My 3.5L V6 MR2 Project
Discussion
Yep was originally intending to use a G4 Storm that I had bought for supercharging the old VZ. However it was looking like it was never going to work properly with the VVTi. So had to fork out for a brand new OEM ECU without any of the immobiliser stuff on it.
Will be keeping the DBW throttle, be interesting what the difference is if any.
Will be keeping the DBW throttle, be interesting what the difference is if any.
It's slightly strange at 1st with all that torque on tap and the instant dbw throttle.
You don't get any cable slack before power is applied so you learn to not ride the accelerator i would imagine.
Certainly from driving Tommi's up and down the yard, it was different but a step in the right direction. Will be fun on the edge
You don't get any cable slack before power is applied so you learn to not ride the accelerator i would imagine.
Certainly from driving Tommi's up and down the yard, it was different but a step in the right direction. Will be fun on the edge
Been a busy bunny today while the sun has been shining 
Picked this up last weekend for £40, you can still get bargains on Ebay if you look
Same as the last one I had, figure it will be just the right volume with a high flow CAT in the system too.
Decided it was time to get the engine and gearbox mated up. it meant grinding a few bits off the block to make clearance for various bits on the gearbox. The main one being the cut out for the clutch slave cylinder. Had to cut out quite a bit. All a bit tense as it's not something I like to do grinding a rather expensive block.
Can see where I had to grind the block to clear the output side of the gearbox
I also drilled out a hole on the block for an M14 helicoil. Did all this and don't have an M14x1.25 bolt
anyway I managed to get the engine and gearbox together and will put the bolt in once it arrives. It's easy enough to get to at the top of the engine.
Once that was done I fitted the supported shaft setup. It meant a bit of fettling of the driveshaft seal protection collar by moving it outwards, so the shaft sits in the gearbox a little bit more. Also moved the mounting point of the 2GR support bracket. Together it meant I managed to get the retaining C clip in......just
Rang around about 20 motor factors to source the serpentine belt the right length, had to go upto Glasgow for it. Fitted perfect with just the right amount of adjustment left in the idler tensioner for when it stretches a bit. With this in place I could then fit the modified mount for that side.
As you can see everything is bloody close. Hopefully shouldn't have to change the belt for a long time, especially as the mount would have to come off to get a new one on.
With that all done, it was pretty much ready to go in. I was going to start that Sunday, but had a bit of spare time so this happened:
Just hanging there and will be bolting it in tomorrow as it takes 2 to move the block while someone gets the bolt through. I might actually get to a point where the subframe, driveshafts, and hubs go back on. Might even be sat on it's wheels tomorrow night
Picked this up last weekend for £40, you can still get bargains on Ebay if you look
Same as the last one I had, figure it will be just the right volume with a high flow CAT in the system too.
Decided it was time to get the engine and gearbox mated up. it meant grinding a few bits off the block to make clearance for various bits on the gearbox. The main one being the cut out for the clutch slave cylinder. Had to cut out quite a bit. All a bit tense as it's not something I like to do grinding a rather expensive block.
Can see where I had to grind the block to clear the output side of the gearbox
I also drilled out a hole on the block for an M14 helicoil. Did all this and don't have an M14x1.25 bolt
anyway I managed to get the engine and gearbox together and will put the bolt in once it arrives. It's easy enough to get to at the top of the engine.Once that was done I fitted the supported shaft setup. It meant a bit of fettling of the driveshaft seal protection collar by moving it outwards, so the shaft sits in the gearbox a little bit more. Also moved the mounting point of the 2GR support bracket. Together it meant I managed to get the retaining C clip in......just
Rang around about 20 motor factors to source the serpentine belt the right length, had to go upto Glasgow for it. Fitted perfect with just the right amount of adjustment left in the idler tensioner for when it stretches a bit. With this in place I could then fit the modified mount for that side.
As you can see everything is bloody close. Hopefully shouldn't have to change the belt for a long time, especially as the mount would have to come off to get a new one on.
With that all done, it was pretty much ready to go in. I was going to start that Sunday, but had a bit of spare time so this happened:
Just hanging there and will be bolting it in tomorrow as it takes 2 to move the block while someone gets the bolt through. I might actually get to a point where the subframe, driveshafts, and hubs go back on. Might even be sat on it's wheels tomorrow night
Ug_lee said:
A new engine conversion became available early last year. It's a 3.5 VVTi V6 Toyota unit (same as powers the Lotus Evora) There has now been a number of dyno runs for this conversion, and removing the restrictive intake and exhaust system returns approx 325Hp. Not bad from the original 270-275.
