Chevy S-10 4.3 to 5.7 build Ver 2.0 - Page 5 - GM Forum - Buick, Cadillac, Chev, Olds, GMC & Pontiac chat


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Old 08-06-2013, 08:24 PM   #41
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No go with swapping out the sensor. The Express sensor is too big to fit in the hole of the transfer case. Unless I widen the hole. Ummmm, not.

Emailed support at HPTuners. Hopefully they can change something in the software allow mine to work. If I can change how the fuel sending unit works on my S10, then they should be able to fix it.

Otherwise, my ONLY other option right now is to remove the transfer case, and convert to 2wd.
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Old 08-07-2013, 07:23 AM   #42
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im thinking they should be a sensor like wheel sensor or crank pos sensor and all they should have to do is change the calculation of pulses per mile. just getting the info on what the s10 pulse per mile is might be the trick
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Old 08-07-2013, 09:49 PM   #43
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No, that part works fine and I can do that myself. The reason the P code is coming up, is because the PCM is running diagnostics on the sensor itself. It needs to see a certain ohm value on that sensor and its not seeing it.

So far, I've heard nothing back yet from HPT. And I just noticed last night, in order to convert the S10 from 4WD to 2WD, the entire transmission must be removed, taken apart and the output shaft replaced with one for 2WD models.

So my ONLY other last resort is to either widen the current sensor hole, or just drill another hole opposite the stock sensor. Otherwise, this entire $2000 project just sunk because of a $30 sensor.
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Old 08-08-2013, 07:46 AM   #44
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why dont you try putting a 1k ohm resistor in line. dont know if it will read right still but seems cheap enough to try
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Old 08-08-2013, 05:45 PM   #45
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That just might work. I may have to give that a try.
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Old 08-08-2013, 08:36 PM   #46
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As an experiment, I disabled the P0502 error code completely, put the rear end up on jacks, started it up, put it in D and stepped on the gas while watching the scanner. Yup, it holds TCC Lockup at 50MPH like it should. Took it around the block a few times and it still holds like it should.

Wow, man, I thought that was going to be a kick right in the wazoo for a minute there.
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Old 08-08-2013, 08:40 PM   #47
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that seems easy enough
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Old 08-08-2013, 09:07 PM   #48
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Yea, a lot easier than drilling into the transfer case housing.
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Old 08-08-2013, 11:33 PM   #49
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Great news!!!
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Old 08-15-2013, 04:28 PM   #50
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So I guess I was wrong about the TCC lockup. I must have been reading something wrong, but either way. I wasn't getting TCC lockup.

Once again, research pays off and boy did I have to research this one. In the software, there is a drop down menu that allows me to select 4L80-E and 4L60-E. But, it really doesn't do anything. Why, I don't know. So, more research. Longer story shortened, I found with the software, you have to have a trans segment swap done in order for the PCM to control the trans correctly. Its not something done on my end to tell the PCM what trans is installed. HPTuners has to actually take a section of software from one PCM(the 2002 S10) and move it over to my software(2002 Express). With that done, my truck is "stick a fork in it", done.

I shot some pics today to show the final install of it for the most part...

Frontal shot. Notice the radiator? I had to cut out the front rad support to move the rad forward. Lost my condensor in the process.



Here is a shot of the E-fans installed. Twin fans I found at the junkyard for like $20. I don't know what they came off of, but they fit PEREFECTLY onto my radiator.





My stock air hose would not work with the 5.7 MAF filter. So, I used the one that came from a 2000 Express van along with the MAF. Yes, there is a difference between the 5.7 MAF and the 4.3 MAF. 5MM difference I believe.


Oil filter relocation kit. I used the original location where the old filter use to sit. This filter is about twice the size of a 4.3 filter. The 2 lines run along side the bottom of the engine.


Here is the Canton 4x4 oil pan. It sits VERY close to the steering linkage, but never rubs.


Here is the oil pan that use to sit on top of the front differential. Come to find out, it wasn't sitting that bad. I dropped the right side diff, popped the oil pan with a crow bar a couple times and used a couple of washers to drop the diff some. This gives me about 1/10" room to play with. Thankfully, the engine rotates to the right and not the left which would smack the pan.


Here is the back side of the diff.


Here is 2 pics of the oil filter relocation lines in respect to the front diff driveshaft. 1/2" lines give very little room to play with.





I don't remember mentioning it, but the engine brackets that I bought, are different sizes. They are designed to shift the engine from center, to the right of the engine bay. This is to allow the custom headers to fit the left side of the engine bay and allow the steering shaft to go through the pipes. Anyhoo, because of the shifted engine, this caused the trans to shift right also. Which required modification to the crossmember. All I did was cut out that flange to allow the shock mount to move over.



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Chevy S-10 4.3 to 5.7 build Ver 2.0-s10done6.jpg   Chevy S-10 4.3 to 5.7 build Ver 2.0-s10done7.jpg   Chevy S-10 4.3 to 5.7 build Ver 2.0-s10done8.jpg   Chevy S-10 4.3 to 5.7 build Ver 2.0-s10done9.jpg   Chevy S-10 4.3 to 5.7 build Ver 2.0-s10done10.jpg  

Chevy S-10 4.3 to 5.7 build Ver 2.0-s10done11.jpg   Chevy S-10 4.3 to 5.7 build Ver 2.0-s10done12.jpg   Chevy S-10 4.3 to 5.7 build Ver 2.0-s10done13.jpg  
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