Buying an MR2 - Help!
Discussion
dai1983 said:
This has been a conversion I've been interested in for some time. Any chance you could make a build thread on here?
How does it compare to standard and how does it affect your insurance?
You can also fit different V6 (or v8) engines but are more involved than a 2zz.
You need a special dipstick tube, engine mount and wiring harness which can be bought from MWR in the States. Their shipping costs are mental though. Then you need an exhaust header, a Celica ECU and of course your engine. How does it compare to standard and how does it affect your insurance?
You can also fit different V6 (or v8) engines but are more involved than a 2zz.
In addition you need the Celica gearbox as the MR2 6 speed doesn't have the right ratios to keep the engine in lift during gear changes. You would also have to transfer an MR2 LSD into the Celica box. You need a few additional bits with the gearbox.
This varies ever so slightly if you have an import with no immobiliser etc.
I was asked about doing a build thread before, might do this time.
As for insurance, I have a trade policy so don't know.
The difference between them is big, they feel quite similar up until 6000rpm where the 2zz hits cam and just takes off. It's the perfect engine for the car. It gives it the straight line speed to match the chassis. The end result is excellent, cheap to run, fast, cheap parts, involving drive. If Toyota made them originally they'd have sold loads.
As for insurance, I have a trade policy so don't know.
The difference between them is big, they feel quite similar up until 6000rpm where the 2zz hits cam and just takes off. It's the perfect engine for the car. It gives it the straight line speed to match the chassis. The end result is excellent, cheap to run, fast, cheap parts, involving drive. If Toyota made them originally they'd have sold loads.
dai1983 said:
You can also fit different V6 (or v8) engines but are more involved than a 2zz.
V6s are do-able - there are a few firms in the UK that would take that on.V8 into a mk3 ? There isn't the room. You also have to question whether you want v8 weight behind you in a light car.
Escy said:
...up until 6000rpm where the 2zz hits cam and just takes off...
It's this 6000rpm thing that fails to sell that engine to me. The "TVIS" in my mk1a MR2 kicks in at I think 3750rpm* which is low enough in the rev range that you can reach it quite readily and then you have almost 4000rpm's worth of "power" to enjoy above that. Extra power kicking in after you've slogged all the way to 6000rpm with only 2000rpm to go before you have to shift sounds a bit crap to me.(*In the Mk1b, which most surviving MK1s are, it was higher, I believe.)
gavsdavs said:
V6s are do-able - there are a few firms in the UK that would take that on.
V8 into a mk3 ? There isn't the room. You also have to question whether you want v8 weight behind you in a light car.
I think it was Olberj on here that was putting a V8 audi engine in one. He's done a few v6's too IIRC.V8 into a mk3 ? There isn't the room. You also have to question whether you want v8 weight behind you in a light car.
Escy said:
You don't need the dipstick or wiring loom. The wiring is simple, the 1zz dipstick will fit. You do need to make one bracket for an engine mount. There is an off the shelf exhaust manifold for the conversion which only costs £100
Yeah I know about the kit from MWR and the basics of the conversion. Would be good to have a look at someone doing it. Before and after runs to compare the two engines.Who said it looked girly? : http://m.ebay.co.uk/itm/161435639033?nav=SEARCH
dai1983 said:
I think it was Olberj on here that was putting a V8 audi engine in one. He's done a few v6's too IIRC.
Paul Woods put an Audi V8 in a mk1. Combined with the size of the gearbox needed for one, bad things were done to the chassis/bulkheads with a plasma cutter. It's a question of how much you really want to do it for the hell of it and how far off the norm you want to go. The Mk3 bay is even more restrictive.I don't know about you but i don't think i'd consider driving a car that's undergone such mods AND has 3 times the power that the chassis was intended for.
gavsdavs said:
Paul Woods put an Audi V8 in a mk1. Combined with the size of the gearbox needed for one, bad things were done to the chassis/bulkheads with a plasma cutter. It's a question of how much you really want to do it for the hell of it and how far off the norm you want to go.
I don't know about you but i don't think i'd consider driving a car that's undergone such mods AND has 3 times the power that the chassis was intended for.
Me neither to be honest. On paper and for ease the 2zz conversion looks like the way to go if you want to replace a nackered 1zzI don't know about you but i don't think i'd consider driving a car that's undergone such mods AND has 3 times the power that the chassis was intended for.
Bennet said:
It's this 6000rpm thing that fails to sell that engine to me. The "TVIS" in my mk1a MR2 kicks in at I think 3750rpm* which is low enough in the rev range that you can reach it quite readily and then you have almost 4000rpm's worth of "power" to enjoy above that. Extra power kicking in after you've slogged all the way to 6000rpm with only 2000rpm to go before you have to shift sounds a bit crap to me.
(*In the Mk1b, which most surviving MK1s are, it was higher, I believe.)
It's nothing like a 4age (I've had 20v 4age with VVT and that's nothing like a 2zz either). It's the cam profile that changes at 6000rpm. What you got to remember is that this is a naturally aspirated engine producing over 100bhp per litre. It's always going to have a peaky nature. (*In the Mk1b, which most surviving MK1s are, it was higher, I believe.)
They aren't the easiest engines to get the most of, you really need to drive them hard. They don't always feel a good match for a Corolla or a Celica but in a light weight rear engined sports car it feels perfectly matched.
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