Good progress over the last few days. I took 2 days of work and spent half with the car and half with the kids.
It took about 10 minutes to yank the engine and transmission. Simply remove the 2 motor mount bolts and 2 holding the transmission and out it came.
After that I took the engine and trans apart and replaced the rear main seal on the engine and loctited the adapter plate to the motor.
Also removed the water pump housing and cut the top off of it to allow the intake manifold to spin around. some Hondabond and that went perfectly back in place.
One thing I wasn’t happy about was the performance of the POR15 paint. It seems to have bubbled everywhere the to cost wasn’t applied. The wire cup on an angle grinder and an hour later the metal was all ready to be repainted. I still had 2 small cans of por in silver and painted and top coated everything I could see.
On the transmission front we were not having a great day. The replacement pivot I got was the wrong size so it had to get machined down. The clutch alignment tool was built for a larger transmission input shaft so I tried to machine it down. Unfortunately there wasn’t enough material and I machines right thru it.
After searching for replacement tools for an e30 bmw only 1 place had it and it wasn’t cheap. I eventually decided to just make a new one. Using a piece of aluminum I cut a new center on the lathe. Worked like a champ!
Unfortunately there were 2 failures that I couldn’t fix without buying new parts. The transmission input seal folded slightly and I don’t trust it and the transmission shifter seal had the same fate. Ordered 2 replacements from rock auto just in case.
Final piece for the weekend was getting the clutch bolted in. Looks good although I was expecting a self adjusting version.
Hopefully the new seals arrive this week and I can reunite the 2 halves and get them back in the chassis. Feels like progress and might get it running this year optimistically!
It took a while but I snuck a half day into working on the car with my dad. While I thought it was 3 hours of work it actually took 6.
First thing was to pull the k20a3 and remove the transmission and adapter plate.
Up next was moving those parts to the K20z3 and bolting them all back together.
From there we worked out what needed to be changed and we we removed and replaced a tube in the chassis. We also removed the old motor mounting plate and cut a new piece. After 5-10 minutes of welding we started to position the engine.
After measuring and cutting several tubes we had the left side mounted. Next we leveled the engine to 0.6 degrees and started on the driver side. They came out quite well
The final step was to check hood clearance. I didn’t expect it to fit but was nicely surprised. 3 mm to spare!
There week be some challenges with the steering and alternator but those are for a different day!
In an interesting twist it looks like we may be considering a Honda engine. After looking for small footprint and low heat options the Honda K series engines came to the top. After reading about using it with an S2000 transmission it appeared to have legs.
Hours of research highlighted that the S2000 transmission wasn’t a great choice for big power I somehow landed on a website- kmiata.com. These guys make adapter plates that allow the Honda motor to bolt to a Miata transmission. If I had not sold mine previously I might have had the swap up and running a while ago.
Given the option of a BMW Getrag 260 gearbox I decided to try find one. That was no way task! Luckily eBay helped and I found one about 20 miles away. After a good cleaning it looks pretty good! It will be a while before we understand its condition but it appears to have 5 forward gears and 1 reverse.
After that I managed to get a K20a3 motor to use as a mock up and potentially to use until I find a k20a2. The motor fits quite well and I’m optimistic it will work. Here is a picture of it just dropped into place and held by a 2×4
After having the engine and the transmission I needed to buy the adapter plate to marry them together. After the Ecotec problem I decided to stay as basic as possible until its weld ready. I bought just the plate and bolts and 3 days later they arrived.
I pulled the motor out and gave it a good degreasing and the blew it off with compressed air. Then out came the adapter plate.
The quality is impeccable and my hopes of being able to “spend my way” to completion is still alive!
One small hiccup is that the a3 engine has a different head (the inferior one..) and so it had a fitment problem. Nothing a grinder couldn’t fix.
Time was running out and I had to go shower but that wouldn’t happen before bolting the two together with a minimal amount of bolts. Until next time this is my view when going to work:
Hoping to have the next update and some good news in about a week’s time!
I removed the body panels on the front,the scuttle, nose, hood, side panel, dashboard etc and then removed the exhaust exposing the engine.
