I need to swap out my 2.8 by late summer, I can't depend on it to get me around. I've been gearing up for an L61 swap (2.2 eco), but what I'm still lost about is the wiring. Theres about 5 or so running swaps here on the forum, everyone has done it their own way. Those that are running, most run on megasquirt- and wtfb took the entire harness from a donor Cavalier and replaced all the wiring in the Fiero, with the Cavy BCM included/fuel pump and sender/etc.

This 2nd option is what interests me the most, except I want to find out of its possible to use the stock Fiero harness and wire in the Cavy ECM and engine related electronics. Thats how all the 3400TDC/3800 swappers do it, yet people say that the Ecotec is more difficult from the wiring standpoint. Why? I'd much rather keep my stock gauges/fuel sender and not have to hack up my tank/etc, so I'm wondering if this is possible. If it isn't then I guess megasquirt is the only way to go if I'd like to keep my gauges/ fuel tank/ etc stock.
This is wtfb's thread for reference:

https://www.fiero.nl/forum/Forum3/HTML/000029.html

Thanks.

[This message has been edited by nitroheadz28 (edited 06-06-2011).]

quote What makes the ecotec so hard?

Viagra?

[This message has been edited by TheRealShadowX (edited 06-06-2011).]

The Ecotech is drive by wire like the late 2007->2010 3800SC whih means you have a lot of computer wiring issues that control the thottle and everything else. From what I understand it is a PITA to get the Fiero harness to match up with the later years engine/computer. It can be done and if you are meticulous you can do the work your self.

quote Originally posted by Old Lar: The Ecotech is drive by wire like the late 2007->2010 3800SC whih means you have a lot of computer wiring issues that control the thottle and everything else. From what I understand it is a PITA to get the Fiero harness to match up with the later years engine/computer. It can be done and if you are meticulous you can do the work your self.

Nope. Late 90s-05 Cavaliers all came with L61s which were controlled by a throttle cable. In fact, the 85/86 stock throttle cable from a Fiero fits right up to the throttle body. All you have to do is change out the TB if you get an eco from an 05+ Cobalt/Ion. The 05 and previous Cavaliers don't seem to have any crazy computer controlled things, they are just like the 3800s in how they run in respect to their donor cars, so I don't see why its different.

I've pmed wtfb recently and a month or 2 ago but he didn't get back to me, maybe he hasn't been hanging around. The only other active member with a running swap is Fosgatechevy who I also got in touch with about it, but he didn't really answer much and offered his pre made harness/module .

I want to do the wiring myself, and after I finish suspension and steering, I'll be ready to do a swap. I just don't want to dig myself into a hole and get my hands on everything- then find out its impossible the way I want it done.

Another thing I don't understand is why the swappers run the Eco coolant tank in addition to the Fiero one, why is it necessary?

[This message has been edited by nitroheadz28 (edited 06-06-2011).]

there is getting to be more options , wiring wise .sinister performance can now reprogram the L61 ECM to make it no vats stand alone .so then you only need the stock engine harness and sensors and not the bcm from the cav/sunfire .as far as the cavalier overflow tank , i basicaly used it because i had it and it meant i did not have to cap a bunch of pipes .i have since moved it to the front of the car and eliminated the fiero overflow tank .drive by wire started on the 2006 ecotecs .in 2007 the reluctor wheel was changed to a 58X from the 7X of the earlier motors .the new 2.2 is mostly a lower displacement 2.4 , better crank and vvti .one thing i am going to look in to soon is custom guages . i want a nicer looking cluster and i think there are companies out there that can do this .

Now we're getting somewhere! I'll get in touch with Ryan at SE and see whats the deal with that. Thanks a lot Steve.

Out of curiosity though, can you use a bypass module instead of having VATS tuned out?

[This message has been edited by nitroheadz28 (edited 06-06-2011).]

