AJC Drift LS2 S13 Test Session on dyno at PSI from Portland Speed Industries on Vimeo.

The sound from this video just does not do this car justice.  To get the full experience, you need to see and hear this car in person. 

Dyno numbers to be released once our test and tune session is completed later this week.

Alex welding the front supports.

Alex welding the front supports

Putting in over 15 hour work days for the past 3 days, we are excited to have Andrew’s drift car ready to test and compete.  Andrew and his crew, accompanied by Jason Oefelein and Gary Rayevich, left for Monroe, WA.  They are heading to Evergreen Speedway for a day of testing and tuning.  This is Andrew’s first time driving his LS2 powered S13.  In previous competitions, Andrew was driving a SR powered S13.  The new LS2 setup has many improvements over the old setup.

Work on the front end continued with the addition of supports for the front fenders, bumper, and headlights.

Front supports

Headlight

A custom battery tray was fabricated and installed.

Welding the battery tray.Battery trayBattery in battery tray

The oil lines were run and a Moroso oil accumulator was installed.  The accumulator helps maintain oil pressure.

Moroso accumulator

Behind the radiator sits a power steering fluid cooler.

Power steering fluid cooler

The issue of the shifter position has been solved.  The issue was that the TKO transmission does not match up exactly to the 240 shifter hole.  To solve this issue, a Hurst shifter was modified to allow the shifter to come up through the original shifter boot.  The shifter position was moved back about 6 inches.  Along with the shifter, the hydro e-brake was also installed.

Shifter and E-brake

The AiM Sports MXL Strada dash was transferred over from the old car.  This digital dash display will give Andrew all the important information he needs while drifting.

AiM Sports MXL Strada dash

Very early Thursday morning, the engine was started for the first time.

Jason creating the base map.

The engine was idled at 2500 rpm for 20 minutes to allow the cams to break-in.  After the 20 minutes, the oem valve springs were replaced with Comp Cam’s dual springs.  At this time, new Comp Cam valve stem seals were installed as well.

Original valve springs

Comp cam dual valve springs in the front.

After the valve springs were replaced with Comp Cam dual valve springs, the car was put on the dyno.  Jason is tuning this LS2 with a MoTec EMS.

LS2 in the engine bay

Jason Oefelein tuning on the dyno.

After recieving a tune, the car was put on the alignment rack for some suspension tuning.  Once the suspension was setup for drifting, the oil was changed and the car was loaded onto the trailer.  Andrew and his crew are on there way to Monroe, WA.  Good luck Andrew.

The front end needed to be fabricated because the original one was not up to our standards.  We needed one that would be able to support the new radiator.  The front end also needed to be changed because a large radiator would be replacing the radiator and intercooler combination used with the turbo SR setup. 

Welding the front supports

Hammering the supports into shape.

Fabricated front support.

Welding on radiator mounts.

Custom radiator mount.

 While fabrication on the front end was taking place, others began working on the rear fenders.  The fenders needed to be cut for the proper fitment of the wheels.  Wide body fender flares will give the car the aggressive look it deserves. 

Cutting the rear fender.

Grinding the rear fender.

Bending up the edges of the fender.

Riveting the fender flares.

 The rear suspension was another area that recieved attention yesterday.  The rubber bushings were replaced with aluminum ones.  The coilovers were transferred over from Andrew Coomes old race car.  New SPL suspension components were installed. 

Rear subgrame with aluminum bushings.

SPL suspension components

Rear suspension with SPL components

 The fuel system was installed in preparation for getting this engine started for the first time.  The fuel pressure regulator was mounted and the fuel lines were run.  The fuel lines were run close to the bottom of the car to keep them as safe as possible.  Billet fuel rails from FAST were also installed. 

Fuel pressure regulator.

Fuel lines and fuel filter.

 A custom throttle cable mount needed to be fabricated. 

Throtte cable mount.

We hope to be finished soon, so Andrew can tear up the track this Friday at the Evergreen Drift Pro-Am competition.  Check back for an update later today.

As of  this past weekend, there was a lot of work to do.  The LS2 currently sits in the engine bay, but has yet to be wired since some front end fabrication is currently taking place. 

LS2 sits on Sikky engine mounts.

While Gary and Alex work on the front end, Mark is working on the wiring and dash. 

Mark wiring up the harness for MoTeC

The gas tank has been put in and the hatch was installed. 

Installing the hatch.

Fabrication on the radiator and fan supports are continuing. 

We also are currently working on a transmission and shifter solution.  We have a TKO transmission hooked up to the LS2 however the shifter location does not match the 240’s stock location.  The new driveline we recieved will also have to be modified to make it work.  We are using a 5-speed transmission as opposed to the 6-speed transmission that is normally mated to the LS2. 

Check back later today to see the progress of Andrew Coomes’ LS2 powered 240 drift car.

An LS3.

The LS Engine is a small block V8 created for use in General Motors’ rear-wheel drive cars and trucks.  There having been several different generations of the engine.  These V8s are a popular engine for transplants into other platforms.  There are forums dedicated to LS engine swaps.  Popular choices for swaps are older muscle cars and import cars.  Here at PSI, we have used a built LS1 in a 67 Chevelle SS restomod project.  Being a Chevy engine and Chevy platform fits, however we swap the LS into cars by other manufacturers. 

 
LS1 in a 1967 Chevelle

We currently have two projects in the works, both of which are with Nissan platforms.  In one project, we are placing a built LS1 into a Nissan 350Z.  In the other, we are putting an LS2 into a Nissan 240SX.  In both of the projects, the small block V8 is replacing a small displacement Nissan engine.

LS swaps have become popular because of the powerband it offers.  Smaller displacement 4 and 6 cylinders engines like the VQ and SR lack the horsepower and torque of this V8.  Forced induction is a solution for increasing horsepower and torque but the complexity is increased.  In the 240SX, a turbocharged SR20 is being replaced by an LS2.  The LS2 will produce more horsepower and torque.  The torque curve is consistantly higher.  There is no waiting for the turbo to spool up, so torque is available in low RPMs. 

Here is a dyno graph from a 2007 Corvette.

At 2000 RPM, the LS2 in the Corvette produces a little over 300 ft-lbs of torque. 

The horsepower and torque of LS engines makes them a good candidate for many different swaps.  We look forward to doing more LS and other engine swaps in the near future.

Tuning for AJC Drift from Portland Speed Industries on Vimeo.

With this setup, Andrew’s 240 puts down 354 whp and 315 ft-lbs of torque. 

Andrew’s car is also having bumpers and side skirts fitted. 

They created a plan of attack to prepare this SR20 powered 240 for the 2010 season.  Check out AJC’s blog at AJCDrift.com for more about the rebuild process. 

Tonight, Jason began creating a map for the SR.  The 240 was strapped down on the dyno.

Unfortunately there are no whp numbers because the car is still in the build process.  Once Jason begins to this 240 for drifting, we will post up some impressive numbers.