Up next- we pulled the engine (Drain all of the fluids before ever pulling an engine..) and made a big mess. Shockingly it came out quite easily.
On the left- The ecotec engine. On the right- The Miata engine. (note the miata engine is on a pallet which lifts the height. The transmission on the ecotec is about 2″ shorter so the shifting location isn’t idea.
Anyone want a miata engine? I have a deal 🙂 94 Miata with about 80k on it.
Side by side View. Ecotec in the front.
New engine in.. Kinda! I had to cut out some trans tunnel bars. The engine is a bit wider and taller. Taller was expected. Wider not as much. There will need to be some modifications made to get this to work.. The fight isnt over!
After many months of collecting parts I believe I am finally in a position to start pulling the car apart in preparation for the engine swap. For those who haven’t seen or heard- I will be removing the Miata Engine and replacing it with a 2.0 GM Ecotec engine (with Turbocharger and direct injection..)
I will admit- I had a large amount of anxiety (and still do..) about pulling apart a car that was driving and running quite well. Especially not knowing if this new engine would fit or how many modifications are needed.
Starting with the seats, then the transmission tunnel, Radiator, scuttle and some sheet metal I started to pull off the covers and find things to remove- There certainly is no shortage.
The radiator was long overdue for a flushing, the seats had crap under them from 2010 and the questions continue. I also made the decision to remove the installed Halon Fire system and replace it with a single hand held unit in future. There are a few pounds I feel we can save!
Looking at all the wiring and I certainly think there is a good 40 or 50lbs of wiring that will be coming out of the already trimmed down harness
Mitch from Swap Time recently did a video about the harness. It is set to arrive on Wednesday of this week. Following that I will probably try find an hour or 2 to pull the engine this weekend and see if the new one fits!
There was a single show in 2018 left on the Calendar and foolishly I thought I would give it the royal treatment. I pulled many pieces off of the car, polished it with high speed buffers and turned my hands and face into a filthy mess.
Unfortunately the idea to wax the sheetmetal afterwards was a mistake. It left streaks and dulled the image. In future I wont be waxing the car… actually I have decided to wrap it after getting its new engine.
Surprisingly the trailer fenders really respond well to being polished. They shined like crazy! Who would have thought that a Galvanized boat trailer fender could look so good?
To finish the front of the motor I needed to find a way to tension the belt due to the fact I wont have an AC compressor.
To start I went to NAPA to get an Idler and a belt. I wanted to mount the tensioner high up since my engine often sits below the frame rail.
Pulley came from NAPA. It is grooved and part number 409703
This wasn’t the first belt I bought. I think the factory part was 1940mm. I went to 1740mm to get a good fit.
Napa Part number 050685- It is a 5 Rib 1740mm belt.
This shows the belt route and the rough placement I was considering. Note my tensioner is smaller than the factory AC Pulley.
Bracket created using the 2 front bolt holes. It is a solid fit so I didnt feel like I needed to move further back and triangulate. Note the location is higher than an AC.
This is the side view. It was essentially 2 pieces at right angles with a brace to stop deflection.
This is a close up view of the bracket. I painted it while hot so the paint bubbled. I like the look.
The end result is fairly good. I am happy and things appear to be tracking well and cleanly. I might add a nut to the back of the bolt. Right now I have tapped the steel plate (3/8″ thick) so I think it is good enough.
If you own a Camaro or ATS chances are you have the same transmission I am using. The one piece I will be using is the stock throw out bearing. Unfortunately The clutch hose I received was cut and my car actually has a steel braided AN line today. I plan to simply unscrew the -4 fitting that attaches to the miata slave cylinder and thread this piece on. That should be all that is needed to operate the hydraulic clutch for the LTG.
My personal opinion is that Fidanza shouldn’t be allowed to sell parts with sick half assed support . To get a party they recommended I would have to go to Europe or China but online the part is harder to find than a uniform.
I bought a piece of bronze on what and stayed to machine my own. The dimensions were simple. 16mmID 28mmOD and 26mm in length. It took about an hour to make.
Overall it will get the job done and be fine. That said I am no where near the phase of recommending a fidanza product. Especially after the need for custom bolts!