conversion from a engineless s-blazer to a LT4 Blazer. I obtained the blazer from a salvage yard just before they changed it to a salvage title. It didnt have an engine, transmission, driveshaft, or radiator in it. But that was ok, because I bought it with the sole intention of putting in a v8. Me and my buddy, Troy, slammed98gmc, towed it to my workshop and then I began looking for a v8 to stick in it. I couldn't decide to go inexpensive and easy, or go more complicated and more money. Troy convinced me that for a daily driver, a fuel injected engine was more reliable and econimical
than most other setups. I decided to go for it with an LT1 from a Camaro/Corvette. Asking around I found that a 94-95 was the best setup and a Camaro seemed to be cheaper than a Corvette due to supply and demand and availabilty. I also got a 4L60E trans to go with it, even though the Blazer had a standard trans originaly. Again, cost was the deciding factor. Troy and I spent the next 5 weeks installing and converting it. I pulled the grille, radiator support and loosened the frt fenders to give more access room. We then moved the engine/trans into place to decide what to do about mounts. Trying to keep cost down, I decided to make my own motor mount adapter plates from 3/16" plate steel. I welded the factory original saddle mount, (from the 4.3 that bolts to the frame) to the my plate, drilled and slotted 3 holes to bolt the plate back to the frame for later adjustments . I used the stock 4.3 mounts to keep the engine up high enough for the a/c compressor to clear the right side frame.I later had to go back and weld that mount solid because it began to seperate. I used Headman headers for the exhaust with 2 1/4 duals with no catalytic converters, and used 2 Flowmaster mufflers with down tips before the rear axle. Because of the setup for the power steering and the coolant reservoir,I relocated the battery to the driver side. I mounted the pcm and steering reservoir and coolant reservoir on the right side inner fender. I also notched out the evaporator case for greater clearance for exhaust and valve cover. This came in handy later when I installed taller polished aluminum valve covers. I used the engine wiring harness from the 95 F body and spliced it in with the wiring for the instrument cluster. This was probably the most tedious, time consuming part of the whole project! I had to label and trace all wires under the hood, and also make my own power wires and fuses for the pcm, fans and relays. I also had to run wires inside the cab to connect to vehicle speed sensor buffer for the speedometer. I have all my gauges for oil pressure, temperature, speedometer, and alternator operating by splicing those wires into the Fbody harness. I realized that I had not gotten a VATS module with the harness, so I had no way to start the engine until I figured that one out. I obtained a new VATS Passkey module from the dealership and installed 3 RadioShack resistors that totaled 6K ohms. When the ignition was cycled for the 1st time, the module learns that resistance value as the correct one. OK, that problem was solved! I now had to figure out what to use for cooling. I decided that a stock radiator from a 4.3 auto trans blazer was sufficient for this application. Troy and I had already determined that we were going to be able to use 3 electric cooling fans. Because I had designed my own engine mount adapter plates, we were able to move engine far back into the firewall for greater clearance between radiator and water pump. I used 2 pusher 12" hayden fans in front, and 1 puller 14" hayden fan in back. I have about 3/4" clearance between fan and water pump. I trimmed the factory fan shroud to hold radiator in place. I use a 160 degree thermostat and with a/c running in 105 degree Texas heat, the engine temperature just reached 200 degrees. Since the initial install, I have changed the block, heads, intake, injectors, throttle body and computer programming to LT4 setup. I used G.M. , LT4 conversion parts, with LT4 "hot" cam, 1.6 roller rockers, LT4 heads, LT4 intake, 4bolt main NEW engine block. I also installed MSD ignition system, MSD 8.5 wires, Bosch 24psi injectors and 58mm BBK throttle body. I have installed an adjustable fuel regulator. I program my calibrations in my computer with help from "LT1 editor" via my laptop computer. Newest to my additions was a 100hp nitrous express system that is activated with a throttle switch and an electric remote bottle opener. I have now changed to Sanderson jet coated 1 5/8 headers and 3" duals with Flowmasters. I recently added the Corvette fuel rail covers and painted them the same white diamond color as the exterior to match.
