Woodsport - Engine Conversion Specialists

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Toyota MR2 Mk1 3vz-fe and 1mz-fe V6 Conversions

MK1 MR2 with 3VZ-FE - 3 litre, 24 valve, V6

Another Q&A detailing all you need to know about this superb engine conversion. Imagine combining the refinement and torque of a V6 Camry with the sharp handling, lightweight shell of the Mk1, what you end up with is a little monster of an MR2.

 

What Do I Get With A Conversion?

Every conversion includes a top end rebuilt 3VZ-FE, a Mk2 NA or Turbo gearbox, drive shafts, fuel pump, engine mounts and every component needed to make the swap a reality, all supplied by us. The engine gets new head gaskets, a re shimmed valve train, new cam-belt, oil filter, gear oil and a new clutch kit.

Every engine then gets fully detailed and painted in whatever colour scheme you want. This includes a complete respray of the engine bay as well.

We can also fit the TRD supercharger unit, but these need to be sourced from the US by the customer.

One of our 1MZ-FE v6 engines with TRD supercharger unit fitted.

All 3VZ-FE supercharged versions come with a Woodsport ISCV adapter body that ensures the stock idle control valve can still be used.No other Mr2 garage in the world fits the TRD charger to the 3VZ-FE V6, so you really do get something special.

How Much Does It Cost?

Typically we can build a Mk1 3VZ-FE V6 for around £3.500 all in, this rises to £4000 for the 1MZ-FE version and to add the supercharger to the 1MZ-FE option is free in terms of labour,to add the supercharger to the 3VZ-FE however is around £500 extra in parts and labour as it was never designed for that engine,but we can make it fit! Of course you need to add the cost of the SC itself.Usually these can be bought for under £1500 shipped from the US.

Is The Handling Affected By The Extra Weight Of The V6?

With the 3VZ-FE engine yes it is, but not as much as you'd think, in fact the difference is that it feels a lot more planted than before but we advise the upgrading of the suspension and brakes with every conversion, usually fitting koni adjustable shock absorbers and Gt4 brakes is all you need to keep the handling in check.

With the 1MZ-FE engine the handling remains practically unchanged,as it is a much lighter unit.

How Long Does A Conversion Take?

Around 4 weeks from start to finish, its probably the most involved mr2 engine conversion there is, its very labour intensive and everything needs modifying to make it fit, but a 4 week turnaround is the norm.

Will Everything Work As Before?

Everything will work exactly as before except the tacho will need recalibrating by a specialist company that we know of so that it reads the 6 cylinder signal properly, this costs around £50 and can be arranged by us.

We will have to modify the boot wall to accept the bigger engine and part of this means you get a nice access panel to the rear bank of spark plugs, something the Mk2 boys dont get with their conversions.Also the engine lid will need modifying, you will lose the engine lid catch so we will have to place the engine lid on bonnet pins or similar.

What Major Modifications Are Involved?

We need to completely remove the old engine mounts from the chassis, and then weld in new engine mounting brackets to support the weight of the new engine.

Here is a freshly prepared engine bay, all new mounts welded in,spark plug access panel at the rear (optional) and the engine bay resprayed.

The Finished Conversion

1MZ-FE above, 3VZ-FE below.

 

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Testimonials

Marks 2zz-ge Mk1 Mr2 testimonial

 Just thought I’d write a long overdue update to his project.

We had a few initial problems which is to be expected with a project like this (1st in the country) but I’m very pleased to say that the bugs were ironed out about a month ago and now the car is exactly how I want it.
First problem was that the custom tubular exhaust manifold (designed for MK3 with 2zz transplant) I bought from Ebay in the states was way too thin and kept cracking. It was welded up in one place then it would just crack again in another place. In the end Paul sorted this for me at his own cost by cutting and shutting a MK3 manifold to suit and using the standard MK3 manifold to engine bracing. I’m very pleased to report there have be no further problems with this since.
Second problem was that there was a slight gear oil leak from the extended gear selector shaft. Again Paul managed to buy the correct seal from Toyota and this has been bonded on externally now making a oil tight seal. Throughout these problems and other very minor issues Paul has been outstanding with his customer service, always listening and rectifying the issues.
Anyway, how does it drive?…I decided early on that I wanted the closest ratios available in the gearbox (apart from 6th) with the torsen LSD and I’m very pleased I went for this setup. The traction on take off is great with both wheels digging into the tarmac. When the engine hits 6200rpm the second cam kicks in and the car just lets rip singing around to the 8500rpm cut out. Due to the close ratio box there is a momentary pause after the change to second gear then it hits 6200rpm cam change-over point and it takes off again. 3rd to 4th, 4th to 5th and 5th to 6th are all really close so from 2nd gear on the car never drops out of the high lift cam if all the revs are used. It is very addictive and amazingly fun. There is nothing better than taking it for a blast along known country roads on a quiet Sunday morning, with the engine on the high lift cam the noise is like a group A normally aspirated rally car 
The engine makes more power and torque at all points in the rev range than the standard 4AGE but it still retains and even enhances the high revving nature that makes the Mk1 MR2 so much fun in the first place. As Paul put it it’s like a Mk1 plus. Since this is my everyday car I also wanted it to cruise well on the motorway, be quiet and return decent mpg. I’m pleased to say due to the standard MK2 backbox, standard Mk1 intake and 6th gear it does indeed cruise more quietly than the standard Mk1 and returns about 40mpg at a steady 70 - 80mph. Handling wise due to the LSD this has improved immensely and in the wet I’m now able to hang the rear out around roundabouts and hold it there on the power in a lovely drift. The 2ZZ engine is very light being all alloy and is lighter than the original iron block 4AGE, this has cancelled out the weight of the extra (6th) gear and has maintained the great balance of the standard Mk1 MR2. Paul fitted a full set of poly bushes for me so next week I’ll have the car fully aligned to the TRD settings which should hopefully sharpen the initial turn in a little. Other than that I may experiment with drilling out the poly engine mounts slightly since at the moment there is a little too much vibration at tick-over due to the ridged nature of the mounts.
Overall though as you’ve probably guessed I’m delighted with this conversion… hats off to Paul at Woodsport for not only creating it but also the backup he’s given me since.