2T GEU Turbo conversion

[TE_71 LEVIN]

I hear ya can bolt the 3t twin spark turbo manifold onto 2t and run 6 psi on factory ecu ... and i've looked up compression ratios etc and it says there two variations on 2tgeu one 8.3:1 and another at 9:1, i used to have a te7? corolla gt and it pulled evenly up to about 6000rpm, now i have a te71 levin and it peaks just before 5000rpm so i'm guessing that my old motor from corolla gt is high comp. and the levin has low comp. they also have different writing on the cam cover so i'm pretty certain that i've figured this out, if anyone can confirm this or tell me other stuff i should know about this sort of conversion on T series engines it'd be cool...

[ELiTeHaYDeN]

as far as im aware the 3tgte will just drop staight in, or any T series engine for that matter... would be far less effort?

[RS13]

yup 3tgt exhaust manifold fits 2tg head

turbo support braket at da bottom doesn't fit 2tg engine mount tho. and you'll need to support the weight of the turbo somehow otherwise the manifold cracks.
3tgt thermostat housing fits 2tg head along with 3tgt oil cooler samwich plate... so you can run 3tgt oil cooler and oil feed to turbo on 2tgeu.
also the sensors on 3tgt thermostat manifold plug into 2tgeu loom
gotta love such great interchangeability.
oil line around front of engine needs to be bent a little around dizzy area so 2tg dizzy can be removed. dat one caught me by surprise
oh and 2tg don't have an oil return line for the turbo. so you may need to add one to the top of the 2tg sump.. the very last 2tg's have the bosses for an oil return line like the 3tgte. u can drill/tap these out.
also u can't fit the 3tgte intake pipe with a 2tgeu thermostat housing. the 3tgt faces left, 2tg faces forwards (and gets in the way). oh and the 2tg clutch fan hits the 3tgte thermostat manifold so you need to run a 3tgt fan as its spaced forwards more to clear the water pipes..

Or, for a more detailed explanation,

http://garagedori.com/forum/viewtopic.php?t=100

Big chur to GarageDori.com, these dudes know their shit!

[sik_sr 76]

im fitting a 3tgte in my ke35 and it had a 2tgeu in it before im having drmas fiting the engine mount az the return line gets in the way how do i get passed this iv got some braided hose but it still dosnt work

[AE25]

te71dude
have a big long read of what i've done to mine (the ke70)
probly easier to understand if start reading from the bottom
http://www.arfabuck.orcon.net.nz/mycars.html
you may also find that due to age and mileage it has lost power. like valve springs dont last for ever and will eventually reduce top end. my 2nd 2tgeu revved to about 6500 and slowly dropped to 6000 over the 6mths i had it in the car.

the te71 mounts are identicle in size to the 3tgte ones... except for the two bolt holes in the top for the turbo...
but earlier T engined cars like ta12, ta22, ta23, te27, te37, te51 etc have a smaller engine mount and not enough space for the oil return line. some require the brace in the middle to be cut out. then modify the fittings or get new ones that'll fit flexi tube (steel) or high/temp oil hose if your game. remember the oil comes out of a turbo really freakin hot so normal rubber hose will die a quick death and you can't, in any situation, lose oil and consequently oil pressure!

i know of a dude in norway (friend of roy fordelsen in my website gallery who has the other te71 in norway)... is running his 2tg turbo'd, he actually machined the top of his std pistons to lower the compression even more and was running a t3. he found that turbo a bit laggy tho. don't know much as to what he did for fuelling tho. i wouldn't expect too much from the 2tgeu as it has quite a smallish afm and throttle compared to say the 3tgt. but would be big step in power thats fur sure. but it's your risk to run the std te71 ecu. could probly make it work more reliably if running a rising rate pressure regulator to compensate for boost. depends how it runs to start with really. the afm will adjust for most of it as it measures the air coming into the engine before it gets pressurised. you'll have trouble trying to get the right fuel mixtures as it'll have to run like a normal 2tg when off boost but run richer when boosting. also with boost you need less spark advance (could be tricky) and other things to reduce the chances of detonation... with cast pistons be cautious aye. at 5psi it shouldn't be too bad.. but take it cautiously and check regularly that it is running fine. overheated plugs etc. an airfuel meter is a handy thing to have whilst driving too.
i heard someone say there was a group at mit that, for a project, hooked up a turbo to a 2tgeu and ran it for two weeks before too much boost was wound in and it blew up.
it's do-able go for it