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post #1 of 77 (permalink) Old October 24th, 2006, 00:31 Thread Starter
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2ZZ Write-Up

Write up for installing 2ZZ-GE with C-60 into MK1. If you choose to use an alternate transaxle, changes may have to be modified. Ill try my best to remember everything and add part #'s where applicable.


1. Mounting Points- All 3 transaxle mounts can be used from the C-52. Some fab work is necessary for the passenger motor mount.

2. Evap/Fuel system - make returnless, somewhat extensive
- https://www.mr2oc.com/showthread.php?t=144375

3. Slave cylinder - minor requires 3/16 female to male M12 coupling (brake fitting) From the firewall chassis fitting to 3/16" aluminum brake line. Use tube bender to make custom bends. Attach to the C-60's slave.

4. Header - reweld flange or contact David Lea (LittleRocket) who sells Brad Bedell's header. I custom frabricated my own B-Pipe. Bedell may eventually have a B-Pipe available.

5. Axles - 91+ MR2 N/A non-ABS

6. Power Steering Pump removed - 1ZZ Idler pulley PN:13570-22010

7. Coolant/Heater hose - custom setup, many ways to do this.

8. Clutch selector cable bracket - Moddified C-52 bracket to sit higher on the C-60

9. Transaxle Mod - Note: I used a transaxle from a JDM Fielder which is like that of the Matrix/Vibe. I had to reverse the select lever to exit the front of the housing. Using the Celica version does not require this mod. PapoJ rotated the selector lever 180* to match the cables, but used a C-52 bellhousing. This allowed for him to use the C-52 cable bracket in the factory location. I modified my C-52 bracket to sit higher like it did on the original transaxle. All internal springs, clips, select levers, etc. were swapped from the Fielder's select lever shaft to the Celica's version select lever shaft.

Celica select lever shaft. PN: 33261-20080

9. Dipstick and Tube - MRS 1ZZ
- some minor tweaking was required to get it to fit.
Dipstick PN: 15301-22040
Guide(tube) PN: 11452-22040

10. Fuel Line - filter to fuel rail. I cut banjo fitting from the fuel line of the 4AGE where it mates to the filter and the quick-connect from the 2ZZ fuel line where it attaches to the fuel rail. These fittings were already barbed and inserted into 5/15" fuel injection hose. *Dont Use Fuel/Evap Hose* Its not rated for the higher PSI. Hose clamps should be used as well. 1 hose to connect the 4AGE filter to the 2ZZ rail.

I still have my notes and the JDM Pinouts(wiring diagram), Connector Chart and Fuse/Relay Box for the early version of the Fielder/RunX/Alan in PDF format. Extensive...

*Info from a PM to mr220v*
This is how I have wired mine thus far.

I used the molex(N1) in the trunk and M1 and M2. I picked up mating connectors from the salvage yard. These were mated to coresponding wires of 2 of the ECU connectors, engine harness connectors and the added fuse box.

I used the fuse box from the Fielder to incorperate other fuses and relays. One of the relays was made the C/Open and also used the EFI relay and fuse for the EFI system. Unused fuses, relays and associated wiring were scrapped.

I basicly used the MR2's fusebox to run some of the components intended. The Fielder's box was used to supply power to parts of the system I didnt think I could reconfigure. I was basicly trying to wire the 2ZZ as the engine would have originally been wired, basicly for OBD2 purposes.

The two systems are wired differently and being that I am no expert tried to do this in the most simple fashion for my understanding. The principles between the two systems are similar, but routing is different.

On a cpl of other notes, this being an OBD2 system, it only has one O2 sensor. I found this suprising, but I guess there are different regulations in Japan.

The Celica's pinout indicates 2 O2's where this system only has wiring for 1, which splices into the OBD2 port. I also have the Fielder's exhaust and only 1 4-wire O2 sensor came with it.

The OBD2 port will be in my trunk as opposed to under the dash.

