JK: Downunder LS

[Vegasrobbi]

Originally Posted by _sawyer_

Small update on the build;
Novak have received their transfer case input shaft back and are currently tooling up to machine the o-ring flange relief for the commodore 6l80e output shaft.

I have concluded the RPM chassis mounts wont work without extensive modifications to the 'Camaro style' (balancer, water pump etc.) commodore v8. The engine is sitting to far left in regards to the transmission tunnel with the mounts swapped. Running them in the LHD config has the exhaust manifold just touching the steering shaft and big clashes with the water pump not clearing the steering box.

I have been in touch with John at overland performance in California. They supply Motech with dedicated RHD mounts which differ dramatically to the LHD mounts. fingers crossed this sorts more issues out than it creates

This is Robbie from MoTech, I stumbled across this thread and thought I may be able to help. We have been doing LS JK swaps for over 8 years and several down under. The RHD mounts are different than the LHD mounts we move the engine over to our driver side just over 3cm. John at OP is a great guy and can offer you MoTech RHD mounts, if not let me know I may have a set.

A couple other RHD notes:

Run an adjustable lower T-Stat housing so you can rotate it away from the steering gear.

Drill and tap the heater hoses outlets on the water pump and install some 90 degree fittings.

Regarding the TC adapter, you should not run the short Novak adapter with the short spline transmission. We offer two TC adapters a short one for two doors(same overall length as the Novak) to get maximum driveshaft length; and a full size(same as stock GM) with built in pads for the HD GM 4x4, dual stud transmission mount. The cantilevered transmission mount on the Novak adapter works ok but is not nearly as strong as the OE design running an "L" bracket off two 8mm studs.

The point here is the full length adapter allows you to run a 2WD 6l80 transmission due to shorter splines where the short adapter in some cases will not work. Also on some 6l90's and new 80's(as well as the 8l90's) the output shafts are running limited splines(like yours) the full size TC adapter will allow it to bolt up. In some cases we need to run a spacer ring, there available in 1/2" and 3/4" thicknesses but we do not need to run them often.

Be careful with ground distribution in your swap so you don't have issues. Also Holden and GM NA OS's can pose some issues but I don't know what you are running.

Sorry this being my first post but I see guys frustrated over things I have been through many, many times. After a couple hundred LS JK swaps we learned a few things so I'd like to pass it on.

[aido_3927]

Originally Posted by Vegasrobbi

~snip~
Sorry this being my first post but I see guys frustrated over things I have been through many, many times. After a couple hundred LS JK swaps we learned a few things so I'd like to pass it on.

I wouldn't be sorry; there's not much that's better than a company offering up some helpful info. That's the sort of thing that makes me lean towards certain products/companies/etc

[Vegasrobbi]

Thank you, we have many LS JK's down under now. The issue over there has been your Engineering requiring full(not partial) ESP engagement on key up. We operate in a "partial off" mode which is supported by the manufacturer so most countries are OK with it; it's the same mode as if you pushed the ESP button on the dash. You engineering requires full ESP to be active on key up then the user can select off all or part of the electronic stability program.

We are working on an adjustable traction control rather than discrete traction control that leaves you with a dead pedal in the middle of an intersection, we hope to offer it soon. With this addition you will have torque management on key up then have the option to turn it off.

We hope to support a proper RHD LS JK kit soon.

[_sawyer_]

Originally Posted by Vegasrobbi

This is Robbie from MoTech, I stumbled across this thread and thought I may be able to help. We have been doing LS JK swaps for over 8 years and several down under. The RHD mounts are different than the LHD mounts we move the engine over to our driver side just over 3cm. John at OP is a great guy and can offer you MoTech RHD mounts, if not let me know I may have a set.

A couple other RHD notes:

Run an adjustable lower T-Stat housing so you can rotate it away from the steering gear.

Drill and tap the heater hoses outlets on the water pump and install some 90 degree fittings.

Regarding the TC adapter, you should not run the short Novak adapter with the short spline transmission. We offer two TC adapters a short one for two doors(same overall length as the Novak) to get maximum driveshaft length; and a full size(same as stock GM) with built in pads for the HD GM 4x4, dual stud transmission mount. The cantilevered transmission mount on the Novak adapter works ok but is not nearly as strong as the OE design running an "L" bracket off two 8mm studs.

