I might want one. Just the adapter plate, just incase someday. Thanks Gary

Did run into a problem with the knock sensors as the ones in the block are for a 96 Caprice and the 95 PCM we got from the junkyard came from a 95 Caprice L99 so the knock module is incompatible with our knock sensors. I have disabled code 43 in the programming for now just to get it running but we are either going to have to replace the knock module or the knock sensors. Problem is Mr. Pat is hoping to take off to Georgia on Friday and I know if we order the module from gmpartsdirect it won't be here in time. Knock sensors can be purchased locally and the price will be similar.

Aside from all that, the left axle got put together and is back in the car. All that needs to be done on the left side is for the tire to be put on. The right wheel well is still open as I want to get this engine warmed up to make sure we have no leaks that appear. Coolant is in and there are currently no leaks but temperature tends to loosen things up a bit so I want to retighten everything after the engine has run for a bit. Tranny cooler is on and hooked up. Exhaust, EGR tube, and tach modification are on the agenda to be finished Sunday.

After the exhaust gets done this thing should be ready for the road. Once on the road I can do the final bit of PCM tuning to make sure this thing is running right. I will keep you all posted.

Mr. Pat, if you drive it at 67 on the Atlanta expressways, you're gonna get killed. Speed limit on the interstates down here is about 80-85. 67 on surface roads, maybe.

Well the problem we have is the knock module in the PCM was designed to work with 95 L99 knock sensors, not 96 LT1 knock sensors, which are a different part number.

Dont even get me started on you georgians Never seen so many SUV's doing 90 in my life. But im trying to keep the speed down a little. Once im in Atlanta im sure ill step it up a little Theres some pretty fancy cars downs there.

Here is a pic of the finished exhaust system:

Here is a pic of the EGR tube hookup I welded to the rear exhaust manifold dump tube:

Here is a pic of what I used for the EGR tube. This stuff is great...While it is not as thick as stock, it is made of stainless and I have personally used it for EGR tubes and Oil Return lines from turbos in the past without any problems. You can buy them in assorted sizes and lengths and they hook up to standard flare fittings. This is nice because you can weld the flare fittings to the components you need to connect which means you can put them on almost any application. If it ever needs replaced, you can just go down to your local Lowes or Menards and buy a new one for $10.

Here is a pic of the exhaust installed on the car, sorry for the dark picture, the white car tends to mess with this camera:

Oh yea, here is a picture of what I did to solve the air pocket problem that was starving the pump for coolant. The red circle shows where the air pocket was getting trapped. The line leaving the "T" adapter runs up to the stock 2.8L thermostat housing and hooks to one of the 3/8" hose fittings that were meant for the throttle body coolant bypass. Needless to say, the cooling system appears to be working perfectly as the fan only comes on for about 45 seconds and then stays off for about 10 min with the car just sitting there running. The road test will show if there are any problems for sure.

And finally, here is a picture of the COMPLETED LT1 swap. Still have to find a good cruise control switch and finish the tuning.

There is an issue with the tuning, however. The LT1 PCM wants to see a driveshaft mounted VSS sensor with a 40 tooth reluctor ring. This means that depending on rear end gearing and tire size, this PCM is going to want to see about 80,000 pulses per mile from the VSS. The 4T60-E only has a 30 tooth reluctor VSS sensor which is diff mounted. This means that the reluctor spins the same speed as the wheel, or about 24,000 pulses per mile. Well, the PCM can be adjusted down to compensate for this, or so I thought. When I made the changes to the programming, the engine would not run. It would start, but shut immediately off. Just a minor glitch, I will figure it out. But, like I said, the good news is we have no leaks, oil pressure is good, trans goes into gear, everthing is looking up. Just got to get the tuning done.

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Tuners of the Quickest 4.9
12.51@118 mph

4.5/4.9 (RSR)Hi Perf. Caddi-V8 Fully Blueprint&Balanced Rotating Assembly
Custom Intake Manifold
Custom Machined Heads
Victor Reinz Head Gaskets
50-150HP Nos Power Shot.
Holley 510-0-4412C Carb.

[This message has been edited by Master Tuner Akimoto (edited 01-26-2004).]

Roy

Archie - is the different plate only for the "E" model tranny? I'm doing a TPI 350 with a non-"e" 440T4 tranny (and I've got the normal auto adaptor plate)?

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Looking for Fiero posters?

Everything appears to be working normally with the exception of the PWM TCC circuit. As luck would have it the LT1 PCM controls this circuit opposite what the 4T60-E is set up to work with, so when the TCC engaged, it locked up firmly then started to slip and kept slipping. It is supposed to gradually apply the TCC and then lock it up firmly. Well, even after I wired in a relay to flip-flop the control, the LT1 PCM was still commanding a 90% duty cycle during normal driving on the PWM TCC circuit. Problem is the 4T60-E is designed to work with a 100% duty cycle alogrythum otherwise the TCC can slip constantly. Appearantly, this is not the case with 4L60-E's. Anyway, all I had to do was disable the PWM TCC trouble code in the programming and simply leave the PWM solenoid wire disconnected from the PCM.

Now I know everyone is just dying to know what I did to the wiring in order for the LT1 to control the 4T60-E. Well, here is a diagram of what I did:

Now I must note that the PCM will never see any gear selection below D4 (or OD), but it does not appear to care, but I have not tried holding the trans in manual 1 or 2 forever so I don't know how it would respond. As with any trans fault, worst case scenario the PCM would lock the trans in 2nd or 3rd gear until the key is cycled to off at least once. Then everything will be ok. As far as the LT1 PCM's Pressure Control Solenoid and 3-2 downshift solenoid outputs, they don't need to be hooked to anything as long as you disable their associated trouble codes in the PCM. Likewise with the PWM TCC control solenoid.