I have been doing late model LS4 swaps lately. As far as the VATS goes on these engines it is done totally by the BCM. I have not installed a BCM and have not had an issue with VATS. The BCM sends a starter enable signal when it sees the key. I just go directly to the starter with a start signal (from the ignition switch or start button). You need to get a wiring diagram for the engine you want to use and see what signals the ECM needs to run the engine. As for the gauges you can add sensors that are compatible with the Fiero gauges and use them. There are also signal converters that can make the tach and speedo work.

Joe Sokol

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85 SE Daily driver with a 3.4 DOHC OBD II
88 Formula/GT 4.9 Allante Intake (My Baby)

Thanks a lot for your input Joe- I was just reading about that for a couple LS swaps. So it sounds like this is it eh? I can't help but wonder why this swap hasn't really blown up yet, 150lb+ weight loss, DOHC with a broad powerband, modern performance with a huge aftermarket and potential.

So all I need is the engine/tranny wiring harness and ECM at this point, correct?

Do yourself a favor and use the f23 attached to the ecotec if you plan on going manual. As far as difficulty there really isnt anything hard about it, people are still worried about wiring 3800's and its about as brainless an engine swap as it gets. Anything thats even mildly less explained is looked over.

Ive been considering tearing my 3800sc out in favor of a turbo ecotec for the weight loss and I just like Ecotecs, built a few turbo Jbodies. But until the 3800sc gives me a reason I cant bring myself to do it.

[This message has been edited by FieroFiend (edited 06-07-2011).]

quote Originally posted by FieroFiend: Do yourself a favor and use the f23 attached to the ecotec if you plan on going manual. As far as difficulty there really isnt anything hard about it, people are still worried about wiring 3800's and its about as brainless an engine swap as it gets. Anything thats even mildly less explained is looked over. Ive been considering tearing my 3800sc out in favor of a turbo ecotec for the weight loss and I just like Ecotecs, built a few turbo Jbodies. But until the 3800sc gives me a reason I cant bring myself to do it.

Oh yeah, I would use the F23 if I was doing a 3800 swap as well.. I want a tranny I can put the power to the ground with, not have to worry about breaking it if I drop the clutch too hard. Not to mention the better matched ratios.

Ok then, looks like in about 2-3 weeks when I finish installing most of the parts I've bought up, its Eco time .

By the way, is there some kind of database with wiring diagrams? Did a quick search and didn't come up with much on the L61.

Thanks.

Correct for this engine swap you need the engine/tranny, emc and wiring harness. Also a good set of wiring diagrams.

Good Luck
Joe Sokol

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85 SE Daily driver with a 3.4 DOHC OBD II
88 Formula/GT 4.9 Allante Intake (My Baby)

I've been busier than expected this past week, but I did email Sinister Performance a little while ago. Here are the emails between Ryan and I:

Me-
Hi, I've been informed by a member on pff that you now offer ECM flashing for the L61 to make it standalone. How much do you charge? Why is this necessary? (I've also been informed that supposedly the swap can be done just like the 3800, and the fiero wiring adapted to the L61 ECM. Apparently VATS isn't an issue when not using the donor car BCM). Thanks,

Ryan-
Tom, most newer GM vehicles have VATS systems which means the engine will NOT be allowed to run in a swap application if you don’t do one of the following:

1) Reprogram the ECM/PCM to disable VATS (if it can be done)
2) Install the BCM and VATS modules from the donor car so a VATS fuel-enable signal can be transmitted to the ECM/PCM
3) Buy a VATS bypass module to feed the fuel-enable signal to the ECM/PCM (if one is available)

There is also a long list of emissions equipment and other devices that the ECM/PCM monitors in the factory car; that if you don’t swap all this over to your vehicle during the engine swap, will cause trouble codes to set and the check engine light to come on (which may cause some other issues with how the engine runs).

