1992 K1500 LS swap information | | | | | | | | | | |
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The recipient of the swap is a 1992 GMC K1500 (4x4) 5.7L, 700R4/4L60 trans, 241C transfer case, regular cab shortbox | | | | | | | | | | |
The donor truck was a 2000 Silverado 1500 (4x4) 5.3/LM7, 4L60E trans, 246 transfer case | | | | | | | | | | |
This write up is a description of what was done and what I chose to use for this swap. There are many other ways to | | | | | | | | | | |
arrive at the same conclusion. This is just what I did and some of what I found out along the way. I do have a | | | | | | | | | | |
mechanical service background but this is the first LS swap that I have done. | | | | | | | | | | |
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I did my own wiring harness modifications using LT1SWAP info all way. The information on that site made this swap | | | | | | | | | | |
plenty do-able by a regular ham-n-egger like me. As stated, just be patient, use some common sense and believe what | | | | | | | | | | |
he says. It is right and it works. I admittedly do have some wiring harness assembly background but nothing like | | | | | | | | | | |
this 160 pin GM ECM harness. It was a bit intimidating at first, to be sure. I just figured why not give it a try? I might | | | | | | | | | | |
learn something and if I screw it up I can still buy one. I am glad I did it, I know a little more about things now. | | | | | | | | | | |
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I swapped the fuel pump to the later year, higher pressure type. I used Evil Energy braided hose and #6 AN fittings | | | | | | | | | | |
for the feed and return lines. This line seemed to go together nicely and when pressure tested had no leaks | | | | | | | | | | |
anywhere. So far a thumbs up on this line. NOTE: The 2000 lm7 has fuel feed and return lines so the Corvette | | | | | | | | | | |
fuel regulator/filter everyone talks about was not needed | | | | | | | | | | |
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I deleted the EGR system - bought the commercially available block off plates. | | | | | | | | | | |
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I used ICT Billet motor mount plates which utilize the stock 1992 steel clamshells. The plates were advertised to be | | | | | | | | | | |
clearance cut for the raised portion of the steel clamshells. They were not. They do have an area machined out but | | | | | | | | | | |
certainly not for this application. Still not a big deal. I cut the raised portion out of my clamshells. I positioned the | | | | | | | | | | |
clamshells the same distance from the bell housing mating surface as the 5.7L they were taken from - thus keeping | | | | | | | | | | |
the transmission/driveline in the same place. When placed in that position, I had to do some minor grinding on the | | | | | | | | | | |
clamshells to clear some bolt bosses in the block. I DID NOT use the 3/16" gusset bar mounting plates that were | | | | | | | | | | |
between the clamshells and the 5.7L block. (I called ICT to verify this) | | | | | | | | | | |
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I used the 2000 alternator, power steering pump, hoses, and bracket assembly. The power steering hoses transferred | | | | | | | | | | |
easily with just a small amount of bending involved. | | | | | | | | | | |
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The 1992 241C 27 spline transfer case (which I wanted to use) bolted right up to the 27 spline 4L60E from the 2000 | | | | | | | | | | |
Silverado 4x4 4L60E transmission. I used the 2000 transmission to transfer case adapter housing - I don't think it | | | | | | | | | | |
matters which one gets used. And yes, it does require a gasket between the transfer case and adapter housing. What I | | | | | | | | | | |
found is there are 241C transfer cases with the larger 32 spline input shafts. I am not 100% sure but I think | | | | | | | | | | |
these are to mate up with the heavier 4L80E transmissions. In other words, make sure about the spline count/shaft | | | | | | | | | | |
sizes when choosing your components. | | | | | | | | | | |
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I chose not to use the 2000 neutral safety/range switch. I used the 1992 neutral safety switch and the 1992 purple | | | | | | | | | | |
starter wire. At the time I hoped that I would not not regret this choice. I did it figuring there would be less wiring | | | | | | | | | | |
