OK I have a few pics to post, finally. I just rolled my 96 MX-3
ZE out of the garage. As anyone who's done a ZE swap knows it takes as long as it takes and mine took me weeks. I still believe that anyone who said it's a straight swap, one day out one day in has either done a lot of them and has a hockey sock full of spare parts or they paid a garage to do it IMO.
I'll talk about what I went through and all the issues that came up but as far as the engine change goes not much to say. You keep unhooking things untill there's nothing left to unhook and for the install. You start bolting/hooking thing up until there's nothing left to bolt or hook up. Then you hope and pray you didn't forget something important. LOL
Here's the ZE pretty much installed, a few things left like, yes I see it, bolt down the battery. Stuff like that. I haven't cleaned the engine yet. Polishing the intake and heads, that'll be a winter project for me.
Here's a couple of pics of the $300 dollar Mx-3, now powered by ZE. Not bad for $300 eh? Still have to do body work and paint but I think I have a good base to start with.
Sh*t left the wiper up
Garage in the back ground where I spent many an hour learning the ways from a ZEN Automotive Master. More on him to follow. My blue 95 is in the back ground with the hood up. Had to check how they routed the front O2 sensor wire.
Re Edit. Damn, got timed out so now I have to rewrite what I just wrote.
What I wanted to comment on was how usefull the OBD2 system is when it comes time to fix or correct tuning issues with your engine. I found I had some serious issues initially so I went back and redid things like the TPS (very important) and VAF. There were problems with my O2 sensors as well and the best I can conclude about that is don't run the O2 sensor wire by your ignition wires. There were open loop problems that I think I have corrected now but if anyone has a OBD2 ECU I'm still in the market, just in case.
The KLZE as everyone knows has those big 220cc injectors while the K8 has 180cc. In the pic below you can see the OBD2 ECU correcting the fuel flow that I'm going to guess is to compensate for the larger injectors by cutting back on the fuel flow untill the signal from the O2 sensors is within limits. I did some rough math so 220 X 100 divided by 180 equals about 20% bigger injectors on the ZE. You can see the fuel correction below. Am I reading this right? I already heard the merits of the OBD2 ECU but now I can see where it's newer tecnology comes into play. However in saying that I know my VRIS still needs to be corrected. Comments?
It's handy to be able to read your O2 sensors volts to see if both sides of your engine is operating within parameters. These numbers vary constantly so the numbers in the pic are just one shot. What I did what look at the average over a minute or so. Of course the higher the O2 voltage the richer the mixture and vise versa the lower the number the leaner the fuel mixture. Great info for trouble shooting.
Thats it off to bed. I'm going for a clean air check on Wednessday so I'll see wheather any of this adds up to anthing or not. Cheers
2004 Subaru WRX Silver, stage 2, minty interior.
2002 Subaru WRX Blue, SOLD (best E test numbers I've ever seen)
94 MX-6. Sold
92 GS KLZE 5 Speed
96 GS 5 speed, KLZE, Sold
95 GS Minty Shape Sold
92 GS Sold
92 GS Parts Car scrapped.
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7477th member.
I know you believe that you understand what you think I said but I'm sure you realize that what you heard is not what I meant.
So I have a very cheap starting point for my ZE swap. My intent here is to talk about this swap a little differently and add to some of the information already out there. I still have to figure out how to add pic's here so standby, more to follow.
because you drive an mx-3 and your car looks sweet!
i can try to re-contact..
I don't know if you found it easier and harder than expected, but things seem to be going well with your Mx-3 and your swap. 