So a general rule of thumb is it is a good idea to just have the ECM/PCM reprogrammed when you are doing an engine swap into an older car so all of these issues can be avoided. That is IF your ECM/PCM can be reprogrammed. Not all GM systems have aftermarket tuning software support. The L61 Ecotec (2.2L) ECM/PCM isn’t universally supported. I can only get software to tune the below 4cyl ecotec applications (list includes not only L61 2.2 Ecotecs but other 4cyl engines as well):

97-05 Chevy Cavalier 2.2, 2.4
05-10 Chevy Cobalt 2.0, 2.2, 2.4 (05-06 2.2 Not Supported)
97-05 Chevy Malibu 2.2, 2.4
97-05 Pontiac Sunfire 2.2, 2.4
06-10 Pontiac G5 2.2, 2.4 (06 2.2 Not Supported)
06-09 Pontiac Solstice 2.0, 2.4 (Transmission Not Supported)
97-05 Pontiac Grand Am 2.2, 2.4
06-10 Pontiac G6 2.4
99-04 Oldsmobile Alero 2.2, 2.4
97-98 Oldsmobile Achieva 2.4
97-98 Buick Skylark 2.4
07-09 Saturn Sky 2.0, 2.4 (Transmission Not Supported)
00-04 Saturn L-Series 2.2, 2.4
04-07 Saturn ION 2.0, 2.2, 2.4 (04-06 2.2 Not Supported)
08-09 Saturn Aura 2.4
07-08 Opel GT 2.0

I can get a tuning software license to tune one of the above applications. If you don’t see a specific 2.2 Ecotec L61 ECM/PCM listed above, I can’t get tuning software to tune it.

Let me know.

So there is conflicting information as of late, Ryan says that without the installation of the donor BCM- the swap is a no go. I'm just trying to figure out the facts here, I appreciate everyone's help. Thanks to Ryan for getting back to me on this.

I see no problem. As long as you get an engine/PCM from one of those applications Sinister can reprogram it no problem. The reprogramming will remove the need for the BCM/VATS.

Any other ECM configuration cannot be tuned yet so those will be much harder.

Good luck, I'd like to see more of the ecotec swaps.

quote Originally posted by thedrue: I see no problem. As long as you get an engine/PCM from one of those applications Sinister can reprogram it no problem. The reprogramming will remove the need for the BCM/VATS. Any other ECM configuration cannot be tuned yet so those will be much harder. Good luck, I'd like to see more of the ecotec swaps.

I was under the impression from what Joe posted that a flash wasn't necessary, or did I misinterpret the post?

I looked at the Ecotech PCM program a while ago and IMO extensive reprogramming is necessary. IIRC, that PCM expects to see not only the BCM inputs but the interface to the gauges that came with the engine. Most reprograms can be done but to ge them to run the engine correctly is the key. Roger Thelin of Florida did one of the first Ecotec swaps and use to sell (or may still sell) Ecotec swap parts for the Fiero. Several other guys here on this forum also did the swap.

------------------
" THE BLACK PARALYZER" -87GT 3800SC Series III engine, 3.4" Pulley, N* TB, LS1 MAF, Flotech Exhaust Autolite 104's Custom CAI 4T65eHD w. custom axles, HP Tuners VCM Suite.
"THE COLUSSUS"
87GT - ALL OUT 3.4L Turbocharged engine, Garrett Hybrid Turbo, MSD ign., modified TH125H
" ON THE LOOSE WITHOUT THE JUICE "

Help me out here, I know these little Opal engines are pretty stout but what are their gas mileage or fuel efficiency?

I hear the best bang for the buck was the factory turbo LNF or an LE5 with an aftermarket centrifugal Supercharger?

Just a few question...

Dennis, I've read every swap thread that exists- I know of Thelin, he still makes swap parts. He only makes parts in regards to getting it running mechanical, nothing to do with the ECM.

