It's Alive, It's Alive, Thank God Almighty, It's Alive

Hello,

Well after parking my truck at Thanksgiving due to a leaky radiator, I fired up the LQ4 6.0 liter bad-to-the-bone engine in my 1994 Chevrolet Z71 SuperSport. My exhaust is not complete, so it sounds like a Top Fuel Dragster, and it still needs some wires wrapped and loomed... but it is no longer a project. It is a Truck !!!! I could not have done this without the contributions on this sight by some very knowledgable people. I am going to install the radiatior this evening and give it an initial drive around my shop. I will be sending photos soon and hope to post a way-cool video of my burnout.

Thanks again to everyone who created and contributes to LS1Truck !!!


Z-Rod out-:thanks:

bad ass man cant wait to see the pics and vids!!!!!

sweet deal bud, get us some vidya's

Congrats sir.

Congrats on finishing up. It is such a good feeling.

Today,

I completed the exhaust on this totally awesome 1994 Z71 4wd Super Sport with a 6 liter engine. I removed the old FlowMaster 70 and installed a 50 SUV... The shop had to fabricate my y pipe and work around my front driveshaft, but everything looks stock. I have to say this... My truck hauls ass. The tranny shifts into 2nd right at the fat part of the tq curve and will snag second gear, both tires, if I am accelerating to speed. The engine is sooo different from my POS 350 TBI. Can't wait to get a dyno run. I truly believe I have 340 hp at the flywheel.

I am going to run my tranny lines and hope to fix my tensioner issue this weekend. The belt barely fits but will allow the tensioner to roll past the tight point and swing past that point where it rest on the brackets. I have already lost 1 belt and can't run my a/c until i get this corrected... anyone been down this road?

I am also going to try to fix the fan and shroud situation. They interfere with the air intake, and the air intake interferes with the upper radiator hose.

Oh- I drove this baby with the TechII connected to see if Nelson Performance really knew how to make my 1994 4L60E work with a computer that wants to control a PWM TCC solenoid. The concern is the TC from non PWM tranny is very different from a newer model PWM tranny/TC. The late model computers with destroy an older non-PWM TC in little time. The TC must be locked 100% on my tranny and that isn't something programed in the original computer. It wants to slowly build up to a locked condition so the driver doesn't "feel" the tranny TC lock/unlock...???

Anyway- The GM Tech II actually read out the following on the display. "This computer has been modified by the gods at Nelson Performance and, if you are looking at the computer to find a problem, look somewhere else... like a bad ground wire.

Wow- who knew !!!

I will post pics with progress this weekend.

Balls to the wall

Z-Rod out

LMFAO that awesome

hahah hilarious

Ahahahahaha I wonder what a GM tech thinks when he sees that for the first time.

Haha...BTW the issue with your belt/tensioner could be that its the wrong belt. Might sound dumb but if the parts store gave you a belt for the wrong alternator then it will be barely too short or too long. It happened to me. Im not really sure I understand what your problem is but this could be the solution.

Hi flattopwill,

I have the a/c brackets that allow the stock compressor to mount up high on the block. A longer belt was needed to run the additional compressor. The belt I am using doesn't have many sizes in that length... next size up is too long and next size down is too short. Anyway, I decided I am going to remove the pulley from the tensioner and move the hole further outy on the tesion arm. I don't have to move it much in order for it to keep from flipping back.

Thanks for the reply,

Brian

Didnt keniff have a similar problem to this? I think he changed out his tensioner pulley.