1988 Pontiac Fiero

GT Coupe

8 - Cyl.

Manual

1G2PG1191JP220533

Gasoline

1988 Fiero GT w/ ”T” top, powered by LS1 V8 This isn’t your Grandpa’s Fiero. This one has a 345+ HORSE POWER, 2001 Corvette LS1 aluminum V8 in the trunk. Built over the course of about a year beginning in the summer of 2005, this project has been one of the most enjoyable, and most frustrating at times, of my life. But it’s time to move on so I’m selling this car to make room and time for my next project. Rather than just list a bunch of parts I decided to give a brief history of this car. It’s a little much but I hope you get the idea. As the title says this is a 1988 Pontiac Fiero GT with the factory “T” tops. It’s powered by a 2001 Corvette LS1. It was created by me with the help of my brother and many vendors. Not the least of which was V8 Archie who supplied the basic package of parts needed to get the project up an running and the inspiration to finish it. Or, at least, most of the parts. The rest came from all over including, but NOT limited to The Fiero Store at (http://www.fierostore.com/) I have included links to some of these sites for those that would be interested in seeing what I have invested in the car or for anybody looking for parts for a similar project. It all started with a 1988 Fiero, automatic transmission found in W. Virginia and an engine bought on Long Island, NY. All of the major work was done at my brothers place on the Island with the finish work at my home in Florida. V8 Archie ((http://www.v8archie.com/v8fiero.htm) supplied the basic package of parts needed for the project. Some of which were the custom 4 core radiator, Center Force clutch, custom flywheel, engine/trans adapter, remote Meziere coolant pump and thermostat housing manifold, modified axles, engine/trans mounts and many other parts bits and pieces. The stock Fiero pedal hanger was changed to a clutch type for manual trans. and a new hydraulic line run. Engine mounting plates meant to be welded to the Fiero engine cradle were included but due to the fact this was the first LS1 conversion Archie had put together and due to the fact the LS1 mounts are different than the regular small block mounts I had to engineer, fabricate and install my own mounts. No big deal. Everything went together with no surprises. There is only a hundred pounds, or so, difference between the LS1 and the iron block V6 but I installed new Koni coil over suspension in the rear anyway while it was apart. Wheel bearings (hubs), rotors, calipers and pads were replaced all around with new or rebuilt parts, as available. All brake lines were replaced with new stainless lines. Fuel lines were also replaced with stainless. The stock Fiero 5sp trans, according to Archie, holds up very well behind modified small blocks. A little background on the trans as I expect many people will question it. As I did initially. It is a German designed Getrag M282 unit that was built, under license, by GM in Muncy, IN. Hence the nickname “Muncy trans.” It was used in the mid to late 80’s behind the V6 engines ONLY. It was used in FWD and RWD cars with minor differences in the way the shifter cables were routed. With aftermarket parts from Rodney Dickman (http://www.rodneydickman.com/catalog/) the FWD trans, which was used in later V6 cars, can be converted to the RWD (Fiero) configuration. The trans. that is presently in the car, is a NEW, as in BRAND NEW under 750 miles, unit with the 3.94 ratio as found behind the high performance Olds Quad 4, back in the day. I found a supply of these transmissions in GA. They were meant for export but went to salvage and somehow this guy got them. I should have bought TWO. I swapped to a 2sp manual shifter assembly and installed the short throw shifter from Rodney which works very well. Both cables were new when the trans. was installed. For anyone wanting further info on the M282 check here (http://rodneydickman.com/getraginfo.htm). Engine electronics are handled by a Painless Perfect Engine Management System and harness. I also added 3 multi pin bulkhead connectors to run all the engine bay wires through so if the engine/trans. ever has to come out, which can be done in about 30 minutes with a floor jack, engine crane and motorcycle lift, you need to disconnect THREE connectors ONLY. Even I can’t screw that up. The only weak link I found in this installation was the axles. The axles in the car now are from The Drive Shaft Shop (http://www.driveshaftshop.com/ ). Frank makes strictly high performance drive line parts for the high performance community. Axle problem solved. Every piece of hard ware that was removed during this project was replaced with stainless if/when available. The exhaust system is custom from the modified Sanderson block hugger headers back. It has short, full flow, mufflers?, and sounds great. Living in Florida, I passed on the heater. It could easily be hooked up with nothing more than some hoses and clamps. All ducting and controls are still in the car. The AC is also not hooked up. With some imagination that too could be done. You can ,again, probably imagine the shortage of room for accessories in the engine bay. Hanging a compressor would be tight but not impossible using one of the newer, small compressors available today. The condenser, evaporator and associated plumbing are still in the car. This is a hobby car for me so I really didn’t see the need. And rolled down windows, which are electric and work, seem much more appropriate. And one other point I should make is that this car, EVERYTHING, was accomplished on JACK STANDS in a driveway. It has never been on a lift. This should account for some of the work that WASN’T done on the car. The car is mostly stock inside with the exception of the dash, which is custom made. There is a complete assortment of gauges. Fuel level, fuel pressure, oil press, coolant temp, voltmeter, narrow band A/F, digital speedo and tach w/shift light. BFG Drag Radials are on the rear with newer street treads in front. The car is fully street worthy and I would have no qualms driving it a reasonable distance. I had the car on the track once. The day I learned about the weak axles. I have NOT raced the car since the axles were replaced. To be perfectly honest the car was NOT built to be a race car but to be a unique street car that will hold it’s own against most everything on the street. To that end it has performed admirably. There are many extras that will go with the car. I will no longer have a use for the MC lift, so it will go. I also have some LS1 specialty tools that will go. Two spare transmissions go with the car. They are somewhat scarce so I picked up a couple just in case. One of them, the first one I used, I had rebuilt and aftermarket LSD installed (http://gr8grip.com/index.htm). This was in the car initially when I installed the new trans. The new transmission in the car now has been updated with an aftermarket limited slip differential from the same guy I purchased the trans from (http://www.engineered.net/). The third one is out of a later model Chevy Beretta and is pure stock. I have most of the documentation that came with the parts used. Also some reference material. I will seriously consider a trade for a small pickup for partial or even full payment. Thanks for looking and good luck bidding.