Pappy-

In my father's Cobalt LS, it gets about 33 under normal highway driving, I've gotten as high as a 42mpg average with hypermiling. City, 22 if ran WOT all over the place, 27 under regular driving. This is with an auto. You can expect over 40mph if the 2.2 is run N/A with the F23 in the Fiero, its lighter, has a smaller and more aerodynamic profile, and is lower- all mpg boosters.

You can forget about the LE5 and LNF. LE5 has VVT which no one has figured out how to deal with as of late, the LNF runs very high fuel pressures and is very costly. Only swaps that have been done so far from this family of engines is the L61 and LSJ (supercharged version).

Bump for Joe or someone else to clear up that discrepancy.

This is a near finished wiring harness for a member on here.

Can actually get rid of about 1/2 of the ground wires if the rest of the electrical system on the fiero is in great shape.
www.DICEPD.com


Uploaded with ImageShack.us

on my swap i used the entire cavalier harness , ecm , bcm ignition and key in it .the bcm does not care if you use stock gauges or radio .they do not have to be connected to still run the engine .i got rid of vats and the ignition and key using HP tuners.if you have all the factory wiring it is pretty simple .but i really think a stand alone setup would be a quicker install , and there is getting to be more to choose from .the 2.2 has evolved too and now the new one(07+ up) has DBW and V V T and a 58X reluctor wheel .and a stronger bottom end .so you have to watch what you buy .

quote Originally posted by wftb: on my swap i used the entire cavalier harness , ecm , bcm ignition and key in it .the bcm does not care if you use stock gauges or radio .they do not have to be connected to still run the engine .i got rid of vats and the ignition and key using HP tuners.if you have all the factory wiring it is pretty simple .but i really think a stand alone setup would be a quicker install , and there is getting to be more to choose from .the 2.2 has evolved too and now the new one(07+ up) has DBW and V V T and a 58X reluctor wheel .and a stronger bottom end .so you have to watch what you buy .

Ryan informed me that he can't guarantee the ability to tune the donor ECMs he gave me in that list because of how new the application is.

No doubt that standalone would be quicker and easier, but the question is if its worth it (from the time/ $$$/ and future tuning standpoint). I see that fosgate offers 2 packages, are either of them hptuners compatible? Why the huge difference in pricing?

I'd prefer to do it myself, but whats stopping me is modding my fuel tank/ sending unit to accommodate the donor gear, and I'd prefer not to have the car down for an extended period of time. From what I've read, you cant use the stock ECM without the donor BCM, and there aren't any bypass modules available- it has to be tuned out.

it is correct that you need both the stock BCM and ECM (and both from the same vehicle) in order to use HP tuners to defeat the VATS .or you could do what i first did and just have the cavalier key and ignition assembly in the glove box on the console .worked fine until i figured out something better .fosgatecavvy 's system is a mega squirt system and he has done all the basic tuning and has the wiring harness ready to go and he has a running ecotec fiero with this system .mega squirt is a very tuner friendly system .some guys on the ecotec forum are even using it on j bodies .there are a lot of drawbacks to the cavvy/sunfire ecotec ECM , a lot of parameters that cant be changed even with HP tuners .the really high horsepower ecotecs almost always end up going with some kind of standalone system .ecotec forum is a great place to find out this stuff .also go on the HP tuners forum and go to the section that deals with tuning gm inline motors .i talked to Roger Thelin on the phone and he told me he used Quad 4 electronics to run his 2.2 . i did not ask the details but it sounded like he had it working pretty well .

Ahhhh yes, I forgot he uses megasquirt. All these threads I've been researching and theres so much info that I'm starting to go a little crazy.

I'm not too familiar with megasquirt, I just checked fosgate's thread on his products. If I went that route, I'd just need the engine and tranny, and it'll work with everything else remaining stock with regards to electronics?

One of the reigning programmers for the Ecotec is Vince at Trifecta. www.trifectaperformance.com

If you want specifics about running the original Ecotec harness without having instrument or VATS issues, I'd contact him. I've seen these engines installed in sports cars using after market drive-by-wire accelerator pedals in place of the stock one, and I don't think they needed to keep the instruments.