The only thing I havent figured out how to wire up are my oil sending wire, water temp wire and the VSV for the evap. (4age sending unit tee'd into the oil pressure sensor at the oil filter. Coolant temp sending unit yet to be installed. I have thought about the blocks drain-cock, but unsure.) I have one plug in the new system I dont have all the pinouts for and Im sure it mates to the oil and water. (I Found this to be incorrect. This connector had wires for the charging system) Im also under the impression that the Celi evap I purchased may be different than that of the JDM version as this schematic doesnt cover that VSV. The Celi's did cover the wiring for it. This is something Ill have to work around or reconfigure once Im up and running.


I will fix and/or add info as I remember or locate it.

Last edited by blown59; July 1st, 2007 at 21:47. Reason: Part #'s
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post #2 of 77 (permalink) Old October 24th, 2006, 12:30
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What's your overall impression of the motor in the MK1?

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post #3 of 77 (permalink) Old October 24th, 2006, 12:50 Thread Starter
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Quote:
Originally Posted by casualsax3
What's your overall impression of the motor in the MK1?
That's a bit of a biased question, but I definately give it two of these For an n/a car with no mod other than the exhaust and intake, its a real blast. Mindseye open is the only one on the board who has driven in it or next to it. Maybe he will shed an unbiased opinion of it

FYI on the header, it was not designed as a performance piece. It was designed to make the 2ZZ fit in the MRS, without loosing hp or tq. It took them about the 6 or 7 prototypes to achive this.
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post #4 of 77 (permalink) Old October 24th, 2006, 14:25
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Quote:
Originally Posted by blown59
That's a bit of a biased question, but I definately give it two of these For an n/a car with no mod other than the exhaust and intake, its a real blast. Mindseye open is the only one on the board who has driven in it or next to it. Maybe he will shed an unbiased opinion of it

FYI on the header, it was not designed as a performance piece. It was designed to make the 2ZZ fit in the MRS, without loosing hp or tq. It took them about the 6 or 7 prototypes to achive this.
Its a nice engine choice, you get the benefits of a 4age, in a all alloy form, and bigger capacity to boot, + lots of tuning goodies out there, such as Turbo kits, and superchargers, and a set of throttle bodies would be nice also.

Dave


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http://www.youtube.com/watch?v=XjFEgGsXii8
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post #5 of 77 (permalink) Old October 24th, 2006, 14:36
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Be careful using the 1ZZ dipstick - it doesn't position the dipstick properly in the pan. When I did the swap in my Spyder, I put the 1ZZ tube and stick next to the 2ZZ ones out of the car and it was enough to run 1/4-1/2 quart low when the stick says everything is fine.

This is the bottom of both sticks side by side when the bottom of the tubes where lined up:

David Hawkins - 93T 00TRDII(2ZZ/6spd) 93ST185

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Last edited by David Hawkins; October 24th, 2006 at 14:38.
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post #6 of 77 (permalink) Old October 25th, 2006, 10:52
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what kind of performance are you getting out of this one? How much would you guestimate you spent on parts for it? Sounds very interesting.
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post #7 of 77 (permalink) Old October 25th, 2006, 11:24
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Did you use the stock ECU from the 2ZZ or what, can you send diagram of pin outs that you have to yellowgizmo99 at yahoo, thanks. I have one I was going to put in an MK3, but they are working on a supercharger setup I might look at instead.
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post #8 of 77 (permalink) Old October 25th, 2006, 11:32
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This is a very cool swap. Cost would be pretty high as the cheapest i've seen a 2zzge engine and tranny for is $2400. You would save some money by using the mk3 mr2 tranny as that 6speed tranny typically sells for $1000 by its self. A decent 2zzge is going to be $1500.

I suppose if you found good deals and did absolutely all the work yourself, you might get this swap done for $2500 or possibly less if you took a risk on a higher mileage motor. I suspect though that most people won't be able to manage this, so $3500+ would be more likely.

2zzge's are always going to be in high demand. Lots of potential swap vehicles and people are always tearing them up. That is one advantage the 4age 20v has, its an orphan and can be had for $400 to $800 and still makes a nice chunk of power.

