2ZZ into AE92

[Lith]

If doing a conversion factor in a ECU upgrade and then you can drop the lift point to make it more "usable".

I wonder what that would feel like.
The lift switch point is bang on where the two cam profiles torque curves overlap

Maybe a little less lightswitchy?

If the change over is already where the torque curves overlap then changing it either higher or lower will result in a more light switchy feel with the potential added bonus of a valley of death in between, it sounds from what Mr Revhead said like Toyota got it as good as they could with the factory engine setup.

How badly do they fall over in the higher rpm? With an aftermarket ECU there could be the option of raising the limiter to make it easier to stay on cam, though I've heard that these motors aren't that friendly to revving?

[sergei]

If these guys could fit a 2zzge into an ep82 an ae92 should be alot easier.

2ZZGE pfft.... 3SGTE!

[1I1]

If the change over is already where the torque curves overlap then changing it either higher or lower will result in a more light switchy feel with the potential added bonus of a valley of death in between, it sounds from what Mr Revhead said like Toyota got it as good as they could with the factory engine setup.

How badly do they fall over in the higher rpm? With an aftermarket ECU there could be the option of raising the limiter to make it easier to stay on cam, though I've heard that these motors aren't that friendly to revving?

IIRC it's about 500rpm too high between certain gears. When Craig alters his he'll be using a dyno to ensure the AFR doesn't do anything crazy. Wheres kompressor when you need him

[Lith]

With dual cam profile setups its not a case of the engine making low power off cam and high power on cam, its that each have an effective torque curve and you try and optimise both - if the ECU is changing over where the torque intersects then that is as good as you can get it, and if what Revhead said is true then that is the case. If with that setup you fall 500rpm below that point in certain gearchanges then the engines powerband is simply too narrow, or the gearing is not optimal for keeping it in that revrange, or perhaps a combination of the two.

On the flipside to this, is there actually a big step in power when high lift engages? If not, then again - I'd not stress about it.

As a practical example of why - with Jades Prelude I set VTEC to engage at around 6000rpm and in some shifts the car will fall under that point, so when caning it you can hear it fall off VTEC at times. This doesn't mean that its a problem where it engages, again all VTEC is for is maintaining a broad torque curve. I'm pretty sure you've seen his dyno plot, its basically a diagonal line going up and VTEC changeover is virtually indistinguishable... changing it from that point will make the car slower, so in his case (ie, with perfectly matched cams for the rest of his setup) falling off VTEC is by no means a problem beyond sounding a bit odd.

Being off high lift isn't the same as lag, by any means Does that make sense?

Anyway, clearly its all too tricky and an old Corolla shouldn't get a motor with this fandangled technology. If it can run on pump gas and idle at under 1500rpm, you're doing it wrong - stay with the 4AGE and fix all the aformentioned issues.... valves are mean to be open.

[Leon]

How badly do they fall over in the higher rpm?

I test drove a few off car yards, I think of the three I drove, one really revved out nicely all the way to the cut. The other two did feel strangled at the top end.

I was "meh" about them to the point that I said to the female on whose behalf I was investigating these vehicles that my suggestion was don't bother with the 2zz, get a 1zzfe Corolla, because you don't need to wring it's neck constantly, it will run on 91, and will get bonkers fuel economy.

Absolutely none of which applies to this discussion about race car engines.

Buuuuuuuuuut, if you're looking at dropping circa $5k on a complex conversion that will ultimately not really unleash Real Ultimate Power anyway, the bang for buck option would be either

go for boost

or

buy a 1996 spec ITR for $6k

[1I1]

Yeah Jade's car is a completely different kettle of fish - nice linear power and really smooth (very decpetive from passenger seat)

2ZZGE definately has a noticable "kick" in power.

[sergei]

it will run on 91

In my opinion 1ZZFE will run badly on 91. It will run more economically on 95 and even better on 98. The compression ratio of those engines is 10.0:1.
1ZZFE running on 91 in city cycle will get around 9L-10L/100Km, you should expect 8L-9L/100Km from high octane.

[Leon]

Nothing progressed after my test driving the cars, so the type of petrol used remained entirely academic anyway.

[Psych0-hAmst3r]

Do the 2zz swap! makes a small light car epic to drive. I swapped 1 into my old aw11, the cam shift is quite high but its also bang where it needs to be for power, perfectly where the torque curves intersect. And about the gear ratios, you would have to be a complete mug to put a 5 speed box onto a 2zzge unless you also going to turbo it. You will fall off lift every time as its not actually possible to stay on it for half of the shifts, with a low pressure turbo it doesn't matter so much.
The power increase when it hits lift is also quite noticeable as the curve is a lot steeper. that doesn't mean the lower cam is bad however, my 2zz was a LOT more torquey off lift than my blacktop ever felt. Even if the 2zz isn't as powerful as a turbo 4age, it is definitely more street-able!

easiest solution for falling off lift is to raise the rev limit a bit. You really want to replace the sintered iron oil pump for a forged steel 1 however.

When lucky you can actually pick up 2zz's quite cheap, its the gearbox that's a bit hard to find, C60 or C64, DON'T use a C160 it will shatter.