Engine-Trans

The spark wire harness, shown in other pictures had to come off because it would not accomodate the 8.5mm Jacobs plug wires.

Engine and Transmission

This is a 1997 GM Performance ZZ4 350 engine. I used 1 - 5/8 inch Hooker headers instead of the stock looking log or rams horn castings. The ceramic coating gives the exhaust system a high tech, complete look. The carb is a Q-Jet from Summit Racing and dyno tuned by the Carb Shop in Southern California. The carb was disassembled and Veloci-coated with a black Teflon looking material then tuned on an engine dyno mule. The engine is rated at 355 hp and 410 lb-ft of torque as delivered. I installed a set of GMPP 1.5:1 roller rockers, which are supposed to provide a modest horsepower, increase. I am using an Edelbrock mechanical fuel pump for fuel delivery. The fuel line from the tank to the pump is high-pressure braided stainless steel with Earl fittings. The line from the pump to the carb was rigid stainless steel, provided by Inline Tubing. I decided to install an adjustable fuel pressure regulator with an under hood gauge. I can now adjust the fuel pressure to the carb.

This is the stock 283 cubic inch V8 that came stock with the truck. The engine has never been rebuilt but has had a couple of valve jobs in its 30+ years of service. I replaced the engine with the ZZ4 because the cost, time and effort for rebuilding this engine was too near the cost of a factory complete engine that also had a 12,000 mile warranty. Then upgraded to a ZZ430.

The engine and transmission was trial fit to the chassis before any finishing was done. The transmission mount (laying on top of the frame) needed to be located for the new, longer transmission. Once positioned, new holes had to be drilled in the frame (the engine was mounted to the motor mounts). I also was able to determine how much the drive shaft had to be shortened to fit correctly. With this setup you can see the large diameter HEI distributer cleared the firewall without modification.

Even the stock fiberglass radiator shroud fit without modification. I just cleaned, preped and painted it.

25 October 2001 Update

Weekend before last I traveled to Hanford, California to start the transformation of my 350 ZZ4 to a 350 ZZ430. For those that are not familiar with the ZZ430 engine, the following is the background for this very special engine. As you can imagine, these engines are very rare and very expensive. (A mechanic friend of mine said a customer of his just bought a used original ZZ430 for $14,000.)

What I am doing is replicating the engine by using the same GM components specified for this engine on my ZZ4 long block.

I bought the LT4 HOT cam and a set of Crane 1.6:1 self-aligning roller rockers; fast burn heads and Edlebrock dual plane intake manifold. I also got the cast aluminum valve covers to complete the look, which I powder coated black. Huffenbergers (the company that painted my truck) is helping me with the swap and providing a convenient place to work. We are also installing a Jacobs’s (Team Ultra) electronics multiple spark discharge unit. This unit is designed to not only provide a hotter spark but has rev-limiting capabilities. The expected out come is the advertised 430hp capability and maybe a little more! I will chassis dyno the truck once I iron out the 700R4 transmission TV cable situation.

The limited edition ZZ430 is GM Performance Parts' most powerful small-block crate engine. With 430 HP at 5800 RPM and 430 Ft/Lbs. of torque at 4000 RPM, it has a compression ratio of 9.6:1. Stats like that ensure the ZZ430 a place in history, with only 430 being produced, its sure to be one of the rarest and most sought after as well. The ZZ430 is also the first engine to use GM Performance Parts' revolutionary new Fast Burn cylinder heads, making another moment in history.
Each ZZ430 engine will have an exclusive three-digit serial number CNC machined into unique 18° competition valve covers. The serial numbers will be 001 through 430. The valve covers, originally designed for GM sponsored NASCAR teams, are powder coated black and then CNC machined with the GM Performance Parts and ZZ430 logos in addition to the three digit serial number.
The ZZ430 uses the time proven ZZ4 short block assembly that has powered thousands of hot rods, street machines, drag racers and circle track racers. Add to that solid foundation GM's HOT cam, which was developed by GM motor sports for the LT1 and LT4 engines used in showroom stock road racing. Topping off the 430 HP long block assemblies are the new Fast Burn cylinder heads. The ZZ430 then gets dressed up with an aluminum water pump, and aluminum dual-plane intake manifold. A 750cfm Holley vacuum secondary carburetor with an electric choke, and chrome high performance air cleaner round out the induction system. A GM HEI distributor, GM Performance Parts 8mm plug wires with looms and AC Delco spark plugs make up the ignition system. Self-aligning roller rocker arms, with a 1.6 to 1 ratio, are used in conjunction with the HOT cam to actuate the hollow stem intake valves and sodium filled exhaust valves. The starter included with the ZZ430 is a gear reduction design. And its compact design drops nine pounds off its weight when compared to conventional starter designs. In addition the ZZ430 will include an automatic transmission flex plate and eight inch torsional damper.
the HOT cam's specs were developed to ensure long term valve train durability, and a broad and responsive torque curve. Specifically designed for use with 1.6 to 1 ratio rocker arms, the HOT cam maximizes performance throughout the usable RPM range of the ZZ430.
A prototype ZZ430 successfully completed the 1998 Sebring 12 hour race. That's 12 hours at nearly 7000 RPM without a failure. The 430 limited edition production ZZ430 engines are being individually hand assembled from short blocks produced at GM's Flint V8 assembly plant, to ensure that the same durability proven at Sebring is a part of every ZZ430 produced.

This is a magazine picture of a ZZ430. Mine will look similar except the valve cover graphcis will be slightly different. Chevrolet and the bow tie logo are cast in and will be painted. The valve covers are powder coated black and the bow tie will be painted Chevrolet orange and the lettering will be painted silver. Also, the intake manifold was powder coated clear. Looks great.

Along with the Jacobs electronics computer, I upgraded to Jacbos 8.5mm ignition wires and high voltage remote coil.
The heads, intake manifold, carb, fuel lines, linkage, cam, roller rockers and Jacobs electronic package are installed. It turned out the installation of the Jackobs Electronics was fairly straight foward. It worked the first time and works well.

This picture shows the Jacobs computer mounted to the dirvers side inner fender sheetmetal. The coil sits behind it on the same panel.

The spark wire harness was provided by Jacobs. This picture also shows, barely, the adjustable fuel pressure system I added. It also has an Earl fuel pressure gage to monitor fuel pressure.

While I was pleased with the performance of the stock ZZ4, I am amazed by the performance of the ZZ430. It responds completely differently especially since I changed the rear end ratio from 3.73:1 to 3.42:1 and added posi to handle the added horsepower. After finally getting the TV cable set properly, the drivability of this setup to awsome. I could't be happier.



	Update: I just changed my headers from Hooker to Sanderson. After I upgraded to GM Performance Fast Burns heads I found I couldn’t keep header gaskets for more than a few hundred miles. Because the exhaust ports are shaped differently on the FB heads the Hooker 1-½ inch primary tubes didn’t match up correctly. After talking to all of my sources for remedies for this problem I found Sanderson makes a set of block hugger headers specifically for these heads. (GM designed these heads to work without gaskets in their original ZZ430 engine.) The collectors on the Hookers are 2-½ inch and the Sanderson’s are 3 inches so the exhaust pipes had to be cut off and re welded. Interestingly enough the Sanderson headers use a RTV made by Permatex to seal the headers to the cylinder heads. The header design has welded raised beads surrounding the exhaust ports that are precision machined for flatness. The RTV is applied (approximately ¼ inch thick) over these weld beads and let set up before installation. The torque is very low at 15-20 lb-ft and is critical in providing a reliable seal. There is a retightening procedure required during the break-in period. I haven’t had them long enough to know how well they hold up but so far so good.