If you guys are going to all the trouble of a swap like this, it might make sense to think of one of the engine versions with more scope for tuning. Either the LE5 used in Cobalts, Solstice etc. at 179 BHP or the turbocharged LNF used in the Cobalt SS, HHR and Solstice GXP with 290 BHP upgradable simply by tuning to more than 320 BHP would be rather nice in a Fiero.

I run an LNF Solstice with 350 BHP, and it will break under 13.0 in the 1/4 and get 30 mph if driven normally. A Fiero GT weighs 300 lbs. less. Just saying.....

quote Originally posted by BillS: One of the reigning programmers for the Ecotec is Vince at Trifecta. www.trifectaperformance.com If you want specifics about running the original Ecotec harness without having instrument or VATS issues, I'd contact him. I've seen these engines installed in sports cars using after market drive-by-wire accelerator pedals in place of the stock one, and I don't think they needed to keep the instruments. If you guys are going to all the trouble of a swap like this, it might make sense to think of one of the engine versions with more scope for tuning. Either the LE5 used in Cobalts, Solstice etc. at 179 BHP or the turbocharged LNF used in the Cobalt SS, HHR and Solstice GXP with 290 BHP upgradable simply by tuning to more than 320 BHP would be rather nice in a Fiero. I run an LNF Solstice with 350 BHP, and it will break under 13.0 in the 1/4 and get 30 mph if driven normally. A Fiero GT weighs 300 lbs. less. Just saying.....

I know who Vince is, he hes the predominant tuner for this series of engines. I don't care about which method I use, these are my requirements-

-Keep stock gauges
-Do NOT want to cut/ modify my fuel tank/sender
-Do NOT want to spend over 2 grand on this swap
-Would prefer for the car to not be down for a very long time, I'll be off from work in july so I'll have every day to work on it. Hoping that I can have it running in under a month without hiccups.

I would prefer to get the older generation L61, simply cause the stock fiero V6 throttle cables are adapted easily so I don't have to deal with DBW crap. I don't want to go through the trouble of getting a new engine cause then I'll have to buy and swap throttle bodies, more work and a bit more costly for an extra few ponies that will be tuned out anyway and a stronger crank. I'm not building a monster engine, I just want to shove this thing into the Fiero and get it running. Later on when I get bored and have more time/ experience, I'll think about boost.

The LE5/LNF CANNOT BE USED. It was mentioned in this thread already. You can use the LE5 bottom end with L61 heads like fosgate did, but you need to get custom ground cams for it to work past 4k rpm. Using the LSJ requires the use of the F35 tranny, those axles don't bolt up to ours like the F23 does- more complications and the initial cost is higher. The L61 has the best aftermarket support and biggest performance potential.

quote Originally posted by nitroheadz28: The LE5/LNF CANNOT BE USED. It was mentioned in this thread already. You can use the LE5 bottom end with L61 heads like fosgate did, but you need to get custom ground cams for it to work past 4k rpm. Using the LSJ requires the use of the F35 tranny, those axles don't bolt up to ours like the F23 does- more complications and the initial cost is higher. The L61 has the best aftermarket support and biggest performance potential.

Let's be fair here. You don't want/aren't willing to do the LE5/LNF, because the other option fits your needs and budget better. But the absoluteness of your all-caps statement there implies that it is impossible, and it is not. It is merely beyond the capabilities and needs of most people. It's just like the High Feature V6 swaps. They're not impossible, but they are very difficult, and not especially cheap, to do.

My systems, that are standalone, cannot drive direct-fuel injection or control VVT which the LE5 and LNF use. If you wanted to use these motors, then you need to put a LSJ or L61 head on it, that way you gain the benefits of the gen 2 engines.

