You can use the contact form at the end of the article. If you do spot errors, please let me know. © copyright Abraham Torres-Arredondo: This information is distributed in the hope that it will be useful, but WITHOUT ANY WARRANTY without even the implied warranty of MERCHANTABILITY or FITNESS FOR A PARTICULAR PURPOSE. So without further ado, here's my disclaimer: I don't have a staff of proof readers or editors, I'm just a little guy typing this stuff up in my spare time to help and give back to the Do-It-Yourself community.
I've made every effort to double and triple check the above info (and in the next couple of pages) and I've used the best sources to compile it but nothing in life is perfect. You should never disconnect any of the PCM connectors without first disconnecting the battery negative (-) terminal.To see what this tool looks like: Wire Piercing Probe.You should use a wire piercing probe and probe the wire a few inches away from the connector.Never probe the front of the connector.Why? Because this is the clearest indication that these ARE NOT the connector pin out charts for your particular vehicle. If one or any of the wires on your GM vehicle DO NOT match the color stated in the pin out charts then you should not use the pin out charts in this article.He gave the truck a cosmetic makeover with a cowl-induction hood, an Earl Scheib paint job, a 24-inch suspension drop, and 17-inch aluminum Rally wheels, then added CARB-legal shorty headers, and a performance exhaust system, some TBI modifications, and a chip change from Hypertech, and had the 4L60 rebuilt.Here are some very important safety precautions when testing the wires coming out of the PCM connectors. Jeff's truck had 204,000 miles on it when he bought it, though it was on its recently installed second engine. "Blue collar bruisers," as Jeff described them. Each build was slightly different in scope, but both were a budget-oriented makeover with some performance parts. Jeff's build, Jake, appeared in three issues of Car Craft, while Tim's build, Elwood, did so for Chevy High Performance. They dubbed the pair Jake and Elwood, and both proceeded to build them as magazine project vehicles. A former Caltrans truck, Jeff Smith bought it from a government auction actually, he and friend Tim Moore each bought Caltrans trucks one day in 2004.
Most of you will recognize this 1993 GMC Sierra C1500 single cab short bed pickup. Personally, I'm happy to comply with tailpipe emissions I like clean air, but I wish California would ease up on the bureaucratic-minded visual inspection restrictions and pedantic engine swap guidelines. A few months ago, I noticed a slight coolant leak on my ’88 5.7L V8. This promises to be a somewhat long post, but I will try to make it as concise as possible. This topic contains 6 replies, has 5 voices, and was last updated by EricTheCarGuy 7 years, 5 months ago. You'll also need to prove that the ECM is unmodified and contains the factory programming. 1988 Chevrolet Silverado 5.7L Intake Gasket Repl. Although these engines are definitely cleaner running, with sequential port fuel injection and precise engine management systems, to be CARB-approved, every single component of the donor chassis needs to be in place, from the smallest hose in the EVAP system to the manifolds and catalytic converters, which may or may not fit GMT400's frame.
Things aren't any easier for folks looking to install a newer 4.8, 5.3, or any other LS1 variant. With today's aftermarket performance parts, it's entirely possible to build a cleaner running, more powerful, and more fuel-efficient small block Chevy to replace the outdated TBI system and its accompanying electronics.
It's shortsighted for places like California to be so restrictive with what modifications are allowed.