VehiCROSS V8 Conversion Kit

[WRBSTI]

Well here it is, the official thread for a do it your self, shade tree mechanic, Joe the plumber V8 conversion kit. As all of you know when it comes to cars and modifications everyone has their own opinion. This thread welcomes all opinions but unless it is something that can be beneficial for the progress of the conversion please understand that I am not trying to prove anyone right or wrong, my only goal is to provide a V8 kit for the somewhat average person.

So here are the things that we have put together that we know will work and are waiting for us.

2006 XLR NorthStar V8-10,000 miles
Rebuilt 4L30E Transmission-Stock Transmission
All wiring has been worked out and will be relatively easy
Trying to make sure A/C will fit because this is a deal breaker if no A/C
Stock Gauge Recalibration for speedo and tach

So basically this is a work in progress so far but as it progresses I will be able to give you detailed pricing for the kit. This kit will be an engine kit that will mount the Aurora V8, NorthStar V8. We will also offer a mounting kit for use of the GM 5.3 V8 out of the H3. The problem with the 5.3 is the transmission and transfer case from the vehicross are not compatible and therefor TOD will no longer be riding shotgun. For this reason I will be focusing on the Aurora V8 and the NorthStar V8 due to the compatibility with our stock transmissions as well as the similar engine mounts and overall size.

As you can see this is not a complete kit and I am still awaiting the motor mounts. Once these are in my VX should be complete within a week or two. I will be taking a lot of pictures and making them into a manual for the kit. The kit will not include the engine but as most know the Aurora V8 can be found for less than 1,000 and a good Northstar can be found for not much more.

Any Questions, comments or concerns? I want the feedback from as many people as possible especially those who would be interested in the conversion.

[samneil2000]

I found mine.
http://www.ebay.com/itm/Shelby-Serie...sories&vxp=mtr

In all honesty, there are several of these engines (stock) on ebay for 500 to 700 bucks. Not bad at all. Does anyone know how well they hold up? The one I looked at had 160k on the clock. Is a rebuild in order? How pricey is that?

[ND92]

wow i would love that Aurora
with the Aurora, would you be able to keep the 4WD?

[DutchKiwi]

Well WRBSTI, where do I start...

HERE > Initially I considered the LS1~LS7, but fitting this would be an

Congrats to you:
I like the idea of the 4.6 Northstar - 32valve Quad Cam
Seems to me that the LH2 series may be a good option, as they produce 320HP out of the box (and a reasonable tuner may get 360-370HP easily), and torque to match! AND these are known as "quiet engines" - BONUS!

Most Northstar Series engines were reliable, provided the original PCM module was used (the one with the limb-home mode....!).

You should be able to maintain 4WD on the VX and the TOD system!

The LH2 was already setup for longitudinal mounting (RWD/AWD), rather than the LD8 which was a transverse mounted engine for Front Wheel Drive.
This may also greatly help with the Accessories (A/C, Power Steering, Alternator, etc) - could make the job a lot easier!

The L37 - up to 300HP with 295ft/lb torque - good engine, but get the later version (after 04) with the later PCM (see below).
The L47 (aka the Aurora) is the heavier version producing less power/torque with less displacement (4.0L) was made for Front Wheel Drive..

The Northstar Series feature CHAIN driven Cam Shafts - brilliant

The LH2 also featured the VVT on both intake as well as exhaust cam-shafts, and if I'm correct, like the 6VD1/6VE1 individual ignition coilpacks on each cylinders.
AND (good for emission control) the standard configuration runs a Wasted Spark ignition program.
The GM PCM (Engine Management System) is programmable via a number of suites, such as HP Tuners (ask your tuner to confirm).

From my experience, the General Motors PCM is an excellent product, however if you want to "play" a little more, I'd personally go for the DTA Fast S80 Series.
NOTE: This may also help with DE-RATING the engine output to save the trans from blowing to bits - remember: about 285HP input is the rated limit -

Also, there are PLENTY of parts available, including upgrades, however:
>> I'd carefully size up engine/sump etc to ensure fitment <<

Here in New Zealand we have very limited access to the LH2, so once confirmed that these will fit, i'd be looking for one complete engine with the PCM so that I can finally give the beast the upgrade it deserves.
(The VX Should have been a V8 from the start in my books....)

Oh, before I forget - ask your local AutoSparky about the Alternator:
-- Is is water-resistant? (Everytime my Isuzu Alternator gets wet I'm in for $200 repair bill.)

I'm looking forward to the developments!

Live Life To The Max - Drive (and modify) a VX!

[nfpgasmask]

My question is, will the stock transmission be able to handle the power output?