Shouldn't be too difficult to be honest, the tubular manifolds that I have 'may' work with the Evora chassis, but the guy that makes them was unsure.
However I'm sure he was willing to do someone a deal for them to try them out at a heavily discounted amount, with a full refund if they didn't fit. I can vouch for the chap, he really knows his stuff.
I'm sure he was on the Evora owners forum a while back but interest was low at the time.
If the manifolds are good with the Evora chassis, then it's a custom decatted/sports catted exhaust. And a freer flowing intake. I can't see it been no more than £1500 to acheive this.
The engine really is a peach and responds very well once all the restrictions have been removed. It may get even better results due to the increased redline the Evora has compared to my engine. This power increase has been dyno proven on different cars in different countries with very similar results. I have his contact details if you're interested?
However I'm sure he was willing to do someone a deal for them to try them out at a heavily discounted amount, with a full refund if they didn't fit. I can vouch for the chap, he really knows his stuff.
I'm sure he was on the Evora owners forum a while back but interest was low at the time.
If the manifolds are good with the Evora chassis, then it's a custom decatted/sports catted exhaust. And a freer flowing intake. I can't see it been no more than £1500 to acheive this.
The engine really is a peach and responds very well once all the restrictions have been removed. It may get even better results due to the increased redline the Evora has compared to my engine. This power increase has been dyno proven on different cars in different countries with very similar results. I have his contact details if you're interested?
Edited by Ug_lee on Sunday 11th April 10:22
Cheers everyone.
It's a road car so will never really reach its limits under my ownership to be honest. But in the dry I find myself running out of bottle way before the car is at the point of letting go. Fantastic amount of grip.
In the wet I just take it easy, really is a handful if you try pushing it. I'm sure I'll find a big responsive n/a engine to be more predictable in untoward conditions compared to the turbo, with its iffy throttle response.
Everything is now mechanically fitted to the car. I sent my loom off to a company in the States to do the wiring work for me. However after agreeing a price before I sent it, they upped (almost doubled) the original estimate once they received it
.
So it was coming back to me unmodified but a volcano decided to erupt and it looks like I'm in for a lengthy wait to get my looms back.
It's a road car so will never really reach its limits under my ownership to be honest. But in the dry I find myself running out of bottle way before the car is at the point of letting go. Fantastic amount of grip.
In the wet I just take it easy, really is a handful if you try pushing it. I'm sure I'll find a big responsive n/a engine to be more predictable in untoward conditions compared to the turbo, with its iffy throttle response.
Everything is now mechanically fitted to the car. I sent my loom off to a company in the States to do the wiring work for me. However after agreeing a price before I sent it, they upped (almost doubled) the original estimate once they received it
.So it was coming back to me unmodified but a volcano decided to erupt and it looks like I'm in for a lengthy wait to get my looms back.
They stated that it would be a much more complex job than initially thought. 
Which doesn't really ring true as I'd specifically bought a brand new ECU without immobiliser and smart key options. Two of the most problematic issues with this swap eliminated.
They have apparently done this swap before, so not sure how it can suddenly become more involved than at first thought. My suspicion is they saw an opportunity to make a tidy profit from Johnny foreigner.
Anyhooo looks like I will be tackling it with a mate and we will get it done (although slowly) without blowing anymore money than I already have on this project. It's like a money sponge this thing!
Which doesn't really ring true as I'd specifically bought a brand new ECU without immobiliser and smart key options. Two of the most problematic issues with this swap eliminated.
They have apparently done this swap before, so not sure how it can suddenly become more involved than at first thought. My suspicion is they saw an opportunity to make a tidy profit from Johnny foreigner.
Anyhooo looks like I will be tackling it with a mate and we will get it done (although slowly) without blowing anymore money than I already have on this project. It's like a money sponge this thing!
That is EPIC! What a conversion! I have driven a mk2 MR2 turbo that was bone stock and I have to agree the grip is incredible but in the wet... eep! I really appreciate someone doing an engine swap, not just for ultimate power or straight line speed but to enjoy the car more, make it drive more predictably.. it's different & refreshing! Added to that it will go like *STINK* and sound amazing! As they say - no replacement for displacement
That's the aim with this swap.
In my opinion too many people go for big power figures out of the turbos. Along the way they gain power but at the expense of driveability and have a huge slab of power that arrives in the final 3-4K revs with bugger all below that. Great for dragstrips/trackwork but it doesn't make a particularly nice driving experience on the roads.
