The StoryShortly after buying my MKI MR2 through an ebay seller, I noticed a few
oddities, but left them until the car had been serviced or to let servicing determine whether these issues were life threatening or not.The service showed up signs of either piston ring failure, burnt valves, head gasket or any combination of all three.
I was now looking at having to drop the engine, strip it down completely and starting a full rebuild, which was going to cost a fortune and wasnt worth it for this little car.
I posted my woes on MR2 forums and another member came back offering me the engine from his MKI for next to nothing.
I researched straight engine swaps and found that changing the engine was going to be easier and cheaper than a re-build.I scouted around for suitable places and all were quoting pretty much the same and eventually settled on MKII MR2 specialists Rogue Systems based in Kenilworth, Warwickshire as they would allow me to be physically involved.
The car was booked in for work to begin on the 31st of May.I found out
(my fault for not reading emails properly) a few days before the actual swap that the clutch had been removed from the donor engine and sold. I managed to find another clutch and collect it within 24 hours thanks to Fellow IMOC member Chris (Limeymk1).The late spec engine was in a pretty sorry state when I collected it and it looked like one or two bits would need to be used from my old engine.
Not a problem as I knew all the bolt on bits from my original engine were fine. One concern was that the engine was washed two days before collecting it and I noticed water still gathered in spark plug holes when picking it up.Day 1Once the engine was dropped off at Rogue Systems, we had a proper look around it and found some corroded pipe work.
Not a problem - have the same bits on my old engine. We also noticed the drive shafts on the gear box were knackered and decided to use the gear box and drive shafts from my old engine.The engine before removing it:
9:30am
- We began removing the original engine. Under-trays off, wiring loom and other cables unplugged, we then had to remove the rear lower suspension bits for access:
we then removed the front and back engine mounts, leaving the side mounts in place and had to make sure the engine support stand would balance the engine once out the bay.
We dropped the car down so the engine support would take the weight of the engine and unbolted the side mounts from above and lifted the car, leaving the engine on the stand.
The engine was out by 11:45am.
We started stripping the bits off the donor engine for cleaning, polishing and spraying.
We also started stripping the old engine of the bits we knew we were going to need.We spotted a hole in one of the upper pipes leading from the water pump and replaced it with the identical item from the old engine.
On removing the cam covers from the donor engine, it became apparent the state of it and serious cleaning began.
We opted to use the old cam covers, throttle bracket on the new engine as they were in better condition.With the new clutch in place, we then fitted the old gearbox and drive shafts to the donor engine.
Whilst the wiring loom was being prepared for the new injectors and being fitted to the donor engine, I cleaned out the engine bay as best as one could.
20 years of grease and grime was not easy to shift.
With the paint dry on the cam covers, Throttle bracket, Cam belt cover, Plenum/throttle body assy, we fitted them to the donor engine.
The differences in the plenum and throttle body became noticeable and we opted to use the old plenum/TB assy so off it came from the old engine, cleaned up and sprayed. We left it overnight to dry.Old plenum/throttle body:
New plenum/throttle body:
Day 2Started again at 8:30am and finished fitting the plenum/TB to the engine.
We also noticed a few sensors were different and had to swap them over in order to get the ECU working properly as it did before.By 09:30 we were ready to align the engine for re-fitting.
By 11:00 the donor engine was in place with the mounts secured and we began reconnecting the cables to the engine and plugged the ECU in.
Now this is where the fun began.
Once we were happy that everything was connected, we started filling with coolant and bleeding the system.
The coolant pipe we replaced was leaking at the seal.
This had to be removed in situe taking around an hour! We found the sealing O ring had split whilst re-fitting. A replacement ring was found from a MKII heater pipe it fitted perfectly. The coolant pipe was re-attached to the water pump.Coolant fill part 2 commences.
We find another leak half way along the larger coolant pipe attached to the water pump. We battled again to get it removed and replaced it with the pipe from the old engine.Coolant fill part 3 commences.
The larger coolant pipe appears not to be sealing to the water pump and a custom gasket had to be made.Coolant fill part 4 commences.
Now with the two pipes attached to the water pump replaced, we were happy until we spotted another leak on the side of the block.Pic of offending part from old engine:
It turns out to be a bolt missing.
With the bolt replaced we filled with coolant a 5th time and
. All seems fine 
No leaks anywhere! By now its late afternoon and were behind schedule.We fill the engine with oil and discover the sump is holed
(corroded) in an area we had never seen a sump hole before (just below the seal at the rear of the sump). We decide to leave this for a while and press on as time was ticking on.With all connected, levels OK we attempt to start the engine.
It wont start.The engine seams partially seized! With the gearbox in 2nd, we turn the rear wheel and un-seize the engine and attempt to start again
no luck the starter was just clicking. We eventually found a bad earth and got the engine to turn over with ignition.A new sump was ordered.
Mat at Rogue Systems decided it would be best to fill with new oil as the oil that came out the engine was in a right state with old oil deposits and water from when the engine was cleaned.So now with the new sump and fresh oil and engine starting and running fine, I collect the car a very happy man
Final engine bay pics:
Thank YousA very big thank you to all at Rogue Systems especially Matt and Patrick.
I would recommend them to any MKI, MKII or MKIII MR2 owner for servicing or engine swap work.Contact details: http://www.revision6.com
A big thank you to John
(aka Megatron) for the engine and other bits you threw in!Thanks to Chris
(aka Limeymk1) for the clutch, dizzy and other advice givenAlso the following for advice:
Paul Woods
Lauren
Kev
(Crazylegs)And others on IMOC
& MR2OC who I may have forgottenhttp://twobrutal.co.uk
The buckets should slide out easily with a set of pliers 
