Ok, here is the situation. I burned up the A4 in my '93 Z, but, I happen to have a GM Goodwrench rebuilt 4L60E (with approx 15k miles on it) laying in my garage going unused (and an extra COMPLETE '95 LT1).
So I figure why not save some money and try to use it, or atleast bits and pieces , instead of getting ANOTHER tranny.
How much trouble would it be to swap harnesses and ecm/pcm so that I may be able to use the electronic tranny? I will also be installing some LT headers, and a new AC compressor. I figure I'll just drop the engine/tranny together and do it all at the same time, to make things more accessible.

What problems will I run into with VATS and wiring compatibility issues? Will I require reprograming? Will I rip my hair out? Is trying to be cheap too much trouble?

I've searched this site for this info, but, I never have any luck with finding what I need. I guess I get too specific or too vague.

 

I did the swap on mine a few years ago. Piece of cake. After swapping the required parts I only had to splice 2 or 3 wires under the kick panel. Mine is a 6 speed so I'm not sure what would be need for an auto.

 

Which wires exactly did you have to splice, that you are refering to? Any sensors need changed out?
The VATS didn't throw a fit? Or does the ignition cylinder with proper key keep it happy?
What about the diagnostic port (ALDL)? Swap it out with a 16 pin?
Sorry for so many questions (believe me, I have more) I just want to do this right the first time.

 

you will need the new harness, pcm, mas air sensor and heated o2 sensors. You will have move the oil pressure sensor or extend the wire. the plug for the IAC is a differant shape so you can slpice on a new connector or change the bottom plate on the throttle body and use the othe style IAC. If I recall the wires to splice under the kick panel were for the fuel pump and the aldl. They are just need to be swapped from one plug to the other. I have the wiring diagram for those plugs. I have the 93 and 94 so you just need to match them up. If I can find them I can send them to you if you want. I had no problem with vats and you do not need to change the aldl.

 

Check, have everything from donor engine.

Check, I'll just swap out the TB from donor.

Ok, I found the C210, C220, and C230 connector pinouts on ShoeBox's website and here are the '93--->'95 discrepencies I found while looking at those diagrams:

C210
Pin D is empty on a '93
Pin D has a Grey wire for 'fuel pump relay to prime' on a '95

C220
Pin F has a Grey wire for 'fuel pump relay to prime' on a '93
Pin F has a Tan wire for serial data on a '95
Can I assume C210 D needs to be moved to C220 F for the '93? Then where does the Tan wire go?

C230
Pin A not used on a '93
Pin A is a Lt Blue/Grey wire for 'Performance switch indicator control' on a '95
and
Pin K is a Tan/Black wire for TCC on a '93
Pin K is a Purple wire for V6 TCC on a '95
Not sure what to do about those two...hint hint

I really apreciate the help so far. I've been so busy researching this stuff and haven't even tore the darned thing apart yet. I just want to make sure I know what I'm doing first.

 

For the tan wire, I extended it and spliced it into the wire up on the aldl. I didn't have any of the wires for an auto trans but I don't think 93 had the performance switch so if you want it you would need to run wire for that.

 

I just got the ECM and harness out(still have to install the new one though). Now on to the tranny, then the headers. Or would the headers go in easier with the tranny out? Anybody?

But wow, after crawling all over the engine unhooking all the wires, I think I might just leave the engine in, looks like too much work. The harness wasn't as much of a pain as I thought. The header swap still intimidates me though, with such cramped quarters. I mean, yeah, I've done headers on 2nd and 3rd gens before, but they were easy.

 

I am so slow at this, but anyway, I have my harness modified, and partially installed. I have decided to drop my engine though and, wow, this is turning into one big project for what started out as a simple tranny change.

So now, to change my tranny I'm going to end up doing this:

Change wiring harness and PCM
change out TB from donor to use newer style IAC
change out fuel injectors for 24 lb'ers
Drop engine (just so I can keep my sanity)
Changing over to vented opti from donor (noticed big oil leak behind opti, what the hell huh?)
Change plugs/wires (might as well, I'm dropping the engine anyway, should make it easier)
Installing JetHot LT's (have had them for over 3 years, still in the box)
Oh, and the tranny of course.

I can't seem to work on this more than a few hours a day(or less) so I may be down for a month or more .
One thing always leads to another.

 

Uuuugh, I finally got thsall together and now the car wont start. No fuel pump prime, crank only.

I searched the forum for answers and realized my PCM is not getting power. Then I looked at my C210 connecter under the dash and I have no orange wire on theengine harness side of c210, but it is there for the dash side,now Im all confused.

Anybody know what I did wrong? What I did is in the previous posts above.

 

Ok, I did some wire tracing and schematic reading (Thanx, Shoebox, for an awesome site) and found that c100 on the '95 engine harness has the pcm constant 12v('93 has aldl data in same location), so I ran a wire from it to c210 on the '93 under dash connector and I now have power to my pcm(fuel pump primes and ses light now comes on with key in the on position)

My battery is too weak now from all the testing to crank much at all, so I guess I will have to wait till it is charged before I can tell if it will start or not. The vats still has me worried though......

 

Now this thread is what the forum is all about!

 

i agree good job guys this turned into a usefull thread

 

Ok, hopefully this is the final update on this saga, but I think I got it figured out.
Turns out there is an injector power feed wire from U/H fuse #10 on c100 pin-k ('93 harness) that has to be spliced with c105 pin-a (power line to injectors 1,4,6,7 on '95 harness, c105 not existant on a '93) without this slice power never reaches those 4 injectors. I fixed that and it still wouldn't start.
So I decided to check if these old 24# injectors I had installed for this swap (which had been sitting for about 7 years) from my donor engine were any good by popping in 2 22#'s from my original set up and bam, I had a running two cylinder on the first click of the key

So, does anybody have a good set of 24#'s they would like to sell cheap?