KPJUK

The engine starts first time every time, warms up, idles and the cooling fan kicks in and out as it should! It drives nicely enough although it has only been a matter of yards with small throttle openings as some things are quite in check just yet. The sump has a major leak and the timing belts appears to be rubbing the cover. I am tackling the sump today and fitting the 2E sump to accommodate the exhaust downpipe I will have made up over summer and later in the week I will be fitting the new covers. From there it is tidying up the wiring and fitting the interior back in place.

Hi again, Having gotten my engine started, I have a problem with the timing belt covers rubbing the pulley and potentially the timing belt. Does anyone have a set in good condition they can have with me by Thursday? KP

Thanks for the reply I managed to get it going - key was too close to the antenna and now she starts. Unfortunately there is a huge sump leak and the belt covers need replacing. KP

Hi everyone, I'm not really in the know with these but I need an ECU to run my 1999 4E-FE from a Corolla. It's the 3rd generation engine and won't run for more than a second thanks to the ECU cutting the engine due to an immobiliser issue. Does anyone have a JDM ECU that will work with this engine that doesn't have an immobiliser. Preferably plug and play but can repin if necessary. KP

Would this work for the 1999 Corolla 4E-FE? KP

Hi everyone, I'm almost done with my 4E-FE conversion for my 1990 Corolla, however the engine starts and cuts immediately. I'm certain this is an immobiliser problem and after wiring in the immobiliser computer (not hooked into door switch though) and taping the key to the antenna ring I still can't get it started. Is there a way of resetting the ECU to accept the code the key is sending out? Failing that is there any means of finding out what code the ECU wants to see so I can emulate that? KP

I have been experiencing the same issue with a 1999 Corolla ECU. I performed and engine swap from a 2E engine to a 1999 4E-FE in my EE90 Liftback and I can't get the engine to continue running. It starts for less than a second and cuts. The ECU clearly needs an immobiliser signal. I wired in the Immobiliser box and taped the key to the transponder but it still isn't having any of it. Has this problem been solved yet? KP

It will be even if only as a fly wire. I think I will solder it in so that I can terminate it properly once I'm home. It's not safe having bare wires just dangling about the place like that! Weren't even taped up or anything. When I get a little cash over summer I will be sorting out all the little bodges. Things like buying a 2E sump, getting a custom downpipe made up from stainless and properly securing the throttle cable. I am just doing what needs to be done for now and I will neaten it all up when I have the time KP

Thanks mate - and the wiring connector arrived today! Thanks - one of the first things to arrive on time! KP

The motor was part way through a Turbo conversion when the previous owner gave up and moved on. Hence missing components and the additional breathers on the cam cover. Out of those two which is the standard breather? I believe it may possibly be a turbo bottom end so I should have a shot at a conversion (properly though) in the future. KP

And the march towards the finish continues. Downpipe is now complete with Lambda sensor - I do however need to secure it but that will be tomorrow's work. This week has been packed with various hold ups so I'll be servicing it tomorrow while the electrical gubbins is handled by the professionals Here is the finished downpipe - courtesy of Owain and his continued efforts to keep my fleet going in times of crisis! A further offering from the Owain Department of Saving KP's Ass is the bung for the oil return on the sump. After dropping a sketch off at his desk I came back today

The fuel system is now fully plumbed in. Knew I took a Union from somewhere so I found that in my jacket and bolted up the filter. Also put in a fuel return line and hooked the tank to the hard lines. