FAN RELAY WIRING
Derale Deluxe Adjustable Fan Controllers with Radiator Probes DER-16759
Link to Fan Relay at summitracing.com

Here is where the temp probe has been inserted into the radiator fins to control when the fans power on.

COMPUTER
The factory 4.3 V6 computer was reprogrammed by Harris Performance to run V8 fuel injection
Link to Harris Performance - tbichips.com/
Programming worked great and fired up the first time. Kept the factory programming for everything but the fuel injection so my anti lock brakes still work, cruise control works, everything works etc.

Below is where the electric fan relay was mounted to the computer's plastic holder. Nice spot.

STARTER
Factory starter was reused and fit back in with out a problem. Didn't need one of those mini-starters.

WIRING HARNESS
1999 Tahoe 5.7 wire harness purchased off eBay
The shop compared the pinouts and consulted factory wiring diagrams. Removed the extra two fuel injection wires from the 5.7 harness and pinned them in the computer connector as well as the to the connector (pod) on the intake manifold. Also lengthened the wires to the oxygen sensors.

Below in my hand are the extra two wires wrapped in plastic covering for the V8 fuel injection. These run from the computer connector to the fuel injector pod that plugs on top of the intake manifold.

TRANSMISSION
Kept the factory 4L60E tranny, although the shop wanted me to go with a different tranny case to be more sturdy. Everything I read leads me to believe the 4L60E will be just fine as long as I don't plan on racing it. The shop had concerns of the strength of the bell housing.

INTAKE SYSTEM / FI
Intake Manifolds (upper and lower) along with the fuel injection assembly and the vortec distributor was salvaged off a 1998 5.7 full size truck that was wrecked and sitting in a field for a couple years. It looked pretty clean as they said the engine only had 30,000 miles on it.

Below you can see the fuel injection pod plugged on top of the intake manifold. It has some electrical tape on it where the extra two fuel injection wires were pinned into the connector.

EGR VALVE
The EGR Valve needed to be plumbed into the exhaust since the factory exhaust manifolds were not being used. The shop tapped into one of the header pipes and welded a connector to the header that the EGR plumbing could attach to.

EXHAUST PIPES
Factory exhaust Y pipe modified to fit location of headers

RADIATOR
05-03-08 UPDATE:
Stock radiator was replaced with a 1985 Corvette radiator mounted in the "forward position." (see pg 3)
Factory Radiator was used and kept in the stock position since the air conditioning was being retained. Space is tight but their still is a couple inches between the main pulley and the radiator core. This is why the electric fans were set up as pushers in front of the AC Condenser inside the front grill. It got up to 92 degrees here today and the dash temp meter got up to 210. The shop owner working with me said not to worry yet because when they measured the temp with their shop equipment it was readinging 10 degrees lower than my dash gauge.

Below is what the space looks like between the radiator core and the accessories and pulleys. There is about two inches to spare on the sides and only an inch (if that) between the center pulley bolt and the radiator fins.

WATER PUMP
Used a new factory 4.3 water pump as it was the same part number listed for a 5.7. Added a Flow Kooler Water Pump Disc.
This disc when installed on the water pump's impellers is supposed to increase the water flow volume at idle and lower rpms to help prevent overheating.
Link to Flow Kooler Disc at summitracing.com
Link to Car Craft Magazine's project intalling the Flow Kooler Disc
05-03-05 UPDATE:
Apparently, the Flow Kooler Disc is no longer available for the Chevy water pump. Who knows why? Several people have comented to me that they can not find them anywhere. Since their discs are no longer available I would consider getting a Flow Cooler high flow water pump (or comparable brand). Because you definately want the highest flow rate possible for idle speeds.

AIR CONDITIONING
The space needed for the air conditioning compressor was the major reason I put on the 2 inch body lift. With out the extra lift the compressor was two high up in the engine compartment to be able to close the hood. With the body lift installed, the hood closed perfectly. The upper part of the factory fan shroud was kept but needed to be cut down to fit. Additionally, a section was needed to be cut out for the air conditioning compressor to fit in right. (UPDATE: just replaced the air conditioning Compresser due to it not holding a charge. At 112,000 miles it was due I suppose)

ZR2 MIKE's 5.7 V8 BlaZeR2 - Page 2

Back - 1 . 2 . 3 . 4 . 5 . 6 . Next