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|| JTR Conversion Manuals ||
Chapter 1 Contents:
Introduction ••• 1984 S-10 2WD Truck with 1989 305 TPI/700-R4 ••• Project ZZ3—Our Quickest Truck ••• 1984 S-10 Blazer with 1985 305 TPI/700-R4 •••
Baby Thunder, 1992 S-10 4X4 Truck with 1992 Corvette LT1 Engine ••• ZZ3 Update ••• Another Update ••• 1995 Camaro LT1/4L60-E into 1988 2wd S-10 Blazer •••
V8 Alternative for 1996–2000 Trucks with the 4.3 V6 ••• Measurements ••• Typical Conversion Costs ••• Time Requirements •••
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Note: The engine shown in this truck is no longer available from GM. Itıs been replaced by a slightly more powerful engine called a ZZ4. It is no longer possible to do this exact swap because some of the parts are no longer available. We continue to show this truck because it shows what can be accomplished while still being legal. We believe that similar performance can be achieved with smog-legal aftermarket performance parts. Today, it is possible to purchase smog legal high-performance cylinder heads, camshafts, intake manifolds. A 350 Truck TBI engine with the Edelbrock performance package (aluminum cylinder heads, camshaft (with matching computor chip), and intake manifold) is probably the most comparable smog-legal package.
The engine package installed in this 1987 truck is the "5.7 liter High Output Camaro Conversion" (GM part #10185077) which is rated at 308 horsepower in smog legal trim for the 1982-1987 Camaros and Firebirds. It was developed by GM Motorsports Engineer Mark McPhail for the 1982–1987 Camaro/Firebird. Because California smog laws allow engine swaps as long as all of the emissions controls are installed and operating, this engine package (which requires the 700-R4 transmission) is also legal in 1982–1987 S-Trucks (more information on smog laws is in chapter 14). By the way, this is JTR's truck. Itıs a real truck (a GMC, not a Chevy!).
The engine in this engine package is the ZZ3 345 horsepower High Output "crate" motor. The ZZ3 has aluminum heads, aluminum intake manifold, high lift roller cam, forged steel crank, 4-bolt mains, "pink rods", and hypereutectic pistons with a compression ratio of nearly 10:1. The package includes a cold air induction dual-snorkel air-cleaner from a 1983–1985 Camaro with the L69 engine, dual catalytic converters from a 1990–1992 Camaro with the 350 TPI engine, a Holley fuel pressure regulator, specially calibrated carburetor secondary rods, and special transmission parts that increase the shift firmness and improve the durability of the 700-R4 transmission when used with the ZZ3 engine. The parts list and instructions is too long to put in this manual and is available from GM as part #24502463. The information on the transmission modifications is very important because it makes the package work so well with proper shift points and firmness.
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The "smog equipment" is not totally responsible for reducing the horsepower rating from the ZZ3's original 345 down to 308 (37 horsepower). According to GM engineers, the Camaro's low hood line requires a short air cleaner which is responsible for about 8 horsepower. The Camaro's H.O. exhaust manifolds are responsible for another 20 horsepower, compared to dyno headers. The dual catalytic converters reduce output less than 10 horsepower, and the smog pump consumes less than 1 horsepower. The S-Truck has room for a taller air cleaner (from a Monte Carlo SS), but the exhaust manifolds required for the S-Truck chassis may drop a few horsepower compared to the Camaro H.O. exhaust manifolds, so overall, the Camaro H.O. conversion package in the S-Truck is very comparable to the Camaro's 308 emissions legal horsepower.
To make the finished installation look simple and uncluttered, we intentionally chose a truck without air-conditioning and we set the engine back 1-1/4". This required reshaping the transmission tunnel with a hammer, and it required massaging the firewall for the automatic transmission shifter on the steering column. Additionally, we installed a set of headers for evaluation purposes (We prefer the cast-iron exhaust manifolds which are now on the truck!). Even with the engine set-back 1-1/4", the big HEI distributor required no firewall modifications. This conversion took a very long time to complete. Making it look easy, was hard.
We always install an MSD™ Soft Touch™ Rev Control to our stick-shift vehicles but it was also installed onto the ZZ3 truck. With previous bad experiences caused by "over-enthusiastic" drivers damaging engines, we didn't want to risk hurting the H.O. engine. The rev limiter costs less than $100, and we believe it should be installed on every high-performance engine. It's amazing to us how some people, after driving our vehicles, would comment on the "high speed misfire." What they were really telling us is that the rev-limiter saved another engine from damage.
Chapter 1, Project ZZ3, is continued on the next
page.
Chapter 1 Contents:
Introduction ••• 1984 S-10 2WD Truck with 1989 305 TPI/700-R4 ••• Project ZZ3—Our Quickest Truck ••• 1984 S-10 Blazer with 1985 305 TPI/700-R4 •••
Baby Thunder, 1992 S-10 4X4 Truck with 1992 Corvette LT1 Engine ••• ZZ3 Update ••• Another Update ••• 1995 Camaro LT1/4L60-E into 1988 2wd S-10 Blazer •••
V8 Alternative for 1996–2000 Trucks with the 4.3 V6 ••• Measurements ••• Typical Conversion Costs ••• Time Requirements •••
(For parts, see our
parts and price list.)
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