Lots of stuff going on! As I look back, it is hard to believe that this all happened in one month. As a quick overview, I picked up the engine, finished the front fire wall, finished the inner aluminum door panels, fabricated a dash, took it to a show, and (this is the big one) figured out how to fit the engine, dry sump and alternator in while still being able to sit in the car. Yes, I have been working this whole time without knowing for certain if the engine and seats would fit. Keep in mind that a safety wall needs to be constructed between the engine and the seats. Sure I have made measurements, but until the engine arrived with all of the hardware on the front, it was impossible to know. I’ll tell you now; it didn’t just slide in. I want to say that I had a great time at the 9th annual St. Louis Fiero Show. What a blast! I wanted to have our local show be the first show this car attended. As it turned out, this was not only the first show my “baby” (the racecar) attended, but also the first Fiero show that OUR baby (our expectant child) attended. Two firsts in one day. I put the car all together and brought it as a “display only” car. I had a great spot at the end and lots of help from my friends/fellow club members. I also was very happy with the support I received. Since I am building the car, I know all of the “flaws” or things that I would have done better. Graciously, none of these items were brought up. Several Fiero owners mentioned to me that seeing my car made them think seriously about the possibility of a normally mounted engine for a street car. I believe that with the right planning, this type of car could be achieved and would be a nearly perfect car from an engineering and race balance stand point. A Fiero with this drivetrain would be a true mini supercar. I do want to apologize for not staying for the banquet. As it turned out, leaving early did give me a chance to make substantial progress on the dashboard. Thank you for understanding. As mentioned, my wife and I picked up the engine in mid-April. We met Paul and his wife Kay. Very nice people indeed. We covered some paper work and then I saw her…. The engine! To make a long story short, we had a lot of waiting to do. Paul had plenty of other things that had to be done and it took nearly 4 hours to get around to loading the truck. I also chased him around the shop asking questions about the type of coolant system, oil system, and ignition system to run. After lots of great pictures and movies in his shop, I asked if he would sign my book and allow me to get a picture of the three of us. He jokingly said that he would “break the camera”. As it turned out, he was right. As I was preparing for the shot, I set the camera on a stool and when I went to pick it up, it dropped and hit the floor. My stomach flipped. I tried my best to get it back together for the photo, but as you can see, it was not in focus. I have fixed it since then, but the moment passed. At least I got something! The engine has many impressive specifications that I’ll share. The parts list reads like a Winston Cup car; 412 ci, Callies crank, JE pistons, Comp cam, and prototype Pontiac 867 heads. That’s right, I said prototype. Again, there has been another original part put into the car. Best of all, now I can say that the car is “powered by Pontiac”! As it turns out, the heads he sold me with the motor were heads that he received from Pontiac Motorsports (John Callies) in 1984ish to use as development for Winston Cup racing. This set of heads lays claim to the following firsts; the first “hot burn” chamber, the first 60/40 heads, and the first high intake. Other helpers around his shop couldn’t believe that he was selling these heads. Paul said “well, it’s my personal engine, and they come with the motor.” Don’t worry, I’ll take good care of them Paul. As for other specifications, the carburetor flows 930 cfm and the cam is pretty major. Gross lift on the intake is 0.696 and on the exhaust, it is 0.672. Duration at 0.050 is 269 and 274 on the intake and exhaust respectively. Lobe separation is 106 degrees. Basically, this car will have a serious lope and trouble idling at 1200 rpm. I love it! If any Mustangs, Vipers, or Cobras want to pick on a Fiero, bring it on! Okay, that wasn’t very nice. After the show, I got a chance to work on the dash. The layout and fabrication took a lot longer than I had anticipated for such a simple part. Just make some metal brackets and slap some aluminum sheet metal on it, right? Not a chance. After 5 days of 3-hour sessions, I am close. It is about 90% complete, but I forgot to make a place to mount the ignition switches. I felt dumb. The good news is that I do have a back up plan and things will be all right if I can’t get it to fit in the driver’s side dash. Last but not least, the fitting of the engine. I put the tranny and the engine together (without the clutch) to verify the fit I had measured back in January. As I got close, I found there was a ½” interference fit between the carb and the upper firewall cross tube. Time to cut! I removed the cross tube and installed the “X” bracing in the back window. This should supply plenty of support. The dry sump was too high also. I had to reposition it about 2 inches lower to keep from hitting the seat. The drivers side valve cover was also an issue because it came within 3/8” of the seat backing. To give the proper clearance for the engine shroud, I moved the seats forward 1 5/8”. The seating is still okay for my height. I did not have to sacrifice seat angle. Since then I have figured out how to make the alternator fit behind the lower portion of the passenger seat. Within the next two weeks, I plan to get the engine shroud and fuel cell cover completed. At the same time, I hope to find headers that will work for me. Next, I will mount all of the tanks. I have determined where all of them will go; it is just a matter of mounting them. The tanks include the oil tank, coolant surge tank, heat exchanger, breather tank, coolant overflow tank, and remote oil filter. I am planning to take the last week of May off at work and spend 9 days with the car. I should be able to get all of the wires, hoses and lines laid in the car. Shortly after that, I’ll try to start her up!