So, I’m going ahead with this swap (I bought a 2000 Z28 w/ LS1 And T56). My plan is to swap everything that I can. The obvious stuff should be easy. Engine, trans, driveshaft, rear end, brakes, fuel tank, wire harness, dash, door panels, A/C, cruise, pedals, steering column, etc. I’m going to try to squeeze every last bit of the $5300 that paid out of this car.

I looked at updating my gauges to some Speedhut gauges in the stock(ish) locations. But I kept coming back to “for $700 I could have decent gauges in a dash that still needs some attention, or for $0 I could have a whole new dash and gauges”. In addition… cup holders. So, I’ve decided to go with the fouthgen dash as well. Since I’m swapping the dash, and have a complete donor to start with, I’m also going to swap the body harness. There will be tweaks needed for sure, but even with that the swap should be pretty straightforward. This gets me updated interior lighting circuits, aux power outlets, automatic headlights, a working cruise control interface, steering wheel audio controls, and speed controlled radio volume.

It should be easier than what most have gone through simply because I have a complete, intact donor car to start with. Speaking of the donor car, I’m really glad that I drove it around this summer instead of stripping right away. I realized that I really don’t like fourthgens, and I won’t have any remorse for taking this one off the road. And, I also realized that this car is not as perfect as I thought. Like any car with a few miles, there are things that previous owners have done that make me shake my head.

I’ve done one other swap similar to this, and it really wasn’t that difficult. What helped a lot was having a complete body and engine harness, still on the donor, to start with. I doubt that this will be any different. I’m sure some aspects of the harness will not want to fit exactly, but lengthening or shortening a wire is not that difficult. If I used every wire from the fourthgen, I should, in theory, not have to “convert” anything. At least, that is how it worked on my last swap.

I’m also going to try to modify the fourthgen trans cross member to fit the thirdgen subframe. I figured as a worst case scenario, I would wind up slicing the ends off the thirdgen cross member and grafting them onto the fourthgen. I’m handy with a grinder and a TIG torch, so that should be easy.

Keeping ABS is another “wish”, but probably not realistic. I only wish there was an easy way to get the reluctor rings for the front brakes on the thirdgen spindles. Maybe I can machine or laser cut something to fit the backside of the thirdgen hub, and then figure out a way to mount the pickups?

That’s enough rambling for now. The anticipation is killing me. Thanks for reading, and all comments are welcome.

 

Sounds like you have a lot of work ahead, but that would be great to have all that in our older ride. I hate the 90-92 dash, and just got my 91 b4c, so make sure to detail the dash swap if you would.

 

For sure. I will have tons of pictures. I like to document my projects because I enjoy discussing them with people later on. I see a lot of info on swaps, so I’m excited to throw my two cents in.

I’m a little iffy about losing the thirdgen dash. But, I’ve grown used to all of the creature comforts that post 80’s cars have. This car will be our new road trip queen, so the amenities are important. When I set out to do this, I was just after a nice, reliable powertrain. But since I have a running, driving donor, I figured why not?

The plan is to have it ready by May of 2013. I have a heated 2-1/2 car “workshop”, and there isn’t a lot else to do around here (that I’m interested in) in the winter. So, it should be the perfect project.

 

4th gen door panels were a pita. . 4th gen dash wasnt too hard..

abs? well let us know how that goes.

 

Personally I no likey ABS.

 

I know... that's why it was in quotation marks. That goal is a bit lofty. If the reluctor ring is part of the 4G spindle/knuckle/hub/whatever, then I should be able to create something that emulates it and affix it the back of the 3G rotor/hub. Isn't ABS based on a modified prox (or hall effect) sensor arrangement?

To be honest, I'm more concerned about finding a home for the abs pump module. I'm going to give it a shot anyway. There's always got to be a first right?

My inclination to include ABS is that this car is definitely going to be used for long road trips. Which means that it may be either my or my wife driving the car. I think that it would be peace of mind rather than necessity.

But, if I can't make it work out, it's not the end of the world. I'l still have an LS1 and a six speed.

 

I think later S10 spindles might fit the 3rd gen F-body and come with ABS sensors in the spindle. It might be possible to get that to integrate. Just an idea.

 

Do you have any pics (third gen & donor car) you can share with us?

