Gross Polluter







Posts: 633

Joined: May 2011 2JZ? No shitPosts: 633Joined: May 2011

Post: #9 RE: MegaSquirt owns my life; Nick's 265 mongoloid









I guess a little explanation of how I arrived at doing this. It's quite simple. Aside from Gen III and Gen IV General Motors garbage, I tune a lot of Supras as well. I've become quite fond of the 2JZ and had been wanting to put one in my 245 for quite some time now. As frugal as I am with this car the original plan was to go pull a GE out of an SC or GS on 50% off day at the wrecking yard, and boost the GE. The project was to take place after I did some other projects on the rustang.



An opportunity was presented to me recently that made this whole pipe dream a reality. We recently had a customer come into the shop who was the original owner of a 94 Supra that had a bad bottom end. SoCal still has a decent supply of JDM engines so to not deal with the headache of rebuilding this engine we chose to replace it with a good engine and return the car to stock. Josh pointed me in the direction of an importer in our area who had a few 2JZ's kickin around. I paid the importer a visit and he was down to the last one, a VVTi GTE. For those that don't know, although the Supra was discontinued in the US after 1998, production in Japan continued until 2002. The GTE engines produced from 1998 to 2002 had Toyotas VVTi cam timing system added. BUT, these engines are actually quite a bit different than the USDM GTE's so they're not a direct replacement.



We ended up buying the engine for the customer. The major differences are in the head, so swapping to the USDM head would allow this engine to work just fine in the customers car. I swapped heads and put the "new" engine in the customers Supra. After that, however, I had enough parts to assemble a VVTi GTE engine. Score! A bit of love to the bottom end and it appears I had a good engine to work with. So now time to put my thoughts into action.



I started by fitting the block and head to the engine bay to see how much work this project is really going to involve:





While the stock twin setup is nice, I don't want to deal with the complexities and the failure prone switching system so I chose to go single. Since this car is a daily driver I'd rather use a cast manifold. Thank you chinabay! $119 shipped got me a T4 cast manifold. But lets see how that all fits first:





Good enough to me. I was originally going to use a 60-1 turbo. Sure, they're a little dated but they are awesome street turbos for 2JZ's. The best driving street singles I've tuned were all 60-1 cars. BUT, I found a PT67 on Ebay for a good deal and picked that up. T04R compressor in a .70 compressor housing, and a .58 tangental, P trim turbine. A little bit more turbo than what I need for this application, but I'll rock it for the price. Here's the PT67 compared to a 60-1;





Got the mounts done up. Used the stock 240 mount on the drivers side, with a 940 mount bolted to that, with a custom bracket on the block. The passenger side is the stock Aristo mount that bolts to a box welded to the stock subframe. Pretty simple. For now I'm using the stock radiator. If it proves to be inadequate, I'll change it later. The engine really looks like its supposed to be there:





I'm using the stock auto trans, an A340LE. Manual would be nice, but I like auto's in my daily drivers. The mounts on that trans sits where the stock trans cross-member does, so it was as simple as modifying the stock member:





The end result is the picture in the first post. It's still a work in progress.



This is where the megasquirt stuff gets fun. The car will be running dual megasquirt ECU's. My MS3X will handle the following tasks:

-Fuel

-Spark

-VVTi

-Transmission accumulator backfill modulation

-Power steering (yes, my MS will control my power steering)

-Boost control



And the second MS, a GPIO board, will handle the transmission control.



The GPIO board is kind of cute. It communicates with the MS3X through the CANbus so all of the tuning is done through the MS3X. They also share sensor values, so if MS3X needs to know something the GPIO knows, or vice versa, they can grab variables from each other.



When I have more time, I'll go into more detail with a lot of this stuff. I've actually been trying to keep this quiet for some time now but I've been frustrated with the project recently, particularly a broken trans. Figured I'd let out some frustration by spilling the beans.



That's all for now. Well, I said I was bored again and here's the result of the current boredom:I guess a little explanation of how I arrived at doing this. It's quite simple. Aside from Gen III and Gen IV General Motors garbage, I tune a lot of Supras as well. I've become quite fond of the 2JZ and had been wanting to put one in my 245 for quite some time now. As frugal as I am with this car the original plan was to go pull a GE out of an SC or GS on 50% off day at the wrecking yard, and boost the GE. The project was to take place after I did some other projects on the rustang.An opportunity was presented to me recently that made this whole pipe dream a reality. We recently had a customer come into the shop who was the original owner of a 94 Supra that had a bad bottom end. SoCal still has a decent supply of JDM engines so to not deal with the headache of rebuilding this engine we chose to replace it with a good engine and return the car to stock. Josh pointed me in the direction of an importer in our area who had a few 2JZ's kickin around. I paid the importer a visit and he was down to the last one, a VVTi GTE. For those that don't know, although the Supra was discontinued in the US after 1998, production in Japan continued until 2002. The GTE engines produced from 1998 to 2002 had Toyotas VVTi cam timing system added. BUT, these engines are actually quite a bit different than the USDM GTE's so they're not a direct replacement.We ended up buying the engine for the customer. The major differences are in the head, so swapping to the USDM head would allow this engine to work just fine in the customers car. I swapped heads and put the "new" engine in the customers Supra. After that, however, I had enough parts to assemble a VVTi GTE engine. Score! A bit of love to the bottom end and it appears I had a good engine to work with. So now time to put my thoughts into action.I started by fitting the block and head to the engine bay to see how much work this project is really going to involve:While the stock twin setup is nice, I don't want to deal with the complexities and the failure prone switching system so I chose to go single. Since this car is a daily driver I'd rather use a cast manifold. Thank you chinabay! $119 shipped got me a T4 cast manifold. But lets see how that all fits first:Good enough to me. I was originally going to use a 60-1 turbo. Sure, they're a little dated but they are awesome street turbos for 2JZ's. The best driving street singles I've tuned were all 60-1 cars. BUT, I found a PT67 on Ebay for a good deal and picked that up. T04R compressor in a .70 compressor housing, and a .58 tangental, P trim turbine. A little bit more turbo than what I need for this application, but I'll rock it for the price. Here's the PT67 compared to a 60-1;Got the mounts done up. Used the stock 240 mount on the drivers side, with a 940 mount bolted to that, with a custom bracket on the block. The passenger side is the stock Aristo mount that bolts to a box welded to the stock subframe. Pretty simple. For now I'm using the stock radiator. If it proves to be inadequate, I'll change it later. The engine really looks like its supposed to be there:I'm using the stock auto trans, an A340LE. Manual would be nice, but I like auto's in my daily drivers. The mounts on that trans sits where the stock trans cross-member does, so it was as simple as modifying the stock member:The end result is the picture in the first post. It's still a work in progress.This is where the megasquirt stuff gets fun. The car will be running dual megasquirt ECU's. My MS3X will handle the following tasks:-Fuel-Spark-VVTi-Transmission accumulator backfill modulation-Power steering (yes, my MS will control my power steering)-Boost controlAnd the second MS, a GPIO board, will handle the transmission control.The GPIO board is kind of cute. It communicates with the MS3X through the CANbus so all of the tuning is done through the MS3X. They also share sensor values, so if MS3X needs to know something the GPIO knows, or vice versa, they can grab variables from each other.When I have more time, I'll go into more detail with a lot of this stuff. I've actually been trying to keep this quiet for some time now but I've been frustrated with the project recently, particularly a broken trans. Figured I'd let out some frustration by spilling the beans.That's all for now. 68 Rustang - MS'd 351C

88 245 - 2JZGTE VVTi powered, MS3X/MSGPIO controlled

98 XJ - Stock(ish)