After the 3800 installation, this time we decided to track down the "best" company we could find to re-program the computer and create a new wiring harness so that the installation would be easier and clean.  We located John Spears owner of Speartech www.speartech.com. His company is located in Indiana and specializes in LT1, LS1 and other GM/Ford wiring.  We dropped the engine off to them the day after we returned from Carlisle and in about 2 weeks they completely re did the wiring harness into their "signature" 3 wire hookup. (Literally only 3 wires to connect). One of the main reasons we choose Speartech, was their ability to let us come an "see" the engine running on their test stand.  There would be no issues to whether or not the wiring harness would work.  Although the majority of his work is reworking harnesses & programming PCM's and shipping them back we could not resist in asking him to test run the Corvette engine.  This is nice for a number of reasons but mainly we had a 90 warranty with Contemporary Corvette and this would tell us if there was anything wrong with the engine immediately.  Not only can Speartech add the "fly by wire" to any LS1 engine he also turned the intake around 180 degrees so the air intake would face the rear like in the original. This company is top notch and very knowledgeable in the complicated world of computer controlled engines and the prices are very competitive.


The second part of this project calls for a transmission.  There are only a few options if you want a manual setup.  You have the ZF transaxle (originally made for the Pantera) and now re-manufactured by www.rbttrans.com and will set you back about $15K unless you can find a used one and you may be looking a long time.  The next option is the Audi transaxle.  This is rather "new" the KitCar seen.  Because of this no one really knows how much HP these transaxles can handle.  It will also require the use of custom mounting and other items.  I would suggest only the experienced jobber try to tackle this one.  The 3rd, most common, option is the Porsche line of transaxles. This was the most appealing since people and companies have been mating Porches transaxle to SBC for over 15 years.  This setup therefore has been tried and tested. There are about 4 Porsche options.  The 914, 915, 930, and the G50.  They can all be used however there are some caveats with each one.  The 914 was used in the 914 body Porsches.  This are the very small "MG" looking cars of the 70's.  They were 4 cylinders and not much HP.  This is an option however if you think you will be putting out more than 300HP with your engine, you should not use this transaxle.  It is by far the cheapest and no modifications need to be done to it but you can go ahead and forget about ever using 1st gear since it is very low and just a hint of too much torque will twist up the gear like play dough. You can expect to pay about $2000 for a good rebuilt with a 914. The next option is the 915.  The 915 transaxles were installed in late model 911's, you know the "bug" looking type.  These will handle more HP (up to 500) but are geared like the 914 and once again you can not use 1st gear.  You can have "taller" gears installed, however this only helps the power curve and often still can not use 1st gear. This transaxle will also require the ring gear to be flipped or you will have to run it upside down (not recommended) otherwise you will have 5 forward gears (Actually 4 since you can not use 1st) and one reverse.  The 930 is found also in the 911 but the turbo version.  This puppy can handle over 700HP but is a 4 speed.  It too will require the ring gear modification but surprisingly the power curve almost matches that of the SBC meaning all gears are usable.  It also has beefier axle hubs and larger clutch components.  The G50 (or the G5050) is like the 915 but is geared very high for speed.  It can handle more HP and requires the Ring gear modification as well.  With all things considered we choose the 930 option 4 real gears and the best power match to the LS1 with up to 9" clutch components. 

The next step is to mate the two together and if you are choosing an option that requires ring gear modification then you should then seek the professionals.  After researching a speaking to the few companies that specializes in this type of installation we choose to work with Renegade Hybrids out of Las Vegas, NV www.renegadehybrids.com.  The were instrumental in this process in both helping us choose the "best" transaxle/engine combination and educating us to the reasons why.  The 15 year old company has been doing this type of upgrade to Porsches since it first opened.  I must admit I was very impressed with the knowledge of these folks.  Since we choose the 930 and flipped ring gear option, there was no other company we even considered for this type of modification. There are many issues that have to be addressed and balancing that your "typical" Porsche or transmission shop would not know to do and who better to do the work than someone who has done many conversions. Renegade hybrids supplied the rebuilt & modified Transmission (ring gear flipped), all the clutch components, adapter plate, starter and shifter cables.  About 3 weeks later we had everything we needed to start the installation process.

3800

GM's 3800 V6 has been in production for a number of years now and a few years ago release their supercharged version.  Many factors went in to play before I decided on this conversion. First the 3800 will cost you in the end less than a V8 because of the conversion kit you need with a V8.  Face it people, Archie is not cheap nor is Zumalt. And if you are thinking Porsche transaxle, well then you are going to lay a few "bills" down for it.  But hey it is your car and if you have the money to spend why not.  Since we are talking about costs if you plan on doing this conversion I would not buy an ACE kit.  I toiled over this one for a long time, the ACE kit is just TOO EXPENSIVE for what you get.  Their one size fits all attitude is simply not true.  Every year of the 3800 is Different, you can not expect them to cookie cut a wiring harness for you.  You will end up spending upwards of $3000 for them to mate your wiring harness, and give you a fly wheel.  The rest of the parts you need you must make or buy yourself - - no joke.  The attitude that I have received EVERY time I call them for information is unbelievable.  I had some questions about being able to buy a flywheel only or to purchase his Speedo kit...... each time was horrible -  jut because I was NOT going to pay $3000 they would not sell me anything.  The company just left me with a "bad taste in my mouth"
So I started a quest that took over two months - - to find someone to help me get my 3800 into my chassis.  After a lot of consideration I decided on West Coast Fiero's managed by Chris West.  Although he knows his stuff he does take a long time to get your parts done for you.  I had Chris Mate my Fiero and 3800 Wiring harness into one unit.  I also purchased his front engine mount and had him modify my original flywheel to fit the 3800.  I ended up spending about $600 for all the parts.  There are a lot of 3800 conversions and many people use different setups.  You can opt to use the original transaxle from the 3800 which were mostly all automatic or you can use the Fiero 4 or 5 speed.  The transmissions will bolt right to the 3800 with no problem.   If you go with a 5 speed like me then you must have a custom flywheel.  There are 3 ways you can get the flywheel.  1.Modfy your existing Fiero Flywheel,  2. Buy a late model F body flywheel and have it ground down, 3 Custom make one from a machine shop.  I opt for option #1.  So far it seems to be Ok however it has not been fired up yet either.... I'll keep you posted.  If I ever have to do it over again I would do my own wiring match up.   It is not that hard if you have 2 Helms manuals from each engine. The engine mounts are easy to make and you can custom mount your Dog-Bone if you need one.  If you need any help let me know. 

Update 02-2003 : I decided that I could not use West Coast's engine mount because I wanted to install my Power Steering pump.  Let me tell you, I have researched the heck out of a way to use their engine mount with the ability to install the Oil filter adaptor AND the power steering pump.  THERE IS NO WAY.  There is one possibility;however, no matter how much muscle I flexed I got no where.  The 2003 Police Impala's are equipped with a Special Oil Filter Adaptor on the 3800.  It is said to have two oil fittings to go to a external oil cooler.  I have not seen this however I tried contacting about 15 Chevy dealers including AC Delco, and Fleet distributors and NONE of them would help.  I ended up fashioning a new engine mount and now after 2 years of welding it was very easy to do and I was able to install the original oil filter adaptor AND my power steering pump.  Be sure to read the new article on Installing POWER Steering in your Fiero.