Not at all. There were no connections to the fusebox from this harness. I didn't even have to move any ducting, just cut one wire zip tie.

 

According to the cam specs, it is. Most people who remove the system do so because they either don't understand how it works, or they refuse to learn.

 

You are amazing. Truly.

The CCC is as easy to learn and understand as a Commodore 64 Computer game machine. Only the Commodore 64 is more powerful, and plays games.

Better check those ZZ4 specs....here they are


http://www.summitracing.com/parts/na...2609/overview/




Engine Assembly Style:
Long block


Crate Engine Cylinder Head Material:
Aluminum


Assembled:
Yes


Engine Balance:
Internal/External


Intake Manifold Included:
Yes


Cylinder Heads Included:
Yes


Carburetor Included:
No


Throttle Body Included:
No


Distributor Included:
Yes


Oil Pan Included:
Yes


Valve Covers Included:
Yes


Timing Cover Included:
Yes


Water Pump Included:
Yes


Harmonic Balancer Included:
Yes


Flexplate Included:
Yes


Flywheel Included:
No


Air Cleaner Included:
No


Spark Plugs Included:
No


Spark Plug Wires Included:
No


Computer Included:
No


Wiring Harness Included:
No


Rear Main Seal Style:
1-piece


Quantity:
Sold individually.


Notes:
This engine is not designed, nor intended to be used in any marine applications. Designed for pre-1976 street vehicles or any off-road vehicle. Engines installed in vehicles registered and normally operated outside of the United States carry no warranty.


In-Store Pickup:
Choose In-store pick-up (OH, GA, NV) on our web site.


Calculator
CFM Calculator

Chevrolet Performance developed these ZZ4 crate engines, which are evolved from the popular ZZ series of small blocks that power thousands of street rods, hot streetcars, circle track racers and drag racers. These ZZ4 350 c.i.d., 4-bolt main, 1-piece rear main seal crate engines have approximately 10.0:1 compression, 355 hp at 5,250 rpm and 405 ft./lbs. of torque at 3,500 rpm. To make this package work Chevrolet Performance has installed forged 1053 steel internally balanced crankshafts, 5.7 in. powdered metal connecting rods with hypereutectic flat top pistons with offset pins. Hydraulic billet steel roller camshafts are installed with .474 in. intake lift, .510 in. exhaust lift and duration at .050 in. for intake is 208, and exhaust is 221 and a lobe centerline of 112 degrees. Stamped steel self-aligning rocker arms with a 1.5:1 ratio are used on cast aluminum 1987-91 Corvette L98 cylinder heads. Which have 58cc combustion chambers, 163cc intake runner volume. They have a 1955-86 bolt pattern with "D" shaped exhaust ports and center bolt valve cover patter layouts, no exhaust heat crossover passages and the ends of the heads are drilled for standard accessory bolt patterns including angle plug configurations. Aluminum dual plane intake manifolds with dual flange set up. Cast iron Long style water pumps are used with standard "V" belt rotation and 1979-86 power steering pump bosses. GM HEI large cap with internal coils are installed to deliver the spark. With a long history of successes in circle track and drag racing as well as street rods and other performance applications the ZZ4 may just be the bullet for your next project. These ZZ4s are not intended for marine use and should only be used in 1973 and earlier pre-emissions street vehicles or any rear off road vehicles.


Ahhhh, where to begin.....10:1 compression, not compatible with stock 81 CCC.

Let's see, Oh, and with the base "dressed engine" it comes with a 750 Holley. Why did GM performance go BACK to the NON-SPREADBORE Holley instead of their proprietary Q Jet?

The Holley won't work with the 81 CCC.

And let's not forget that modern HEI distributor, not compatible with the 81 CCC.

I find it interesting that GMPP put the 81-93 Corvette heads on the ZZ4 when Vortecs flow 20cfm more.

By the way, those old corvette heads? not compatible.

The ZZ4 is definitely a step up.

The fact is, a stock CCC equipped motor will only go to about 220 hp.

You cannot compare a stock LT1, 1971 Corvette with 330 hp, to a
Stock 1981 Corvette with 190 hp.

The beauty of these 75 and later C-3 Corvettes is that they are fairly common and inexpensive. That is because they are not collectible.

Seriously, who cares about a number matching 180hp smog mobile compared to say a 1971 330 hp car?

 

who says I'm going to use the "Dressed" engine when I do it? You actually assume I would think an aftermarket Holley is going to work with it? and what does compression have to do with anything? and why wouldn't the L98 heads work :rollseyes:

i'll be buying a base engine and using the L-81, intake, carb, distrubutor etc. There's people on here using larger cams and higher compression with the system. there's a ton of F body and G body guys running the ZZ4 with the stock CCC also.

I'm not arguing with you over this anymore because you obviously don't know how the system works or what it even does.

 

What Kind of Distributor did you put in ? grab the feed off the Ignition Switch? Thankswayne

 

The CCC system uses the O2 sensor to regulate fuel mixture via the electronic carb module, it also adjusts timing [via the CCC distributor] and manages the lockup clutch in the '81 auto trans. And GM V8 engine which will accept the '81 carb and distributor can run fine with a 'good' CCC system in place.

It's fine that someone does not want to use that system to control spark and A/F mixture. But, there was nothing really 'wrong' with the CCC system for that era. It was the first step into the electronic engine control generation. Some folks just like to malign something they don't like...just because they can.