OK, here's the story, my girlfriend's 85 Z28 was t-boned by an a$$hole running a redlight. Prior to owning the Z, she had a 93 Blazer that she loved. I've bought her a 94 Jimmy as much like the Blazer as I could find, and plan to swap the drivetrain from the Z into it. As far as the mechanical aspects of the swap, I've got all that covered, I've done quite a few V8 S10 swaps. I initially planned to keep the Z motor all stock, exactly as it was in the Camaro, wiring harness and all, except for swapping the serpentine drive system off the 4.3. I've got a Caprice passenger side (A/C and tensioner) bracket to make this part a no-brainer. My questions pertain to whether it would be wiser to stay with the MAF system or go Speed Density, and any handy ideas or facts for hooking up the VSS. I don't mind wiring work at all, as long as I know that what I'm doing will work, and I'm a real tightwad, I even make my own motor mount adapters. Looks like the Camaro VSS was built into the speedo, but also had a cable, and the Jimmy had a VSS on the 4L60E trans, which I can swap into the Zs 700R4. Any help is welcome, BTW, got some nice T-tops decent seats, and anything else that isn't damaged for sale cheap.

Sorry I can't offer much help on the swap but I'm looking for a complete center console for my Z28. If you have a good one in that wrecked z let me know how much and where you are located and maybe shipped to 46526

If you take the speedometer driven gear and carrier from an '89-'92 Camaro, one with the hybrid setup, it still uses colored gears with different tooth counts for calibration, but instead of a cable coming out of it, there is a 2-wire plug. You should be able to get the carrier, used, from a local salvage yard for $5. As for speed density versus mass air, that depends on what you want to do with the cam. If a stock cam is fine for you, the speed density is the better choice. If you want to go bigger, speed density can be made to work, and at some point the mass air becomes a restriction, but not on a street 305.

Well, it's MAF already, and I don't see too much problem staying with that, aside from the fact that the MAF is going to be right on top of the radiator hose, unless SD is really better enough to make it worthwhile. If I stay with MAF, I may try to find a different T-stat housing to get a little more room between the two. I thought about doing an LT1 cam in it, mostly because I already have one that I bought for another project, but it ran so good before, I don't know if I want to have to do any tuning for that. So the VSS from the 4L60E won't give the right pulse count? The reluctor will slip right onto the tailshaft of the 700R4 right in place of the drive gear, and the VSS goes right in place of the cable drive. This will make the Jimmy speedo read correctly (it's an analog readout electronic), what I don't know is if the pulse count per mile will be in a range the Zs puter needs to see.

The console is in decent shape, I'll have to check on shipping...

The pulse count should be right, but you might want to do more research on that. I know it changed in later years, but not until the LS engines, I thought. Could be wrong there. Certainly Attilla's approach would make it fool-proof.

The '85 TPI ECM isn't all that great. Much improved in '86-'88, and wouldn't require any hardware changes. If you don't modify anything, not an issue, but if you want to do custom tuning, you might want to consider a later ECM.

Oh, I'd keep it MAF. SD can handle more flow, but you aren't going to get into trouble with a 305 in that department.

Strictly speaking this isn't a 3rd gen topic, but as long as the discussion stays around things that can be applied to 3rd gen f-bodies, we'll let it go.

If the blazer has a 4L60E that came behind a 4.3, then you could use it, the LB9 in question only makes 15 ft-lbs more torque than an L35, and if it has the wrong VSS output, Dakota Digital makes something to correct that, though that's not in keeping with your DIY to save $$ approach. And kid, thank you.

I definitely have no use for the 4L60E, in fact, I have it traded for a spare 700R4, (4L60). I'm also doing a Vortec head zero decked forged flat top hydraulic roller 360 in my 93 shortbed S10*, should be about 400-420 hp, that's the goal, along with 22mpg average, and at least mid 12s in the 1/4. THEN, I'll add some nitrous, :mrgreen:

* It's already got an LS front brake and 2000 Blazer rear disc swap, Auburn posi, 2" srop spindles, 3" Belltech drop leafs. Further plans include a narrowed 3.50 geared 8.8 and some tubular A-arms.