Bart

[Scott Harness]

Hey Bart...hope all is well...See underlined NOTE in post #4

[WRBSTI]

This is the exact feedback I was hoping for so thanks to everyone who has contributed so far.
NFPGASMASK- One of the unknowns of the swap is the longevity of the stock 4L30E transmission. Because I am wanting to keep awd and TOD I am going to see how it does with a brand new 4L30E. This way if it blows in 2,000 miles I will tell everyone that the transmission wont hold the power at all. Also if you are hammering it around every turn and from stoplight to stoplight the V8 will destroy the transmission far faster than the stock V6.

DutchKiwi- I had not looked into the PCM that you had mentioned but will be doing do once I click post. The 4.6 came with the GM PCM and we will be wiring that into the stock Isuzu PCM so we can get TOD and the power reduction during shift to work with the NorthStar.

my next hurdle will be finding out of the oil pan clears and of if not finding an oil pan that will.

[89Vette]

This is the exact feedback I was hoping for so thanks to everyone who has contributed so far.
NFPGASMASK- One of the unknowns of the swap is the longevity of the stock 4L30E transmission. Because I am wanting to keep awd and TOD I am going to see how it does with a brand new 4L30E. This way if it blows in 2,000 miles I will tell everyone that the transmission wont hold the power at all. Also if you are hammering it around every turn and from stoplight to stoplight the V8 will destroy the transmission far faster than the stock V6.

DutchKiwi- I had not looked into the PCM that you had mentioned but will be doing do once I click post. The 4.6 came with the GM PCM and we will be wiring that into the stock Isuzu PCM so we can get TOD and the power reduction during shift to work with the NorthStar.

my next hurdle will be finding out of the oil pan clears and of if not finding an oil pan that will.

Since a GM 4L60E is the automatic for C4 Corvettes, I googled "4L60E vx 4L30E". That's because the vette transmission handles the appropriate amount of torque and HP.

Interestingly enough, I found this quote from "Isuzu Jerry Lemond" on the topic...

would this be possible at all? same year tranny but 60E vs 30E

YES IT CAN AND WILL FOR THE MOST PART BOLT UP, BU T HEN THE FUN BEGINS, WITH THE WIRING , AN EASIER SWAP IS TO USE A 700 R4 FROM A CHEVY S 10 2.8 ENG , IT BOLTS RIGHT ON, AND CAN BE MODIFIED TO EASILY HOLD 350 HP , AND THE EASIEST PART THE CONVERTOR WILL BOLT RIGHT TO YOUR STOCK FLYWHEEL, AND THE ENG BOLTS RIGHT UP. TO THE TRANS CASE , A LITTLE WIRING FOR THE CONVERTOR CONTROL LOCKUP AND YOU WILL HAVE TO FAB UP A BRACKET TO OPERATE THE THE KICK DOWN CABLE SO THAT YOU CAN ADJUST THE UP SHIFT POINTS OF THE TRANS , ,
A 4L60 WILL ALL SO WORK AS LONG AS IT IS FOR THE 2.8 ENG THE 4L60 E IS A DIFF ANIMAL ALTOGETHER AS FAR AS CONTROL GOES ,
THE 700R4 AS GM ORIGINALLY BUILT IT WAS JUST LIKE THE TURBO 350 A REAL [PIECE OF CRAP , UN TILL THE AFTERMARKET GOT HOLD OF IT AND MADE IT WORK LIKE GM SHOULD HAVE OR COULD HAVE IN THE VERY BEGINING , AND NOW BOTH TRANS ARE AS GOOD AS THEY COME , THE 700/4L60 HAS A 3.06 FIRST GEAR AND A 30% OVERDRIVE , ABOUT AS GOOD AS IT GETS, ONE OF THE GUYS ON THIS BOARD ABOTU 5 YEARS AGO PUT THIS SAME SETUP IN HIS RODEO BUT USED A DANA TRANS FER CASE AND IT WAS VERY CLOSE TO THE TORSION BARS, BUT I THINK HE CORRECTED THAT WITH A SAS, BANSIL REMEMBER ANDRES OLD RODEO, WHEN WE HAD ALL THE TRANNY PARTS LAID OUT ON THE TABLE THERE AT URE MAKING ALL SORT S OF MEASUREMENTS AND IT ALL CAME TOGETHER

JERRY

Yeah...Jerry always types in caps.

[VXorado]

We will also offer a mounting kit for use of the GM 5.3 V8 out of the H3. The problem with the 5.3 is the transmission and transfer case from the vehicross are not compatible and therefor TOD will no longer be riding shotgun.