BTW, it shifts great, sounds good, and despite the slick, snow-covered roads, seems to feel pretty quick. I would say this is a solid mid-13 sec car. But it has been a long time since I have driven anything fast so it could be a lot quicker or slower than it actually feels to me. Mr. Pat says he will take it to a dyno and a 1/4 mile dragstrip once he makes it down to Georgia so we shall soon find out. Only thing left that I am waiting on is a cruise control switch stalk (so we can make sure the cruise works) and some fine tuning of the PCM.

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power corrupts. absolute power corrupts absolutely.

Custom GM Chip Burning | Fiero Engine Conversions | Turbocharging | dtcc.cz28.com

[This message has been edited by Darth Fiero (edited 01-27-2004).]

Those Lt1's just look so much more at home than a TPI motor. Makes me wanna sell mine and go Lt1 like I originaly planned. Grrrr

Hey Jo, Unless we get more snow, ill be home by the 4th at the latest if you want to check out the car. You mentioned leaving on the 7th? Is that correct? Im watching my sisters while my parents are in Paris on their 10th ann. So if you need somewhere to stay your more than welcome. LMK if you can come, and when I know for a fact that ill be there in time we can work it out. Your right about the way it looks. Looks even better in person

Actually, both exhaust banks come together AT the cat, then split off again right after the cat to exit out dual tips.

There is a site in the internet that tells you have to modify an LT1 intake so it works on an earlier SBC. Several people have reportedly done it already with great success. Much more top end HP than a TPI, even though you do lose some TQ and a lot of low end grunt.

http://www.lt1intake.com/

(he was/is a PFF member too... I recall seeing him post in a TPI Questions post in Tech awhile back)

(namechange I get to RE-rate everyone...lol)

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AKA. "SmoothGT"....
Custom Built SHAVED~WIDEBODY~GT!!

I know about the Lt1 intake, but you can't reverse the intake because of the distributer. I like the look of the reversed intake because it makes the engine look more centered(plus its moved over 2 inches) I have a few ideas brewing, but will see how things pan out. As of right now I'll be sticking with my TPI. I already ahve all the aftermarket goodies for it.

Pat,
I'll be near Brunswick, GA on the 7th at my Dads house. Where in GA are you going to be moving? IIRC, it was near Atlanta which is right on my way home. Hopefully I can hear the beast.

NOW KEEP IT BELOW 150+MPH----------------------------until its broken in.

Jo, I live in Lawrenceville, which is 40 mins NE of Atlanta I believe. I have no idea where anything is in that state. so I couldnt tell you how close it is, but its just off highway 85 I believe.

Well, these are the only pictures I got, it is still in the single digits here and can't wash the car. Anyway, I had to keep it for another night because there is a stalling problem when the engine is cold. It fires right up but then stumbles and dies. Most likely the A/F ratio vs. coolant temp table but it is hard to tune something like this because after you have the car running for a few minutes it warms up to the point in which it quits stalling. So HOPEFULLY it will be done Thursday.

Oh man this thing is a blast to drive, couldnt give it much more than 1/4 throttle around town though, due to the slick roads, but even then it pulls like a freight train!! Thanks a ton man, it was all worth IMO, I hope your not to bitter about it, I know it was a bear at times. Anyway, its still -2 outside, theres still snow outside, and I just found out my Yokohamas arn't even rated for the snow, so its a little difficult to drive around to say the least. Already had 1 hick give me the thumbs-up on Harrison st

God this thing sounds good.

That explains a lot.

No, I am not bitter about it. It was a learning experience, and yes, it was a bear at times, but any project is that has never been done before. Like I said before, I think we broke new ground on this project and I am glad that I was a part of it. I am also glad that it allowed me to show a lot of nay-sayers on this BBS that I am not V8 hater. I like being involved in projects that are "outside the box".

And a note to anyone else out there who is thinking about doing this project: if you have any questions about what was done or whatever, my PM box is open to ANYONE, regardless of whatever differences we might have had in the past.

Pat, I hope you'll be able to come to our next club meeting, two weeks from tomorrow.
Oh yeah, by the way... We *very seldom* have snow in Atlanta.
We just have ice storms.

Oh...
Joe, Brunswick is on the far southeastern coast of Georgia (You probably already knew that.). You'll almost certainly have to drive through Atlanta to get to and from there.
Pat is in Lawrenceville, which is about 40 minutes northeast of Atlanta. Pretty much straight up I-85, then bear right on Hwy 316.
You'll be entering/leaving Atlanta on I-75 which goes from southeast of - to - northwest of Atlanta.

In case you don't know, Atlanta rush hour traffic is legendary. Nearly as bad as L.A., from what I've heard.
You don't want to try to get around Atlanta in rush hour traffic if you can avoid it. (I drive 30 miles into town every day, and it's *not* fun.)
Atlanta 'burbs pretty much include anything in a 30 mile radius of Atlanta. 50+ miles on the North side. I'm not joking.

Later!

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Raydar
88 3.4 coupe.

Coming soon...
88 Formula, presently under the knife.

that car looks great

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86 GT, 18" wheels, GA CD brakes, ST brace, Leather, 3800 Supercharged,DVD-LCD, ZEX NOS
88 Formula 5 speed T-Top stock
88 GT,Leather,T-Top,3800 SC 5 speed.