In all honesty, not going standalone, your just asking for a lot more wires and chances for trouble. My basic wiring harness has 12 wires, not including the grounds. Now you still need to run the power wires but its setup to easily tap into the fiero system.
It has the ability to keep ALL the fiero gauges as well. I have not personally done dealt with the speedo, but I assume because so many others have you could find the necessary changes to the speedo if you use the ecotec transmission.

The main question is,
Do you really want to bring in an entire other car's FULL electrical system to run the engine?

quote Originally posted by dobey: Let's be fair here. You don't want/aren't willing to do the LE5/LNF, because the other option fits your needs and budget better. But the absoluteness of your all-caps statement there implies that it is impossible, and it is not. It is merely beyond the capabilities and needs of most people. It's just like the High Feature V6 swaps. They're not impossible, but they are very difficult, and not especially cheap, to do.

Everything is possible with enough $$$, as for the Fiero community- its impossible cause I don't see anyone stepping up to the plate for the last 3 years since the LNF has been out. Of course the LNF engines are still very new and expensive at the moment, but there aren't any serious considerations to a swap. The LE5 has been out since what, 05 or 07? They can be had for quite cheap, still no swapping going on. Adding to the fact that the L61 isn't an expensive or very complicated swap as it is, and there are so little of them being done. The reason why I wrote it in caps, was because I had explained the "situation" to pappy just a few posts above, and the same exact scenario presented itself again.

Edit to say that of course I'd prefer to use either one of them. I'd pay the price for a used LNF IF.... that is IF, it could be made to work. At the moment, it cannot- and I don't have the background or tools to figure it out at the moment. Same for the LE5 considering the internals are forged, but it hasn't been made to work yet. I'm basing this project on documented swaps cause this is my primary car at the moment, and it needs to be as smooth as possible.

As for wiring the donor electrical system, of course I'd be willing to do that if it meant I could pocket 3-400 bucks IF I wouldn't have to hack up my tank. However, I might end up going with one of your setups because time is of the essence for me.

[This message has been edited by nitroheadz28 (edited 06-21-2011).]

Like I said, you can use the LNF or the LE5 as long as you use the L61 or LSJ head. The wiring only needs minor modifications to do this.

In theory you could use the Gen 2 ecotec ECM, to do this as well. The ecm would need to use the 60-2 and Throttle-by-wire. You would need to tune it as well.

quote Originally posted by nitroheadz28: Everything is possible with enough $$$, as for the Fiero community- its impossible cause I don't see anyone stepping up to the plate for the last 3 years since the LNF has been out. Of course the LNF engines are still very new and expensive at the moment, but there aren't any serious considerations to a swap. The LE5 has been out since what, 05 or 07? They can be had for quite cheap, still no swapping going on. Adding to the fact that the L61 isn't an expensive or very complicated swap as it is, and there are so little of them being done.

This is the same with any engine swap in the Fiero though. The Ecotecs that people are JUST NOW starting to swap into Fieros have been out for almost 10 years. The N* and 3800 were out for several years before anyone started putting them in Fieros. The LSx had been out for 5-6 years before anyone put one in a Fiero. But there really isn't much win in terms of cost/beneifit for swapping in most of these engines now, as there are much easier and cheaper options to get the same results in terms of power and fuel economy.

But it annoys me when people on here say something CANNOT be done, simply because nobody is actually doing it yet. Any engine swap is merely an engineering problem, and most of the people on this forum are not engineers, so they are not solving those problems. But something being hard is not the same as telling people it can't be done.

quote Originally posted by dobey: Another false prophecy. You don't have to use the L61/LSJ head. You do have to fix the engineering problems associated with using the LE5/LNF engine. If you've changed half the engine to "make it work," then you're not running that engine. You're running a half-breed engine. It's not the same as running the full LE5/LNF hardware. And your solution isn't the only possibility. There are lots of solutions to the problems, just nobody working on them.

This is what I meant when its currently not a possibility. Nothing is impossible, and the way you look at it is right- it just takes figuring out...