conversion for the cruise control and other possible dash wiring concerns. I figured that if it all works now why | | | | | | | | | | |
mess with it? NOTE: The TCC wire is present in the 1992 wiring harness- it's the purple wire in the 4 wire plug | | | | | | | | | | |
connected to the 700R4, connect this wire to purple wire from #33 Blue | | | | | | | | | | |
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I had to modify (shorten 1") the 1992 transmission shifter linkage (frame to trans) to allow for the longer shift post | | | | | | | | | | |
on the 2000 4L60E transmission. | | | | | | | | | | |
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The 2000 Silverado (4x4) VSS wiring was not in the main ECM harness. The VSS wiring that was used by the 2000 | | | | | | | | | | |
truck was in it's own separate harness which was routed from the transfer case to one of the ECM fuse block plugs | | | | | | | | | | |
via the left frame rail. The 2000 transfer case appears to have at least 2 VSS sensors. There is a twisted wire VSS | | | | | | | | | | |
wire pair in the main harness leading straight to the ECM but it is apparently used for 2 wheel drive applications only? | | | | | | | | | | |
The plug on the end of that wire set was capped. I chose to use that 2 wire set figuring the 241C transfer case has only | | | | | | | | | | |
one VSS and those wires led directly to the ECM positions shown in the LT1SWAP ECM pinout. I spliced the 1992 VSS | | | | | | | | | | |
plug into it to mate with the 1992 transfer case sensor. | | | | | | | | | | |
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I used the 1992 15 pin white wiring connector plug located behind the 1992 glove box as a junction point for a lot of | | | | | | | | | | |
the wiring between the 1992 dash and the 2000 ECM. This plug and wiring notes are shown in LT1SWAP.com. Use the | | | | | | | | | | |
facebook prompt and scroll thru the posts to find it. (It is toward the end of the posts.) This was a very valuable find | | | | | | | | | | |
for me. I did not cut off any of the "extra wires" because I was not sure what extra was. | | | | | | | | | | |
NOTE: The DRAC module is also located behind the glove box. I will be referencing that later on. | | | | | | | | | | |
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I used the 1992 battery location, +/- cables and associated power cables to the 1992 junction block on the firewall. I | | | | | | | | | | |
also kept and re-used the 1992 bell housing bolt mounted tin heat shield to protect the wiring in the starter area. I | | | | | | | | | | |
re-routed the LS crank sensor wiring through this heat shield also. | | | | | | | | | | |
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I used the 1992 fuel pump relay and associated wiring on the firewall but used the 2000 ECM fuel pump relay wire | | | | | | | | | | |
to trigger it. Cut the 1992 green/white wire, connect the 2000 green/white to it. (from 2000 ECM red #9) | | | | | | | | | | |
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I used the 2000 alternator exiter wire and plug. I don't care if I don't have an "alt" idiot light. | | | | | | | | | | |
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I used the 1992 temperature sender (single green wire in left 1992 head) and put it in the passenger side LS head | | | | | | | | | | |
using an adapter fitting. After I had the motor in place I found that I should have drilled and tapped the head to | | | | | | | | | | |
accept the 1992 temp sensor (3/8"NPT) I was on the verge of putting it in the water pump but after some test | | | | | | | | | | |
fitting I found that there actually was room for it using the short adapter fitting available for this. It does fit but | | | | | | | | | | |
ends up mighty close to the transmission tunnel/firewall. | | | | | | | | | | |
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I used the 1992 3 pin oil pressure sender and associated 1992 wiring. Thread adapter required. | | | | | | | | | | |
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I used the 2000 silverado exhaust manifolds. They fit nicely. No issues whatsoever. | | | | | | | | | | |
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I used the 2000 Silverado "Y" pipe with converters intact (for noise reduction only) The front 02 sensors have | | | | | | | | | | |
