3100SFI swap

toddshotrods · Post by **toddshotrods** » Sat Apr 02, 2005 12:57 am

Hey everybody (first post), nice clubhouse!

I just pulled it from a 91 Cutlass, complete with 4T60E, ECU, and engine compartment harness. My question is do I need any of the under-dash wiring, gidgets or gadgets??? I still have the whole car and before I call someone to take it I need to be sure I got everything I will need from it.

I am also moving the alternator down to the other side where the a/c compressor was, putting an idler pulley where the power steering was, and getting a shorter belt. Coil pack is moving off the engine, to the firewall, and anything that isn't necessary is getting the heave-ho.

It's going in a HIGHLY modified Fiero that will essentially be a street-legal race car. Simplicity rules, and no unnecessary weight allowed. This engine is actually supposed to be a temp to keep the car running until I get around to building something ridiculous.

Any help, comments, suggestions, etc, would be appreciated...

donk_316 · Post by **donk_316** » Sat Apr 02, 2005 1:28 am

The wiring harness includes the ECM plugs and is easy enough to seperate from the rest of the car. Thats all you need. Sounds like you got everything. Thats not a 3100(gen3) is it? in a 91? i thought those were 3.1 (gen2)?

a "highly modified street legal race car" with a 3.1 auto? Sounds like alot of fucking around if your building a dedicated motor for a one job car.

Why not just build the right motor and then drop that in?

MiZer · Post by **MiZer** » Sat Apr 02, 2005 1:38 am

Yeh! like a fourpointnine!

toddshotrods · Post by **toddshotrods** » Sat Apr 02, 2005 2:23 am

Thanks donk, and good eye. The Cutlass is a 93. I don't know why I have 91 in my head, but I keep saying the wrong year. It's a 3100.

I know it sounds like a lot of work for a temporary setup, but it's a necessary evil. The fabrication and detail work are actually relaxing to me (when it's my own project), and I will probably use this setup in another car after it is relieved of duty in this project.

A lot of what I am doing is experimental so I will be stepping power up incrementally as the chassis is developed. The specifics of the final "ridiculous" motor/trans package will be determined through that process. The capabilities of the various combinations of stock Fieros are pretty much known. What I am doing is establishing my own baseline reference points to work from. As much as possible, each individual modification will be tested and compared to that baseline, and the previous log records, objectively and/or subjectively. JMO but I think adding ridiculous amounts of power too fast can mask too many things that are going on with the chassis. At the very least it is so intoxicating that one can have a hard time focusing on anything else.

Post by **eHoward** » Sat Apr 02, 2005 7:37 am

I might pull the gauge cluster and any associated harnesses if I were you. If you plan on getting rid of the fiero interior, it will make wiring the new one pretty much plug and play. . . if you don't use it, you can always throw it away.

Donk, I don't think putting in an "easy" engine is a bad idea on a large project. The most important thing is to get something driving as soon as possible and then start getting the details worked out. This is not an arguement against "build to spec" and he's going to want to make sure that any new parts he invests serious time and money on work with the final setup, but an understanding that shit's gonna happen and you want to minimize it.

toddshotrods · Post by **toddshotrods** » Sat Apr 02, 2005 10:20 am

Thanks eHoward, I think you're probably right on the gauges.

We agree on building styles too. I understand why some people like to "build to spec" as you said, it's just not for me. There is a guy who is building a completely awesome Chevy II. One-off front suspension, designed and executed by five engineers, full road-race style chassis, etc, etc. The problem is he has a pile of parts he calls his "art collection" from things he had to redo. He even admitted to us that if he could do the engine all over again he would go a different route, but he has too much invested in it to turn back now.

Don't get me wrong the car is awesome, and a true work of art. I just would have done it differently. For one, I would have had a used or crate small block in it and been driving it throughout the process to make sure all those trick parts worked, and/or to make sure the car was "asking for them" before investing so much labor in them. If you want to see his car get the May issue of Popular Hotrodding and look for a suspension article by the owner John Parsons. I think they're doing another article on the car in July too.

Actually, this is why I am building such a serious project on a Fiero "space frame" - it's modular. As the car outgrows each subassembly I can develop a new on and bolt it on without welding. If I do have to redo anything it can be used on a different project or sold to recoup some of my initial investment. Of course, I am hoping to get as much of it right as possible the first time - I hate repeating myself.

toddshotrods · Post by **toddshotrods** » Mon Apr 04, 2005 11:03 pm

OK, I pulled the gauges, with the plug and enough of the harness to wire them up.

Is there a diagnostic port in the car? Should I grab it. or is it the same as the Fiero's? Where is it? I hate messing around in this car because some nasty stray cats got in it, so if someone can point me in the right direction I won't scratch as much skin off when I finish.

I started working on the motor, and I kinda like this little sucker. If I decide to have some headwork done should I try to find a set of Gen IV heads or isn't there any appreciable difference (in airflow) from the Gen III heads?

On 60degreeV6.com it says that the lobe separation cannot be changed with these motors. Is that true, and why? What is the separation on the factory cams?

Any links or info for companies and people who have performance parts and services for these motors would be greatly appreciated.