Ok, your not even close to a god.... but your work is very educational for those of us that would not have the mindset to attempt what you are doing. I love my Bonneville but if I had to go through any degree of crazy *** wiring. I would spend my time on doing it with a car that would make alot more power. Bonnevilles are great cars but not designed for break neck speed.

Neither is mine. But what my car IS a Frankenstein of sorts. Since I got it, its been nothing but a testbed for things people wouldn't normally do. The SSEi isn't a daily driver either, so I can afford to take my time on it

Sweet, I am eager to see what happens.

I'm slowly progressing on the harness conversion. Soon I will be getting around to sitting down and try to piece together a baseline .bin. Which brings me to this series of requests. Hopefully, someone has the information I am looking for. And these requests are in no particular order...whoever has the info, or knows someone that does, either post it here or shoot me a PM. So, here we go.....

1) I've found a possible solution to the trans temp sender issue. However, I will be needing, if it is available, the factory temp-to-resistance values, so I can compare to the sender I found online. If they match up fairly well, I'm golden.

2) There are things on the OBD2 setup that will not be used at all on the S1. One of them in particular is going to be the fuel pump PWM output. I remember reading somewhere that some members have set their PCMs to run the PWM @100% duty at all times. Since the S1 pumps are a simple off/on affair, will I even need to bother with a PWM setting, and just have the trouble code associated with this function deleted?

3) I researched the traction control systems on both the '93 and on later models. It appears '94 on up used a system that relies on the PCM for "torque desired" and "torque delivered" I/Os, whereas the '93 system has no interaction at all with the PCM and instead relies solely on wheelspeed and VSS sensors. Again, should I delete these codes associated with traction control?

4) It has always been in the plans that I disable the VATS. But all that will do is enable fuel flow. I believe the VATS module itself controls the starter function, so do I still connect the VATS wire to the module?

5) Will a case learn need to be done?

Finally, my tables are going to look something like this:

1995 L67 engine parameters (I'll be fully Gen3 topend by the time the actual conversion takes place), running slightly richer than stock after 3-5 psi of boost since I still see myself running the L27 core. Remember that with OBD2, the feature of boost referencing is added. Redline adjusted to 5500 rpm, park rev limiter to 2500 rpm, and a slightly more aggressive boost dump when KR occurs at or above a certain threshold.

1995 4t-60e 2.93 final drive ratio shift tables. Remember the guts came from a '95 Riv.

Damn that was lengthy. I hope I didn't boar anyone to death

well, definitely didnt bore me, ive been watchin ur build intently.

unfortunately i cant help with ur questions very much. but, im pretty sure i read on here that the trans temp sensors have the same resistance values as the coolant temp sensors

I talked with Don about this for quite some time. Every time we talk about it, something that didn't cross either of our minds always pops up. Like the AC...I never would have thought of that issue. Makes little difference as I plan to update the AC system anyways But it'* these little things that can make or break this idea.

Through my research, the 94/95 crowd will have the easiest time doing the conversion as they already have the linear EGR, the proper transmission pinouts, and the updated traction control. They can also use the CCR if they have a setup that still works as it should. It doesn't make it any simpler in terms of wiring however. That, no matter what model it is, will have to be addressed.

Another issue I thought about is going to be adapting the cruise control. 1995 and earlier models use a vaccuum setup, with the cable terminated with an eye-type end and retained by a clip. 1996 and later models use an electronic servo (think radio-control airplane) system, with the cable terminated much differently. So unless I can adapt a newer throttle body, I won't be able to use the new-style cruise. This may be of little concern as this car will never be an over-the-road vehicle, but it would be nice that its cruise function DID work.

Thought I would give a little update on the situation.

I have finally completed the engine/pcm side of the OBD2 harness. Here is the summation of what all needed to be modified. Keep in mind that this is going on a 1993 setup...1994-95 would be somehwhat different.

1) Lengthen the linear egr lead. Added approximately 2 feet to the lead to allow it to go to the front-bank mounted EGR.

2) Repin the trans harness. Extended leads and made separate harness for trans temp sensor. Gave all trans solenoids their own dedicated 12V switched and fused positive circuit (This is optional. The factory power lead appears too puny, plus I am adding auxiliary fuses to this setup so I don't have to tie into anything on the vehicle).

3) Lengthen the coolant temp sensor lead. 1 foot should do fine, to allow service loop.

4) Back-dated the 4-way neutral safety harness to allow hookup to original transmission.

5) Sorted out all switched-power leads (injector, solenoids, o2, etc.), removed from the firewall connector, and gave them their own proprietary fuses in an auxiliary fusebox.

6) Taped-off the rear o2 lead. This will not be needed for any Series 1 application.

The next step in this process is going to be integrating the OBD2 firewall connections to the existing connections. Hindsight being 20/20, I would have left the harness connector alone and snip the mating head that dissappears into the cabin. Instead, I snipped the actual harness head. So, in effect, I am making it much harder than need be, but there is no turning back now.

Going back to the brainstorming, there seems to be a few more pieces of the puzzle I will need to obtain. The OBD2 PCM will expect to see OBD2 peripherals. The necessary switch to the linear egr echoes those expectations, but there are other things I didn't consider until yesterday. Those things are the correct injectors and correct MAF sensor. The most current MAF I can use is the revision -03A...the same that the '95 L27, L36, and L67 use. The -03A was going to be phased in anyways due to the Gen3 upgrade, but I will need to see if the frequencies it generates matches that of the -04 revision (this is the first revision of the "new" style MAF). The fuel injectors will be an easy swap, and my newly overhauled fuel system should support the new flowrate easliy enough.

You may have problems with the L36 injectors (Don and I spoke about this the other day). There'* a big difference in flow betwen the L27 and L36, primarily the rate of rev increase, as well as the much higher shift points. Much more air flows through a quicker and higher revving engine. I'd be tempted to run the L27 injectors instead, and the PCM should have no problem with them whatsoever.

????

Me thinks your a bit lost. This conversion is for the S1 L67 abomination under the hood of the SSEi. Running L27 injectors would make me do the same thing I am doing to someone elses car right now The S2 computer controling S2 L67 injectors should be a no-issue thing.

But this is where things will get tricky. Remember me posting some ways back in this thread about moving the fuel pump values to 100% (because I have no PWM pump)? How will that affect injector pulsewidth, if at all?

Stick with stock injectors. The PCM can't 'see' what they are, and will adjust AFR based on what the O2 sees. You'll get much better results with stock 29 lb injectors.