 

Ooohh... boy... I don't think I actually have any "digital" photos of my 3G (and that makes me feel old). I do however have some pics of the 4G.

See this thread...

https://www.thirdgen.org/forums/ltx-...donor-car.html

I wasn't sure whether I was going to resell it or part it in the beginning, so I was a little opaque regarding the price that I paid.

Let me check tonight and see if I do have any digital pics of the 89. If not, we'll have to wait until I load it up and haul it into the shop on September 22nd.

 

Did the late model S10’s & S15’s follow the same protocol as the full size trucks? The full size trucks used a 4WD hub/spindle assemble on the 2WD and 4WD trucks. That was a good move by GM to limit the variances between models, and drive down the cost of components by using economies of scale to their advantage.

I’ve got a lot more to worry about before the ABS, but looking at other ABS equipped models with a standard spindle and rotor setup is brilliant. Thanks!

 

If you are handy with a grinder and a TIG...just go ahead and build yourself a trans crossmember. Make it double hump so you can build a nice exhaust. Its pretty easy to do.

The ABS thing has been discuss in length on here in another thread. Everything you could possibly need to know about what it'll take. Ill keep searching for it...didnt find it when I looked quick. The S10 spindles are discussed.

The problem is, the ABS brain is looking for EXACTLY what it was intended for. So if you change the tooth count, ring diameter, or ring/gap dimensions, it will screw with the system. It might not screw with it enough to cause it to not work...but it wont work like its intended. I was going to have custom rings machined when I was thinking about it...same situation as you. Complete donor car so the temptation was there.

Not saying its not possible...its just a LOT of little details that put a wrench in the works.

The rest of your plan is solid. The body harness can be grafted in. You'll be surprised what you can use off the donor. If you are careful with disassembly, and keep track of all the bolts and parts you dont need, someone might take it off your hands, stick a 9" under it and make a track car. I got over $600 just for my front clip without headlights!

Good luck!

J.

 

I'm not too worried about getting money out of the donor at this point. When it comes time to "cleanup after the fun" and get rid of the unused parts, I'll list the whole donor car/parts package for sale.

I get what you're saying about the specificity of the ABS sensors. But, I would have to believe that you could simply scale the reluctor. I'll think on that as I go forward.

We have an overused phrase here at work; "Just because someone has tried it before, doesn't mean that we can't come up with a better or more successful method."

I live by that, and it's treated me well so far.

If you do happen across the ABS thread, could you please post the link?

Thanks again!

 

I’ve been looking through the build logs for LS swaps and noticed that everyone seems to follow the same general procedure. They take everything apart, clean it up, paint where necessary, install it, and then test it. I’m thinking that since I have an entire winter (5 months, give or take), it would be nice to get everything torn down and cleaned up, then build it. After everything is built and tested, I can pull it all apart again and do a final prep and paint.

I would like to powder coat a bunch of suspension parts in satin black, and I just can’t see that working out too well if I have to make any modifications after they’re installed. Are there any build logs where someone else has done this (a mockup followed by a disassembly and final assembly)?

I took the 2000 on a 500 mile trip this weekend. The fourthgen accoutrements have finally grown on me, so I hope I can pull of a reasonably clean looking interior swap. I think the door panels will be a challenge, but I have all winter to do those in conjunction with the rest of the build. I have so many questions about making the panels fit, but I think most of them will be answered when I get around to actually doing them. So, I’ll hold off asking for now.

 

I think I've seen some threads of builds that people did mock-ups on, but couldn't tell you who they were. It's actually a good idea to do that since you have plenty of time.

I would suggest looking into aftermarket powder coated suspension pieces & price compare them to powdercoating your stock stuff. The aftermarket stuff is usually much stronger stuff.

There are a few interior threads that I've seen that may help you. Just search and you will find them. From what I've read, the door panels are a PITA.

 

Is the tubular stuff really an improvement? The thing that concerns me about it is the durability. I know I shouldn’t be thinking this way, but I still have it ingrained that more material is better for durability.

Has anyone had issues with deforming the tubular k-members on daily drivers?

I can probably get a deal on powder coating the stuff, so that is why I was leaning to refinishing the stock stuff (that and I already have the stock stuff).

Thanks again.