plenty of clearance. I did not use the rear sensors. I used the bolt together flange at the end of the pipe and | | | | | | | | | | |
enough pipe to meet up with the 1992 exhaust pipe. Cut and weld here - a bit of fiddling and hammer welding, | | | | | | | | | | |
2 1/2" pipe to 3" pipe. | | | | | | | | | | |
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I used ICT Billet AC compressor mounts - They put the compressor in roughly the same place as the 1992 location. | | | | | | | | | | |
I did not disconnect the hoses, just set the compressor off to the side until the motor was in place, then bolted the | | | | | | | | | | |
compressor in place - some "massaging " of the lines is needed but nothing too drastic. With this setup a 110 1/2" | | | | | | | | | | |
belt fit well. | | | | | | | | | | |
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The 1992 K1500 does not have 4 LOW light. A a switch could be added to address this. Set it up so that when | | | | | | | | | | |
shifted to 4 LOW, gray/black from #16 red goes to ground | | | | | | | | | | |
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I chose to use the 1992 radiator. It has a 5/8" heater hose connection on the right side tank which I used for | | | | | | | | | | |
the LS steam port. I made my own adapter fitting. The 2000 radiator hoses fit perfectly. | | | | | | | | | | |
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I used the stock 1992 transmission cooler lines. Had to transfer the line fittings from the 700R4 to the 4L60E. | | | | | | | | | | |
The lines fit pretty well, just a little adjusting required. | | | | | | | | | | |
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I chose to use electric fans so I cannot confirm the stock water pump fan fit but it sure looks like it would | | | | | | | | | | |
fit just fine. | | | | | | | | | | |
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I used the 2000 throttle cable- just a tiny bit of re-shaping of the plastic to fit the 1992 square hole | | | | | | | | | | |
I left the 1992 cruise control module in place but installed the 2000 cable in it. Easy, squeeze the tangs, pull | | | | | | | | | | |
out the cable, un hook it from the ribbon, replace it with the 2000 cable. | | | | | | | | | | |
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After deleting the VATS and re-setting the factory tach setting using an HP tuner - The factory tach was | | | | | | | | | | |
reading about 1/2 the actual rpm. There is a tach setting in the tuner that showed a #6. Changing that to #3 | | | | | | | | | | |
corrected the tach. | The truck runs and drives now. | | | | | | | | | |
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At this point I was still unsure about the speedo and cruise control electrical connections. In all my searching | | | | | | | | | | |
I could not find any convincing evidence about how to deal with the DRAC module etc. Lots of internet chaos | | | | | | | | | | |
about that. I decided to try just disconnecting the DRAC module and connecting the 2000 ECM speedo output | | | | | | | | | | |
wire (dk green/white from red #50) directly to the blue/black 1992 speedo wire that was plugged into the | | | | | | | | | | |
DRAC module. Speedo works. Might as well try the cruise now. Jumped the dk green/white to red/white in | | | | | | | | | | |
the DRAC module plug. Cruise works too. Wow. Easy. All connections made sitting in the passenger seat. The | | | | | | | | | | |
only wiring that I had to do under the drivers side dash was to connect the OBDll port. So, long story short - | | | | | | | | | | |
removed and discarded the 1992 ECM and DRAC module and make virtually all the harness interface | | | | | | | | | | |
connections right there behind the glove box. | | | | | | | | | | |
NOTE: I did not do anything about the rear anti-lock brake system because I believe that GM swiped it from | | | | | | | | | | |
Fred Flintstones car. I intend on removing it completely. If I was to chase it, there is an output wire from the | | | | | | | | | | |
2000 ECM to deal with it. (yellow/black 128k output from red #49) this should also be able to be connected | | | | | | | | | | |
at the DRAC module plug. | | | | | | | | | | |
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Again, thank you Brendan Patten/LT1SWAP.COM, without your info I would not have even attempted | | | | | | | | | | |
this swap. Nice work! | | | | | | | | | | |