These calipers have 6 little pads. I think I got them in upside down, meaning the edge that's supposed point to the inside is pointing to the outside.

What are you referring to?

Andrew

 

Sorry about that. The previous post is about the DBW gas pedal that works the best with the Holley system.
Also in regards to the of a few of the connectors that won't be used since I'm using DBW.
Fuel, TPS and IAC. Can I clip the connectors and wires back into into harness with no ill affects? I could try to hide the connectors under the fuel rail covers but I'd rather not.
Again have a great 4th.

 

Couple of more questions.
1. The Holley harness doesn't provide a connection for the alternator at least as far I can tell. On my stock 1980 Camaro wiring harness that goes to the alternator there is a flat white connector with a red wire and black wire from that plugs into the stock 1980 Camaro alternator. As I understand the alternator (2002 Camaro) on my car needs a switched 12 volt signal. That 12 volt signal needs a resistor inline? Can I use the stock 1980 Camaro red wire from the white connector to the alternator for the switched 12 volt? I know I can get the correct the connector for the 2002 Camaro alternator.
2. On the flat white 1980 connector what does the the black wire do? Would that black wire be a better switched 12 volt signal? I can't check either red or black wires since I have the front wiring harness off the car as I am rebuilding the front of the car.

 

How is the Progress? I am really looking forward to see your cable management and ECU mounting. Myself, I would like to mount my ECU in my glove compartment, since I don't own any gloves.

 

Sorry guys. I was on a road trip to visit family over the 4th of July weekend and my tuning business has been keeping me very busy this summer.

There is a pedal that Holley recommends, it is the gen 1 Cadillac CTSV pedal. This is the same pedal that Chevrolet Performance includes with their ECU and harness kits. However, the 2009 Impala SS pedal also works well and is easier to mount.

You can cut and tug the TPS and IAC wires into the harness. I would use the fuel pressure connector and add a fuel pressure transducer to your fuel system so that you can monitor and catalog fuel pressure.

I do not know the specifics of your particular car, but the 4 pin alternators need a switched 12v course with a resister. Holley makes a pigtail, 197-400 that already has the resister in place.

Progress is slow, but I try to get to the garage when I have a couple of hours. I am trying not to get burned out and keep it fun. Yesterday I had a chance to go fix the passenger side brake pads. So now the passenger front suspension is complete. I will go out there again today and see if I can knock out the whole driver's side. Once that is done, the Ridetech upgrade will be complete. But before I drop the engine back in, I want to figure out whether I want to go through with the power brake conversion and also where I want to mount the line lock solenoid. It will be easier to do the brake lines without and engine in the way. #babysteps

Andrew

 

Glad you're still making steady progress! I'm trying to keep steady progress going as well but difficult for motivation after work during the week and helping around the house. Mine seems to still be regressing vs progressing but we will see if i can get that changed around.

 

Appreciate your approach Andrew, slow and steady wins the race.

 

Thanks for the replies Andrew.

 

Nothing is ever done, is it Andrew? Nice project.

 

Aw man. I seen this thread had a update, I thought Andrew had a good update , maybe even pictures lol.

 

I feel terrible for neglecting this project, but the summer has been very busy. Before LS Fest I drove my Cougar to Chicago and we did an engine swap. The Cougar now has a LS3 and there are more details about that in my Cougar build thread...

While at LS Fest, several of my buddies were running really close to 10 second quarter mile times and of course this led me to some thinking. I now have the 5.3L that was in my Cougar available as a option. I have also always wanted to play with turbos...so scope creep has once again taken over. Since the 5.3L is still in the Chicago area, I got to talking to Midwest Engine Tech. My buddy BA has had several motors build by them, so I have good reason to feel confident in their work. The current plan is to build the 5.3L with forged rods and pistons, and possibly a forged crank, along with other durability measures, like main and head studs. Here is the first part of the puzzle:









Since this is LS1tech, the land of 1000HP stock bottom end turbo builds, I will probably get flamed for my plans. I don't mind...I have an excellent fire suit. :-)

Andrew

 

Nice. You will really like the Ridetech coil overs. Didn’t see if you planned on hydroboost. That with the C5 calipers and rotors make for a heck of a combo. One of my favorite upgrades I did.

 

I'm going forged LC9 with mine, my LM7 SBE to me is a big fuse and I don't want to find the limits of it.

 

I currently have manual brakes and now with plans for turbo, I think I will leave those alone. They work well and it is a simple system.

Andrew

 

I’ve noticed you(Andrew) have talked about turbos with interest but I always thought it would be a different car. Glad to see the Cougar. Still getting love too.

 

Turbo in the Coug will be wild.

 

Did you ever do a RX7 with a Turbo LS?

 

I had two second Gen RX7s, but neither one had a turbo.

Andrew

 

To me I always felt that if you gonna swipe your credit card to upgrade internals, you might as well increase your cubic inch, The difference in money is not that much parts wise. and the more cubes you have, the less boost you need pound for pound. Not sure if that is the direction you are heading but I am crossing my fingers for you. 😉

 

The issue is that the 5.3L has a relatively small bore. Increasing the stroke only serves to pull the pistons out of the bore further, and stresses the rods more. It is also commonly known that power potential is all about increasing the bore size and having bigger valves, and not so much about adding stroke to increase displacement. If I wanted a bigger engine, I would have hung turbos on my 6.2L...and maybe I should have...But I have always wanted to build a bullet proof 5.3L combination, so that is what I am doing.

Andrew