Its going to be a long time before you can get decent 2zzge's under $1k, but if you want the fastest stock engine available for the mk1 that is still a mostly bolt-in proposition (3sgte is no where near bolt-in) and you don't mind paying up a good bit, then this swap is for you.

I would imagine this swap would rival stock 2nd gen mk1.5's.
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post #9 of 77 (permalink) Old October 25th, 2006, 12:35
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After being lucky enough to ride in Blown59's 2zz swap, I was impressed!!! Now I will preface this by saying the only other MR2 I have driven was my 89Na, which was fun but nothing special. The 2zz adds lots of extra butt dyno power, and he has no problem braking the tires loose, the parking lot at my shop has proof of that , Blown59 is helping me get my 20vsilver put in, we should know more about the direct comparison in a few weeks.
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post #10 of 77 (permalink) Old October 25th, 2006, 15:15
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now thats what i'd like to see, a 20v versus 2ZZ comparo. I'm sure the 2ZZ makes a bit more power, but how does it compare to the smooth power curve of a 20v? And then price kinda splits them up so far, unfortunately.

But its good to hear that it doesn't sound like too terribly difficult of a swap beyond the 20v level of things. Tho i still think a late-gen 3SGE would be even better...

Maybe someday i'll get a chance to test out all 3.
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post #11 of 77 (permalink) Old October 25th, 2006, 17:03 Thread Starter
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Quote:
Originally Posted by allenbvSpyder
Did you use the stock ECU from the 2ZZ or what, can you send diagram of pin outs that you have to yellowgizmo99 at yahoo, thanks. I have one I was going to put in an MK3, but they are working on a supercharger setup I might look at instead.
Billy
Yes, stock ECU. I have the JDM version though, which is different than the US. The engine you have, is it US Celica or JDM Allan/Fielder/RunX??? I have pinouts for both.

Quote:
Originally Posted by Dumbscout
what kind of performance are you getting out of this one? How much would you guestimate you spent on parts for it? Sounds very interesting.
Performance:https://mr2oc.com/showthread.php?t=211491

How much have I spent? I payed fair market value for the 35-40k engine at the time it was purchased. Tranny was thrown in for free, as I bartered for several days. It had a broke bolt casting for the trannymount on the case. Tranny turned out okay, just needed to be welded. My dad's buddy aluminum welded and built the bolt location back up. I drilled and tapped... good as new. Other than that, a buddy helped me in the home stretch when I couldnt get the car to turn-over. After a few hours of work we found I needed to swap and/or attach ~3 wires. Other than that bit of help I did 100% myself in ~4 months.

Last edited by blown59; October 25th, 2006 at 17:08.
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post #12 of 77 (permalink) Old October 25th, 2006, 18:15
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sweet...pics/video?
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post #13 of 77 (permalink) Old October 26th, 2006, 05:19
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It is the US version and thanks for the infro.
Billy
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post #14 of 77 (permalink) Old October 28th, 2006, 07:02
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I'd like to see a vid!
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post #15 of 77 (permalink) Old October 28th, 2006, 22:48
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I would really like to see pictures or video as well.

Eric
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post #16 of 77 (permalink) Old October 29th, 2006, 08:31
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http://www.cardomain.com/ride/2255550/
^^Here are your pics!!!
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post #17 of 77 (permalink) Old October 30th, 2006, 10:04
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Hey Jeff, its Jordan from the auto-x. I forgot that I had a different login on this site. I was wondering if you had reverse? I saw you push the car backwards and then drive it forward.

BTW, I have seen this in person and it is a very clean swap. if he had some heat shield on the exhaust manifold, most people wouldnt be able to tell that it was a swap unless you knew that the head flows the opposite direction stock.
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post #18 of 77 (permalink) Old November 1st, 2006, 08:21 Thread Starter
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Quote:
Originally Posted by rearwheelsonly
Hey Jeff, its Jordan from the auto-x. I forgot that I had a different login on this site. I was wondering if you had reverse? I saw you push the car backwards and then drive it forward.