Anyways, this isn't the focus of the thread- that lies on the L61 since it and the LSJ are the only two current engines that can be swapped in and run without changing them mechanically.

[This message has been edited by nitroheadz28 (edited 06-21-2011).]

I'm doing a Ecotec swap myself. I'm using a L61 and F23 combo. My standalone ECM from DicePD should be ready any day now. I'm using just about everything Roger Thelin has to offer. I've bought just about everything I need, and I should start putting the new cradle together next month, if not sooner.

My build thread is https://www.fiero.nl/forum/F...1/HTML/085605-2.html
It has a lot of pictures, mostly of the paint job and parts.

quote Originally posted by benjamin.long: I'm doing a Ecotec swap myself. I'm using a L61 and F23 combo. My standalone ECM from DicePD should be ready any day now. I'm using just about everything Roger Thelin has to offer. I've bought just about everything I need, and I should start putting the new cradle together next month, if not sooner. My build thread is https://www.fiero.nl/forum/F...1/HTML/085605-2.html It has a lot of pictures, mostly of the paint job and parts.

It should be shipping this week, I got the replacement part in and buttoned everything up. That picture is actually part of your wiring harness as well

quote Originally posted by Fosgatecavy98: It should be shipping this week, I got the replacement part in and buttoned everything up. That picture is actually part of your wiring harness as well

Sweeeeet

i just looked back in my build thread and i have been running my ecotec fiero for 5 years now .my engine tranny combo were from a 2004 cavalier , only 2 years old when i put them in .i believe i was the 2nd documented running ecotec swap .the first one is for sale in the mall , but it was built by a shop .i was definitely the first turbo 2.2 eco powered fiero .i also read all the compact and import magazines and hang out on the eco and j body web sites .the most popular and user friendly ecotec is the 2.2 .the fastest street driven ecotec ever built is based on a 2.2 motor .the LSJ is a great motor and really not much more difficult than a 2.2 but it will cost twice as much because they did not make that many of them .i can buy a nearly new 2.2 for less than 500.00 here in ontario .an LSJ high miler still goes for about a grand up here .everything you need LSJ swap outs were 3000.00 last time i checked in jan this year .(and f35/ cobalt SS axles do fit in fiero hubs by the way )does the LNF have more tuning potential than a 2.2 ?absolutely not .just because it came from the factory with 260 HP and you can put a GM kit on it to get 300 HP does not mean the end game is going to net you more power .they are boosted from the factory at 20 PSI already . the electronics involved i dont care about .if you get enough of the factory stuff , you can make it work .but the LNF motor is still expensive because they only have started to be volume produced (see new buick regal turbo ) i doubt if the pre regal production of LNF amounted to more than 8,000 units and not many of them have made it in to the wreckers yet .as for the LE5 2.4 it is very common .but it is a myth that it has a forged bottom end .it has a stronger than L61 bottom end but it has a cast crank and powdered rods , just like an L61 2.2 .07 and up 2.2's are really LE5 blocks with 2.2L displacement and VVT , DBW and other changes mentioned earlier .

Alright, here is a picture of a 90% finished and installed harness (minus the wiring to the ignition coils).



Quite a wiring mess huh? I purposely took this picture because it resembles about the angle you would look at it in the car.

The kit also only uses two vacuum lines, the MAP and brake booster. Once I get a bit more time I will take a picture of the other side as well.

Looks yummy

I think I am going to have a busy schedule the rest of the week so I took this quick picture. My camera isn't very good (3.1mp) and I couldn't get a good picture of the connectors as it all kind of blended together but this is the majority of the harness when its finished.



Nearly all the wiring will be hidden once it is installed.

As far as the in-cabin wiring goes, you could even simplify it more, but I have my ECM, Ignition, Fuel systems wired to different switches, this can obviously be by passed by 2 relays (ignition/fuel) and a single 12v source.

Installed!