm sure it doesn't bolt up to a transverse transaxle either. Some info here:

Lexus LFA - Wikipedia, the free encyclopedia

They do claim it's lighter than the 2GR which is amazing since the 2GR is relatively light to start with. It's not all full of titanium and unicorn horns though.

I'm not sure we'll hit 550hp or 9k any time soon with the NA 2GR but we'll be moving up from where we are. Still plenty of room for improvement.
 

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Worth pointing out that the LF-A's 4.8L 550 V10 9.5k rpm monster is actually smaller in ever way to the 3.5l V6...

How amazing would that be (if ludicrously expensive)
I thought the same thing awhile back when i first heard about how light the LFA's V10 was. :crazyeyes
 

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Discussion Starter #105
I haven't seen a 2011 in person but the lid looks like it has more clearance.
Looks a little higher overall but unfortunately still pretty low in spots. We're working on a eraplcement lid that should add a mean look to the back end of the car.
 

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How long before there is a DIY kit? I am thinking about parting out my FF275 Kit/Engine, but it is deff. something I want to install myself. I learned a lot from purchasing a pre-built vehicle(won't do it again.)
 

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price

you guys have been batting around with the kit forawhile so what price range we are looking at for the conversion.......and what will be included
 

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Discussion Starter #109
Thanks guys. The suspension and wheel/tire upgrades are in the works and will be on the car in August. We'll be using this and our SC car to prove out a new Ohlins package that we've been working on.

As for cost, I've quoted packages for a few people now, most are planning on conversions during thre fall/winter downtime. Depending on options like aftermarket dash, gauges, clutches, oil coolers, LSDs, shifters, etc totals have been anywhere from $16-22k. That's installed, tuned, out the door. Once we've done a couple of customer cars and have standardized a package we'll get that posted as a guideline but will still allow for customization. It's a pretty radical swap so everyone is going to have their own wants and needs and that's fine by us.

A shippable kit will also be waiting until a couple more customer cars. Need to check clearance to the Exige clam, revise and simplify the wiring, etc. There has been some real interest in this option so believe me we want to make it happen.
 

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Just food for thought since nobody has brought this up yet. As I understand it, a powerplant with this sort of torque would make a 5 lug wheel conversion highly reccomended if the driver was planning on testing its capabilities with any sort of regularity. From what I've read, it's certainly not necessary, but a prudent decision for sure...
 

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Just food for thought since nobody has brought this up yet. As I understand it, a powerplant with this sort of torque would make a 5 lug wheel conversion highly reccomended if the driver was planning on testing its capabilities with any sort of regularity. From what I've read, it's certainly not necessary, but a prudent decision for sure...
That is actually a very good though!! You would run the risk of shearing off the lugs with to much power, and a lot of abuse!

So is there a 5 lug conversion for us that I don't know about, or will it have to be custom.
 

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I don't see why a 5 lug would be needed... I run 4 lug on slicks with 400lb ft+ of torque. There are 5 lug hubs easily available in the UK but they are slightly heavier.
 

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I don't see why a 5 lug would be needed... I run 4 lug on slicks with 400lb ft+ of torque. There are 5 lug hubs easily available in the UK but they are slightly heavier.
It's not so much that 4 lugs cannot handle the torque. It's the safety margin you are encroaching on. You personally may not have ever had issues with your 400 lb ft+ and 4 lug setup, but you are just one case of a large sample size, and there are plenty of documented cases where 4 lugs have failed with less torque application.
 

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I have a sort of general question on engine swaps (applies to people who have done the K20 swap as well.) I imagine most of you do your own service in these cases, but does anyone have any experience with having a third party do maintenance with an engine-swapped car? If so, what do you look for in a shop which would do this? Do you go to a dedicated race shop? Find a dealer who knows your car but doesn't mind the science experiment?
 

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...there are plenty of documented cases where 4 lugs have failed with less torque application.
I'm sure there are plenty of cases where 5 lugs have failed too.

If you have properly selected lugs installed properly, and have the wheels mounted properly and check torque regularly, there should not be any lug failures. When installed and maintained correctly, the lug bolts are not carrying any of the torque loading.

xtn
 

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Discussion Starter #118
4/5 lug: I've seen 4-lug Hondas, Miatas, MR2-S, etc running around for years with far more than our V6's power without problems. Tire grip and lateral acceleration are considerations as well but I really don't think the Elise/Exige, with its light weight, will run anywhere near the limits of the 4-lug system. I do replace the lug bolts with studs/nuts on our cars for some additional strength and reliability.

For service, nothing special will be required. It's easy to get to the spark plugs (which are supposed to be good for 100k miles) and it uses a standard Toyota oil filter. The air intake we're using uses a washable filter. The belt is a standard size and length. It's a common Lotus/Toyota engine so even parts like thermostat, water pump, etc are very easy to get.
 
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