Has it been done?
Can it be done?
Buddy Club Ecotec Cavalier
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no
as far as anyone is concerned, no
I understand you'd probably have to swap out the electronic throttle, and change all the electronics basically as well, and if THIS was completed... could it be done?
or is there a deeper reason it can't be?
Buddy Club Ecotec Cavalier
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I think basically everything from a 'balt has to get swapped
be the 1st to do so and tell us how it goes
Im a Xbox 360 fanboy...and damn proud of it!!
Jay Corkit wrote:I understand you'd probably have to swap out the electronic throttle, and change all the electronics basically as well, and if THIS was completed... could it be done?
or is there a deeper reason it can't be?
EVERY thing electric in the car would need to be swapped over unless you wanted to do some kind of hybrid harness. This is especially so for the gauge cluster. You would be better of putting an lsj in with the lnf turbo(if it bolts up) buying a reluctor wheel in the group purchase, and rewire the engine bay to 00-02 2.4 wiring with ecu and supercharger reflash.
he would have to swap fuel systems too iirc the lnf's are direct injection....
Aside from the direct injection, finding something to control the VVT and being the wrong crank trigger, the mounts are completely different from a j-body. It uses 1 motor mount and 3 trans mounts. Would require alot of work.
That is if you plan on using the F35 trans.
Basically for the price you wil pay to buy one and the money required to swap it in, build and turbo your stock motor and it will be cheaper and faster.
newt wrote:Basically for the price you wil pay to buy one and the money required to swap it in, build and turbo your stock motor and it will be cheaper and faster.
I thought the LNF had a stronger bottom end that the L61?
Buddy Club Ecotec Cavalier
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Stock for Stock yes, but with aftermarket rods and pistons a 2.2 bottom end will be stronger, you can build the bottom end for $1000. It will cost more than than to even buy a complete LNF, not to mention the money you will need to spend to swap it in. Only to end up with a car that has 260bhp, that number is attainable on a stock 2.2.
Basically what myself and everone else is telling you is that its not economicly feasable to swap in an LNF. If you are looking for cheap power just build your stock motor.
ONLY reason to do this is for the sake of being the only LNF swapped J-Body, and even then this is still more work than I'm sure you are willing to do or have the money to pay someone to do.
Oh no i had no plan to do this myself :p
I was just curious and wanted to get a convo going about it
but I can build my bottom end for $1000?
Can you elaborate?
Buddy Club Ecotec Cavalier
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but the lnf block itself is a stronger block if i'm not mistaken. ask pj though. its capable of more power than the l61 block
A sleaved L61 will hold 800hp? Something like that...then you need to upgrade to better rods and those through block head bolts. Pretty sure none of us will ever see that kinda power to make that even matter.
Jay - Rods and Pistons are under $1000. Sure there are a few other things you will need to buy, but you should be able to buy all the bits for under $1000 if you shop around. That will be good to 400hp, then the sleaves can/will break.
Dave De Stefano wrote:but the lnf block itself is a stronger block if i'm not mistaken. ask pj though. its capable of more power than the l61 block
Correct.. A Gen 2 LNF block will hold over 600whp with stock sleeves.... I have seen/witnessed personally.....
P&P Tuning
420.5whp / 359.8wtq
this swap would be an electronic nightmare....LNF cars have VERY finicky security systems, and they go into "pissed-off mode" quite easily....we swapped a body control module in our SKY, re-programmed it for the correct VIN and everything, and it took like a week of dinking around with it to even get the car to start....not to mention, the cost of a complete LNF would likely be more than the cost of a turbo kit for your 2.2.. i dont even want to begin to imagine how much you would have to pay a shop to do all the custom work.....
98 Z24...just got it. still stock
99 ZR2 s10...snow/mud toy
97 GTP lots of goodies....359.6 WHP, 12.11@111 (when it dynoed 311)
gen II blocks are a pretty awesome swap, but you need to retain a majority of what you already have in order for them to work properly, as well as run an external trigger wheel for the 6+1 pattern (genII ecos have a 60-2 pattern)
the LE5 and LSJ bottom swaps aren't that bad, and can be done with a few modifications.
the LE5 is very close to the L61, so it requires a bit less work to get into the car.. the only main difference is bigger bore, bigger stroke, and higher compression....
L61 = 86mm bore, 94.6mm stroke, 10:1 compression
LE5 = 88mm bore, 99mm stroke, 10.5:1 compression
but bear in mind.. the LE5 feeding into the L61 head (you HAVE to use the L61 head for the swap) will RAISE compression more (how much more is still a debate).
I believe oldskool worked it out to be around 11:1 with a stock HG (2.4 block with a 2.2 head).
I know its not 100% accurate, since the combustion chamber CC can't be confirmed. Also I believe there was some doubt regarding the piston deck hight, but 11:1 should be pretty close.
I'm building a motor very close to this come spring...I'll take the measurements and try and get a more accurate number.
what engine is in ur car OP? and F swapping an lnf into it, i wouldnt want any part of that.
mike
i make neons and j-bodys go fast
I'm running the L61 with a few light engine mods
I was more curious on if anyone has done it and pics to show it as it would be such an undertaking
Buddy Club Ecotec Cavalier
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Jay Corkit wrote:I'm running the L61 with a few light engine mods
I was more curious on if anyone has done it and pics to show it as it would be such an undertaking
look at it this way.
main "benefits" of LNF:
gen II block
direct injection
VVT
2 of the 3 things cause major problems with swapping (direct injection because of the high pressure required in the fuel system and the lack of upgradeability, and VVT because of the electrical nightmare) and are things you're want to get rid of anyway from a performance perspective.
it'd be a dumb swap to pull off when the LSJ and LE5 are much easier and accomplish the same thing if not better things when turbos are attached to them.
you can defeat the LE5 VVT by swapping an L61 head on.
and before thinking you can swap an L61 head onto an LNF, remember that direct injection means the injectors are in the HEAD not the port, so you would basically have to make a port-injected LNF, and with such a high compression ratio and a weird looking piston well... you'd probably do more harm than good.
Why is VVT an Electrical nightmare? and why is it a bad thing? I always thought it would give you better p/u and better top end?
Buddy Club Ecotec Cavalier
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Its not a bad thing, the problem is what do you control it with? The J-body ECU does not support VVT, therefore you would need to use a Cobalt ECU, which would be a nightmare to wire and way above your skill level (no offence).
Bascially this swap is not happening for you. Perhaps someone with amazing fabrication skills and electronics knowledge could do it, but again...at the end of the day, there is no real benefit to this other than being "the guy that swapped a LNF into a J-Body".
I'm far from being the guy to do it Newt
I'm just curious on if it can be done in theory
I kind of (ignorantly probably) thought the LNF is the be-all end-all of Ecotec engines
Buddy Club Ecotec Cavalier
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