Should I find 320Hp lacking there is a kit been developed to add a C38 series Rotrex supercharger
Cheers DM, I consider it about halfway done at the moment, the wiring is going to be a long drawn out affair I reckon
In my opinion too many people go for big power figures out of the turbos. Along the way they gain power but at the expense of driveability and have a huge slab of power that arrives in the final 3-4K revs with bugger all below that. Great for dragstrips/trackwork but it doesn't make a particularly nice driving experience on the roads.
Should I find 320Hp lacking there is a kit been developed to add a C38 series Rotrex supercharger
Cheers DM, I consider it about halfway done at the moment, the wiring is going to be a long drawn out affair I reckon
Edited by Ug_lee on Sunday 25th April 19:43
Haven't updated this in a while
Engine is in and mechanically ready to run. All fluids are in too.
Changed the front end of the car over. It has been off the road at some point in its life and the repair was s
t. Didn't want to get it reprayed as the original paint just seems a lot harder wearing.
Front end off the car:
The search for decent original body panels only to be dissapointed on arrival meant I accumulated a few extra bits
TRD torque mounts have gone in, hope to strike a happy medium between OEM and rock hard polybushed mounts as I want things to stay reasonably civil, the old ones were gubbed:
Have got the exhaust and intake all sorted now. No chance of fitting a high flow CAT. Hopefully pass emissions anyway..................
Really happy with the intake, looks the business (got shortened bolts for the throttle body now):
The exhaust has a nice smooth merge for the 2 banks. Sits a bit lower than the oil sump but should be okay. Not easy to get underneath shots since it has been lowered:
Going over the subframe:
I initially installed the engine loom with all the old un-needed plugs on. Idea was to get it running and then start on cleaning everything up. Problem is you struggle to see the wood for the trees. I had everything connected up I thought I needed to get it going but it refused to fire up when cranking.
After spending a day going over everything checking everything I had connected up between the MR2 loom and the new engine loom I was happy with it all. Just not firing.
Following a bit of advice I decided to just get stuck in and remove all the old plugs and un-needed wires. Maybe it would turn up the odd wire I had missed. On removing the loom I found out why it probably didn't fire up. Left the crank position sensor unplugged!
Anyway I was buggered if I was putting it all back in so ploughed back on with the removal of all the un-needed wires. Quite a lot of them......
What was removed:
Much happier now and it cleans up the engine bay. Nothing missed so it's a case of reconnect everything back up the way I had it and try again (with the crank position sensor plugged in)
Here it is as it stands now:
Hopefully fire up in the next week or two once back from sunny Africa
Engine is in and mechanically ready to run. All fluids are in too.
Changed the front end of the car over. It has been off the road at some point in its life and the repair was s
t. Didn't want to get it reprayed as the original paint just seems a lot harder wearing.Front end off the car:
The search for decent original body panels only to be dissapointed on arrival meant I accumulated a few extra bits
TRD torque mounts have gone in, hope to strike a happy medium between OEM and rock hard polybushed mounts as I want things to stay reasonably civil, the old ones were gubbed:
Have got the exhaust and intake all sorted now. No chance of fitting a high flow CAT. Hopefully pass emissions anyway..................
Really happy with the intake, looks the business (got shortened bolts for the throttle body now):
The exhaust has a nice smooth merge for the 2 banks. Sits a bit lower than the oil sump but should be okay. Not easy to get underneath shots since it has been lowered:
Going over the subframe:
I initially installed the engine loom with all the old un-needed plugs on. Idea was to get it running and then start on cleaning everything up. Problem is you struggle to see the wood for the trees. I had everything connected up I thought I needed to get it going but it refused to fire up when cranking.
After spending a day going over everything checking everything I had connected up between the MR2 loom and the new engine loom I was happy with it all. Just not firing.
Following a bit of advice I decided to just get stuck in and remove all the old plugs and un-needed wires. Maybe it would turn up the odd wire I had missed. On removing the loom I found out why it probably didn't fire up. Left the crank position sensor unplugged!
Anyway I was buggered if I was putting it all back in so ploughed back on with the removal of all the un-needed wires. Quite a lot of them......
What was removed:
Much happier now and it cleans up the engine bay. Nothing missed so it's a case of reconnect everything back up the way I had it and try again (with the crank position sensor plugged in)
Here it is as it stands now:
Hopefully fire up in the next week or two once back from sunny Africa
Edited by Ug_lee on Tuesday 22 June 15:52
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