If you could use the 5.3L with the H3 4:1 transfer case it would be a huge upgrade

I'm already planning to pull the VX auto for the AR5 sometime this year. Would the AR5-TOD be compatible with the Northstar swap?

[WRBSTI]

The 5.3 with the H3 Transfer case does work, but you need to re do the drive shafts for length. From what I have seen and read and looked at in order to keep the A/C for the 5.3 it would require a custom A/C kit and the price would increase greatly. This also get rid of TOD and that is something that I am wanting to keep in the VX.

The AR5 Transmission should bolt up without much of an issue to the NorthStar from what I have read. This si not something that I have researched in depth but from what I can tell it should be just like the 4L30E. The reason why I have not looked into this is because of the cost for the conversion. I am trying to keep the cost down as much as possible because like many others I have a hard time putting more into the car than it is worth, even though I have no plans to ever sell it.

If there is a lot of interest in swapping the stock auto with the AR5 Manual transmission I am sure we can figure something out. This would be able to keep the TOD as well as having a very stout transmission

[rwolf15241]

L37
The L37 (VIN "9") was the original North star. It is tuned for responsiveness and power, while the later LD8 is designed for more sedate use. The L37 code had been used on all high-output transverse Northstars, even as the exact engine specifications evolved. Its displacement is 4600cc. The compression ratio for the L37 is 10.3:1 for engines built prior to 2000, and 10:1 for those built afterwards. The original L37 was specified at 290 hp (216 kW), but 1993 production examples were rated at 295 hp (220 kW). The engine topped out at 300 hp (224 kW) from 1996 through 2004 on the STS, DTS and ETC models, making these some of the most powerful domestic front wheel drive cars ever built. For 2005 the high output Northstar became Northstar NHP, and was downrated to 290 horsepower (220 kW) under the new SAE certified horsepower rating system. In 2006, the updated DTS "Performance Package" model got a slight bump to 292 hp (218 kW). Vehicles using the L37 include:
Year Model Power Torque
1993 Cadillac Allanté
295 hp (220 kW) @ 5600 rpm 290 lb•ft (393 N•m) @ 4400 rpm
1993–1994 Cadillac Eldorado ETC
295 hp (220 kW) @ 5600 rpm 290 lb•ft (393 N•m) @ 4400 rpm
1995–2002 Cadillac Eldorado ETC
300 hp (224 kW) @ 6000 rpm 295 lb•ft (400 N•m) @ 4400 rpm
1993 Cadillac Seville STS
295 hp (220 kW) @ 5600 rpm 290 lb•ft (393 N•m) @ 4400 rpm
1994–2004 Cadillac Seville STS
300 hp (224 kW) @ 6000 rpm 295 lb•ft (400 N•m) @ 4400 rpm
1996–2004 Cadillac DeVille Concours/DTS 300 hp (224 kW) @ 6000 rpm 295 lb•ft (400 N•m) @ 4400 rpm
2005 Cadillac DeVille DTS
290 hp (216 kW) @ 5600 rpm 285 lb•ft (386 N•m) @ 4400 rpm
2006–present Cadillac DTS Performance
292 hp (218 kW) @ 6300 rpm 288 lb•ft (390 N•m) @ 4500 rpm
2008–2011 Buick Lucerne Super
292 hp (218 kW) @ 6300 rpm 288 lb•ft (390 N•m) @ 4500 rpm
[edit] LD8
The LD8 (VIN "Y") is a transverse V8 for front-wheel drive cars. Introduced in 1994, it is designed to provide more torque than the high-revving L37. The LD8 code had been used on all torque-tuned transverse Northstars, even as the exact engine specifications evolved. Compression ratio is 10:1.
The 1998 revision is quieter than previous Northstar engines, due to hydraulic engine mounts, and performs better due to a tuned intake system.
Most LD8 Northstars are rated at 275 hp (205 kW) and 300 lb•ft (407 N•m).
Year Model Power Torque
1994 Cadillac Eldorado
270 hp (201 kW) 300 lb•ft (407 N•m)
1995–2001 Cadillac Eldorado
275 hp (205 kW) @ 5750 rpm 300 lb•ft (407 N•m)
2002 Cadillac Eldorado
275 hp (205 kW) @ 5600 rpm 300 lb•ft (407 N•m) @ 4000 rpm
1994 Cadillac Seville SLS
270 hp (201 kW) 300 lb•ft (407 N•m)
1995–2001 Cadillac Seville SLS
275 hp (205 kW) 300 lb•ft (407 N•m)
2002–2004 Cadillac Seville SLS
275 hp (205 kW) 300 lb•ft (407 N•m)
1994 Cadillac DeVille Concours
270 hp (201 kW) 300 lb•ft (407 N•m)
1995 Cadillac DeVille Concours
275 hp (205 kW) @ 5750 rpm 300 lb•ft (407 N•m)
1996–2001 Cadillac DeVille
275 hp (205 kW) @ 5750 rpm 300 lb•ft (407 N•m) @ 4000 rpm
2002–2005 Cadillac DeVille
275 hp (205 kW) @ 5600 rpm 300 lb•ft (407 N•m) @ 4000 rpm
2006–present Cadillac DTS
275 hp (205 kW) @ 6000 rpm 295 lb•ft (400 N•m) @ 4400 rpm
2004–2005 Pontiac Bonneville GXP
275 hp (205 kW) @ 5600 rpm 300 lb•ft (407 N•m) @ 4000 rpm
2006–2007 Buick Lucerne CXS
275 hp (205 kW) @ 6000 rpm 295 lb•ft (400 N•m) @ 4400 rpm
[edit] LH2
The Northstar was designed originally for transverse front-wheel drive applications. It was modified substantially in 2004 for longitudinal rear- and all-wheel drive use in the STS, SRX, and XLR, as well as receiving continuously variable valve timing on both intake and exhaust sides. The RWD (LH2) Northstar produces 320 hp (239 kW) and 315 lb•ft (427 N•m). An increased compression ratio of 10.5:1 enables most of the increase in power from the L37 and LD8 Northstars.
Year Model Power Torque
2004–2009 Cadillac SRX
320 hp (239 kW) @ 6400 rpm 315 lb•ft (427 N•m) @ 4400 rpm
2004–2009 Cadillac XLR
320 hp (239 kW) @ 6400 rpm 310 lb•ft (420 N•m) @ 4400 rpm
2005–2010 Cadillac STS
320 hp (239 kW) @ 6400 rpm 315 lb•ft (427 N•m) @ 4400 rpm
[edit] Supercharged LC3
A 4.4 L (266 cu in) supercharged Northstar was used in the 2006 Cadillac STS-V and Cadillac XLR-V. The bore was reduced for increased strength and improved head gasket sealing. Variable valve timing is used on both the intake and exhaust sides. The STS-V engine produces 469 hp (350 kW) at 6400 rpm and 439 lb•ft (595 N•m) at 3900 rpm with 9:1 compression and the XLR-V engine produces 443 hp (330 kW) at 6400 rpm and 414 lb•ft (561 N•m) at 3900 rpm.
Year Model Power Torque
2006–2009 Cadillac STS-V
469 hp (350 kW) @ 6400 rpm 439 lb•ft (595 N•m) @ 3900 rpm
2006–2009 Cadillac XLR-V
443 hp (330 kW) @ 6400 rpm 414 lb•ft (561 N•m) @ 3900 rpm
[edit] L47