BTW, I have seen this in person and it is a very clean swap. if he had some heat shield on the exhaust manifold, most people wouldnt be able to tell that it was a swap unless you knew that the head flows the opposite direction stock.
Thanks for the compliments. It was a pleasure meeting you on Sunday.

As for the reverse thing... I have no reverse currently. Im still using the selector shaft output cap on what is now the backside of the selector shaft housing. I'm thinking I need to convert to the Celi's selector shaft cap. The spring setup on the shaft is not allowing me to apply the needed pressure to engauge through the lockout mechanism. I just need to breakdown and purchase the correct pieces. It's been one of those things that hasnt been much of an inconvience.
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post #19 of 77 (permalink) Old November 1st, 2006, 12:11
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Well good luck. I would really like to take a ride in your car when next season rolls around. I am still amazed at how clean and natural it looked in the engine bay. Maybe it was from shock but I dont think so.
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post #20 of 77 (permalink) Old November 5th, 2006, 09:38
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Quote:
Originally Posted by blown59
Write up for installing 2ZZ-GE with C-160 into MK1. If you choose to use an alternate transaxle, changes may have to be modified. Ill try my best to remember everything and add part #'s where applicable.


1. Mounting Points- All 3 transaxle mounts can be used from the C-52. Some fab work is necessary for the passenger motor mount.

2. Evap/Fuel system - make returnless, somewhat extensive
- https://www.mr2oc.com/showthread.php?t=144375

3. Slave cylinder - minor requires 3/16 female to male M12 coupling (brake fitting) From the firewall chassis fitting to 3/16" aluminum brake line. Use tube bender to make custom bends. Attach to the C-160's slave.

4. Header - reweld flange or contact David Lea (LittleRocket) who sells Brad Bedell's header. I custom frabricated my own B-Pipe. Bedell may eventually have a B-Pipe available.

5. Axles - 91+ MR2 N/A non-ABS

6. Power Steering Pump removed - 1ZZ Idler pulley PN:13570-22010

7. Coolant/Heater hose - custom setup, many ways to do this.

8. Clutch selector cable bracket - Moddified C-52 bracket to sit higher on the C-160

9. Transaxle Mod - Note: I used a transaxle from a JDM Fielder which is like that of the Matrix/Vibe. I had to reverse the select lever to exit the front of the housing. Using the Celica version does not require this mod. PapoJ rotated the selector lever 180* to match the cables, but used a C-52 bellhousing. This allowed for him to use the C-52 cable bracket in the factory location. I modified my C-52 bracket to sit higher like it did on the original transaxle. All internal springs, clips, select levers, etc. were swapped from the Fielder's select lever shaft to the Celica's version select lever shaft. Celica select lever shaft. PN: to come

9. Dipstick and Tube - MRS 1ZZ PN: to come
- some minor tweaking was required to get it to fit.

10. Fuel Line - filter to fuel rail. I cut banjo fitting from the fuel line of the 4AGE where it mates to the filter and the quick-connect from the 2ZZ fuel line where it attaches to the fuel rail. These fittings were already barbed and inserted into 5/15" fuel injection hose. *Dont Use Fuel/Evap Hose* Its not rated for the higher PSI. Hose clamps should be used as well. 1 hose to connect the 4AGE filter to the 2ZZ rail.

I still have my notes and the JDM Pinouts(wiring diagram), Connector Chart and Fuse/Relay Box for the early version of the Fielder/RunX/Alan in PDF format. Extensive...

I will fix and/or add info as I remember or locate it.

4 u ...

check out the vid...

http://translate.google.com/translat...lr%3D%26sa%3DG

Dave
http://www.carpron.com/multisite/v/Upload/DJJ/
http://www.autozine.org/classic/toyota.htm
http://www.tbs-motorsports.com/suspension/index.html
http://www.youtube.com/watch?v=Yo0bWumUFv0&search=mr2
http://www.youtube.com/watch?v=XjFEgGsXii8
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