The point here is the full length adapter allows you to run a 2WD 6l80 transmission due to shorter splines where the short adapter in some cases will not work. Also on some 6l90's and new 80's(as well as the 8l90's) the output shafts are running limited splines(like yours) the full size TC adapter will allow it to bolt up. In some cases we need to run a spacer ring, there available in 1/2" and 3/4" thicknesses but we do not need to run them often.

Be careful with ground distribution in your swap so you don't have issues. Also Holden and GM NA OS's can pose some issues but I don't know what you are running.

Sorry this being my first post but I see guys frustrated over things I have been through many, many times. After a couple hundred LS JK swaps we learned a few things so I'd like to pass it on.

Hey Robbie, Thanks for your input.
I have had a set of your RHD engine mounts arrive last week and they look great. John at overland performance in LOUISIANA (not L.A. California lol) was great to deal with and the product is fantastic.

The adjustable thermostat housing is on my shopping list next and while it's disappointing, I agree the waterpump will need the mod you mentioned. There goes some of my simple 'off the shelf' trail break down fixes I guess.

Eric at Novak hadn't come across that output shaft type of the commodore 6l80e but was confident that the mods he made to the shaft will still leave ample spline contact for the torque and power of the auto. I guess time will tell.

Do you have any photos of the longer adaptor fitment with that style of output shaft?

As far as the oxy sensors goes i'm using a new set from the states but I will play around with the commodore ones to see if they will also work
And your spot on about the engineering, I've had the traction control system programed to appear to be working until I can be resolved. traction control is overrated any way haha


Cheers
Paul

[_sawyer_]

And early last week I received the new dedicated RHD mounts,

They are almost symmetrical apposed to the LHD mounts that have a long and a short mount.

And here's the modded transfer case input shaft




Will get stuck into the build again next weekend and hopefully have some positive updates

[Vegasrobbi]

Originally Posted by _sawyer_

Hey Robbie, Thanks for your input.
I have had a set of your RHD engine mounts arrive last week and they look great. John at overland performance in LOUISIANA (not L.A. California lol) was great to deal with and the product is fantastic.

The adjustable thermostat housing is on my shopping list next and while it's disappointing, I agree the waterpump will need the mod you mentioned. There goes some of my simple 'off the shelf' trail break down fixes I guess.

Eric at Novak hadn't come across that output shaft type of the commodore 6l80e but was confident that the mods he made to the shaft will still leave ample spline contact for the torque and power of the auto. I guess time will tell.

Do you have any photos of the longer adaptor fitment with that style of output shaft?

As far as the oxy sensors goes i'm using a new set from the states but I will play around with the commodore ones to see if they will also work
And your spot on about the engineering, I've had the traction control system programed to appear to be working until I can be resolved. traction control is overrated any way haha


Cheers
Paul

We developed our HD TC adapter with Advance Adapter; we like the trans mount pad molded into the casting like GM does. This allows us to run different height bushings for different applications and it is very strong when using the heavy duty dual stud GM 4x4 truck transmission mount. We have run this adapter in 700 HP engines with no issues. In addition since it is full length it allows the use of a 2WD transmission or the newer short spline output shafts like you have.




On some rare occasions we have to run a .5 or .75" spacer like here on an 8l90 8-speed with an Atlas II.



We have run the Novak style short adapter on two doors where we want as much driveshaft length as possible. We make our own HD "L" bracket to come off the horizontal studs that mates to the HD 4x4 mount; we don't like the small poly mount especially with over 500 HP

[_sawyer_]

Righto, a bit of a while between drinks but time for a update.
I refuse to pay stupid money for parts here so once again I have had to wait for parts to arrive from the states. namely the parts are a 52mm aluminium radiator with the inlet and outlet on the left side to not interfere with the steering components,
Camaro accelerator pedal as there is no way the truck one would fit,
straight thermostat housing
chev truck transmission pan for the 6l80E because the Camaro pan is mostly identical but has a drain plug on the rear which would just fowl on the tranny crossmember
a dirty dingo Sanden SD7B10 LS Low Mount AC Combo Kit because there was no way I could get a commodore a/c compressor to fir with the corvette offset accessories our commodores run
a alternator relocation kit from marks 4wd adaptors.
photos to come.

So with all this being organised in the background I've been pressing on with the build.
I removed the rpm extreme mounts and fitted the motech RHD mounts to find that it fits ALLOT better, I have clearance everywhere now, from the stock headers to the water pump. The engine is still kicked to the left of the transmission tunnel but everything fitted up fine














Drive train prepped for final fit




And in for good


New thermostat housing for the LS3 style pump