An L47 inside an Aurora's engine bay
The L47 Aurora engine was a special V8 designed for the Oldsmobile Aurora, based on the Northstar engine. It is a DOHC 3,995 cc (3.995 L; 243.8 cu in) V8 which produced 250 horsepower (186 kW) and 260 ft•lb (353 N•m) of torque. The bore was 87 mm (3.4 in) and the stroke was 84 mm (3.3 in). The L47 had a 10.3:1 compression ratio and used premium fuel.
An early version or prototype of this engine was used in the 2nd generation Oldsmobile Aerotech.
Although most of the Northstar's features, including the coolant loss system, remained intact, the decreased bore increased weight unacceptably. To reduce it, Oldsmobile used a one-piece glass-filled thermoplastic intake manifold and simplified AC Rochester sequential fuel injection. A new die-cast structural aluminum oil pan incorporated baffling to reduce oil starvation in hard driving. A starter interlock prevented the starter from engaging if the quiet L47 was already running.
A highly modified 650 hp (485 kW) version of this engine was used by General Motors racing division initially for Indy Racing League competition starting in 1995, then was later used in the Cadillac Northstar LMP program in 2000. Both engines retained the 4.0 L capacity, but the Northstar LMP version was twin-turbocharged.[2]
The Aurora was also used in the Shelby Series 1 car.
The Aurora engine was introduced in 1994 for the 1995 model year, and General Motors has not used this engine since the demise of the marque in 2004.
Year Model Power Torque
1995–2003 Oldsmobile Aurora
250 hp (186 kW) @ 5600 rpm 260 lb•ft (353 N•m) @ 4400 rpm
1999-2005 Shelby Series 1

[edit] LX5 (Shortstar)


