I am wondering what it would take to put a S2 L67 into my 93 SSEi? I know motor, tranny, PCM and Wiring harness. Would it be best to try to find a 96 PCM so that I can keep my tranny? What would need to be rewired on the interior to do this? Again, this would be done on the cheap, so telling me to get a 97-99 engine and trans is out of the question. I know that Spiral did it a while ago, but I have no way of contacting him as he has been away for quite some time.

All help is appretiated, and please keep it constructive and on topic.

Your trans wiring will have to be changed, and I can appreciate you trying to do this on the cheap, so let'* assume the subframe from the donor is out (since you don't want the 65E anyway). The only difference is that the 93 uses a thermal switch (thermistor) that is either open or closed to put you in limp mode if the trans exceeds a certain temp, where the 94-96 trans uses a sensor to report to the PCM the actual trans temp, and lets the PCM determine limp mode based on temp, rather than a dataline bit.

The conversion has been done a couple times before from 93-95, or 92-95 on this Forum. The 93-96 should be no different.

Wiring harness, PCM, and engine from the donor. You'll end up with a traditionally unsupported PCM, but Jet does have a couple modules for you, and DHP may be able to help also when you decide to add a few mods.

The 4T60E is NOT prone to a higher failure rate in 96'*, despite the S2 motor, but it may have had more torque management in the PCM. You should be fine, since you'll use a 96 PCM.

I think you can do this for the cost of the motor and PCM, plus a couple hundred more max. FrankenBonne is your guide. Just make sure your trans is in good shape to start with, and be prepared to deal with it later, as you would anyway. It might be cool, since the S1 is very harsh on the second gear clutches, since your S1 L67 peaks it'* torque right at the 2nd gear shift, but the S2 won't, so it'll put the wear and tear somewhere else in the trans.

It'll also relieve the low-end hammer job your S1 would give the diff. The S2 isn't notorious for that, as it delivers it'* torque at a higher RPM.

Spiral did it by modifying the series 1 L67 engine harness and using a gmtuners chip.
I think that would be the cheapest route.
Ryan may already have an off the shelf chip since it'* been done before.
You'll have to drill the S2 L67 flex plate for the 4t60 converter if you don't have the donor'*.
Some people use the L36 flex even though they are balanced differently.

it'* my understanding from my trans shop that the Series I and Series II 4T60E'* have different patterns for bolting up to the engines.
That'* all I can give here.

Nope, they don't unless there is something changed where the transmission mounts in the back of the engine.

Spiral'* AIM = "o CrayonGuy o" he'* moved on to bigger and better things though. But he'll be able to help you out for sure.

I doubt the GM Tuners chip for the swap at this point. F14crazy'* power has dropped off recently with his hybrid, and it isn't the boost. I suspect it'* PCM related.

I think the SAFE route is to start with a stock 96 PCM and go from there.

F14crazy'* setup is completely different and the swap has been done before.
I have no doubts after my experience with him as well as reading about all the other chips hes done.
Edit.
Didn't feel like making another post in here but I'm still sticking by this...

Very little has been done for Bonnevilles by GM Tuners. I see no reason to go there for Geoff, considering the fact that a 96 PCM will work just fine for him, and is proven by other production cars.

DHP does 96 PCM'* for the Bonneville'*.