| The Toy-Jet Conversion Home of the "World's First" LS1 Prosche 911&914 Where you come in driving and leave out flying! Both conversions were completed by 2000 |
Page 3
Houston AutoRama 2004 "Best in Class"
I'd like to thank the Conversion experst who told me in 1999 this conversion could not be done. It is
you who gave me the most motovation to; "Just do it!".
To do this conversion, you do not use any of the heavy factory LS1 front engine parts (water pump,
alternator, AC compressor etc.) Much lighter components are used and you do not to have to use the
heavy belt driven water pump used by most conversion shops. The motor mounts serve two purposes,
engine mounts and mounting brackets for the belt driven components. As testimony to the LS1's lightness,
my car went up one inch at the rear of the vehicle after the LS1 installation. This enabled me to not have
to beef up my rear suspension as you are recommended to do by most other conversion companies.
Other motivating factors: 130 mph had gotten just plain board.
Stock 3.0 Porsche Engine -vs- LS1 Corvette Engine installed in a Porsche 911
Stock 3.0 Porsche Engine:
The factory 1980 Porsche SC 3.0 liter engine is 178 hp @ 5600 rpm, and have a torque range of 175
ft/lbs. @ 4200 rpm. Top speed with the stock 1980 Porsche engine is 139 mph. with 3.88 rear end gears.
LS1 Corvette Engine:
The LS1 Corvette engine is 350 cubic inches (5.7 liter), 345 hp @ 5600 rpm, and have a torque range of
350 lb/ft. @ 4400 rpm. The LS1 Corvette engine (equipped with a supercharger) enables me to go 184
mph in forth gear. However, with no roll cage, I limited myself to going 155 mph. with a 240 lb. witness
in the passenger seat. Sorry I have not went to fifth gear yet, which is capable of top speeds in excess of
200 mph.
You can have the best of both worlds, Quarter mile times ofMID to HIGH 11 seconds and a daily
driver with incredible top in speed.
All of the above can be accomplished in the comfort of cold AC.
My quarter mile time ran thus far (11.94 sec at 114 mph.) was done with a conservative take off at the
starting line because of the stock Porsche axles. (Refer to the Test and Tune video at my home page to
see my first successful pass at Houston Raceway Park). I now have a set of racing axles that can easily
hold up to the challenge of high torque and high horse power.
Since the installation of my new axles the Toy-Jet has accuired a taste for Z06 Corvettes, and have proven
to harbor the vaccine for the new supercharged venomous Cobra GT and Dodge Viper GTS.
I have the only V8 conversion kit to date, which does not require any major modifications (cutting
of the front end of the vehicle) to the body of the vehicle. You can completely reverse the process
as if it never happened.
Why settle for less when you can have the best!
More reason to go with the new all alluminum LS1 Engine
Maximum engine speed is 6200 rpm. All this performance comes from a package measuring an
half-an-inch shorter, and 66 pounds lighter than the legendary Generation ll cast iron block. Some of us
still compare today's power rating to the gross power fiqures of the 1960s. If that was still being used, the
LS1 would put out about 390-400hp. Most notable is that this engine is the first two-valve V8 to reach the
one-net-horsepower-per-cubic inch plateau. That is a monumental engineering achievement.
Bottom line..... the new LS1 is one hell of an engine.
In conclusion
Some people who have only seen my conversion via the internet and some of
those who have only heard about it, have accused me of trick phtography.
Now this! I will cherish as the highest compliment that could be paid to
anyone in the conversion business.
The #1 mosts asked question; How long did it take you to invent the LS1
Porsche 911&914 conversion process?
Answer: Thirty one days from start to finish, working daily in my home
garage after normal work hours.
Next page
you who gave me the most motovation to; "Just do it!".
To do this conversion, you do not use any of the heavy factory LS1 front engine parts (water pump,
alternator, AC compressor etc.) Much lighter components are used and you do not to have to use the
heavy belt driven water pump used by most conversion shops. The motor mounts serve two purposes,
engine mounts and mounting brackets for the belt driven components. As testimony to the LS1's lightness,
my car went up one inch at the rear of the vehicle after the LS1 installation. This enabled me to not have
to beef up my rear suspension as you are recommended to do by most other conversion companies.
Other motivating factors: 130 mph had gotten just plain board.
Stock 3.0 Porsche Engine -vs- LS1 Corvette Engine installed in a Porsche 911
Stock 3.0 Porsche Engine:
The factory 1980 Porsche SC 3.0 liter engine is 178 hp @ 5600 rpm, and have a torque range of 175
ft/lbs. @ 4200 rpm. Top speed with the stock 1980 Porsche engine is 139 mph. with 3.88 rear end gears.
LS1 Corvette Engine:
The LS1 Corvette engine is 350 cubic inches (5.7 liter), 345 hp @ 5600 rpm, and have a torque range of
350 lb/ft. @ 4400 rpm. The LS1 Corvette engine (equipped with a supercharger) enables me to go 184
mph in forth gear. However, with no roll cage, I limited myself to going 155 mph. with a 240 lb. witness
in the passenger seat. Sorry I have not went to fifth gear yet, which is capable of top speeds in excess of
200 mph.
You can have the best of both worlds, Quarter mile times ofMID to HIGH 11 seconds and a daily
driver with incredible top in speed.
All of the above can be accomplished in the comfort of cold AC.
My quarter mile time ran thus far (11.94 sec at 114 mph.) was done with a conservative take off at the
starting line because of the stock Porsche axles. (Refer to the Test and Tune video at my home page to
see my first successful pass at Houston Raceway Park). I now have a set of racing axles that can easily
hold up to the challenge of high torque and high horse power.
Since the installation of my new axles the Toy-Jet has accuired a taste for Z06 Corvettes, and have proven
to harbor the vaccine for the new supercharged venomous Cobra GT and Dodge Viper GTS.
I have the only V8 conversion kit to date, which does not require any major modifications (cutting
of the front end of the vehicle) to the body of the vehicle. You can completely reverse the process
as if it never happened.
Why settle for less when you can have the best!
More reason to go with the new all alluminum LS1 Engine
Maximum engine speed is 6200 rpm. All this performance comes from a package measuring an
half-an-inch shorter, and 66 pounds lighter than the legendary Generation ll cast iron block. Some of us
still compare today's power rating to the gross power fiqures of the 1960s. If that was still being used, the
LS1 would put out about 390-400hp. Most notable is that this engine is the first two-valve V8 to reach the
one-net-horsepower-per-cubic inch plateau. That is a monumental engineering achievement.
Bottom line..... the new LS1 is one hell of an engine.
In conclusion
Some people who have only seen my conversion via the internet and some of
those who have only heard about it, have accused me of trick phtography.
Now this! I will cherish as the highest compliment that could be paid to
anyone in the conversion business.
The #1 mosts asked question; How long did it take you to invent the LS1
Porsche 911&914 conversion process?
Answer: Thirty one days from start to finish, working daily in my home
garage after normal work hours.
Next page
Copyright 2000 cpp