A "Shortstar" LX5 inside an Intrigue's engine bay
The LX5 V6 is a DOHC engine from Oldsmobile, introduced in 1999 with the Oldsmobile Intrigue. It was produced by the Premium engine group at GM and was thus called the Premium V6, or PV6, while it was being developed. It is based on the L47 Aurora V8, which is itself based on the Northstar engine, so engineers called it the Short North, though Oldsmobile fans have taken to calling it the Shortstar.
It is not a simple cut-down V8. Although it has a 90° vee-angle like the Northstar and Aurora, the engine block was engineered from scratch, so bore centers are different. It has chain-driven dual overhead cams and four valves per cylinder, but is an even-firing design with a split-pin crankshaft similar to the Buick 3800 engine. The LX5 displaced 3,473 cc (3.473 L; 211.9 cu in) and produced 215 hp (160 kW) @ 5,600 rpm and 234 ft•lb (312 N•m) @ 4,400 rpm. Bore is 89.5 mm (3.52 in) and stroke is 92 mm (3.6 in). It was also one of GM's first engines to use coil-on-plug ignition. Compression ratio is 9.3:1.
The cost of building this engine was high, and it was not used in many vehicles. It was said at the time that a family of premium V6s would follow, with displacements ranging from 3.3 L to 3.7 L, but only the LX5 was ever produced before GM axed the Shortstar in favor of their current flagship V6, the High Feature, in 2004.
The LX5 was entirely different from any other V6 in the GM inventory - the only other DOHC V6 engines ever offered by GM include the troublesome-to-maintain Chevrolet Twin Dual Cam produced from 1991-1997 (which was made by heavily modifying the traditional Chevy 60-degree OHV block for the dual overhead cams rather than building a DOHC engine from the ground up), and the Cadillac/Holden HFV6 available from 2004 to the present day. These three designs are completely unrelated and oddly enough leave two gaps in 1998 and 2003 where no DOHC V6 was available from GM. (Except for the 54 degree Opel V6 used most notably in the first generation Cadillac CTS at launch) This contrasts starkly with competitors practices of evolving engineering over multiple, continuously improving designs.
As with the Aurora V8, production stopped with the demise of Oldsmobile.
Year Model Power Torque
1999–2002 Oldsmobile Intrigue
215 hp (160 kW) @ 5600 rpm 234 lb•ft (317 N•m) @ 4400 rpm
2001–2002 Oldsmobile Aurora
215 hp (160 kW) @ 5600 rpm 234 lb•ft (317 N•m) @ 4400 rpm

[DutchKiwi]

LH2
The Northstar was designed originally for transverse front-wheel drive applications. It was modified substantially in 2004 for longitudinal rear- and all-wheel drive use in the STS, SRX, and XLR, as well as receiving continuously variable valve timing on both intake and exhaust sides. "

Lets get back to the objective at the start of the thread:
shade tree mechanic, Joe the plumber V8 conversion kit
Since the Northstar was a transverse engine, all the accessory-parts are placed in a certain position. The LH2 was made as a longitudinal engine, hence making our lives (or that of the weekend mechanic) a HELL of a lot easier, instead of having to fight with wiring, making special brackets trying to align the pulleys for the A/C, P/S, and Generator.

The alternative H3 GM5.3 is a very good option, but as said power-trans-AR5 becomes a slightly more complex situation.
Need to do some more research into V8+M5+TOD conversion, and perhaps list in seperate thread (Conversion for the advanced mechanical VX-ers).
If Isuzu can produce a Manual 4WD with TOD why can't we?

Back to my books and drawing board....

[VXorado]

The 5.3 with the H3 Transfer case does work, but you need to re do the drive shafts for length. From what I have seen and read and looked at in order to keep the A/C for the 5.3 it would require a custom A/C kit and the price would increase greatly. This also get rid of TOD and that is something that I am wanting to keep in the VX.

The AR5 Transmission should bolt up without much of an issue to the NorthStar from what I have read. This si not something that I have researched in depth but from what I can tell it should be just like the 4L30E. The reason why I have not looked into this is because of the cost for the conversion. I am trying to keep the cost down as much as possible because like many others I have a hard time putting more into the car than it is worth, even though I have no plans to ever sell it.

If there is a lot of interest in swapping the stock auto with the AR5 Manual transmission I am sure we can figure something out. This would be able to keep the TOD as well as having a very stout transmission

Well you have my interest. Maybe I can give you a hand sometime once the project starts to develop

IMO,
V8+TOD+AR5= Perfection
V8+4:1 transfer case+ 4L60E= Offroad Monster

[rwolf15241]

I will let you guys work the bugs out, I will just buy the parts and install them !! LOL

[vt_maverick]

WRBSTI - What HP and torque are you targeting?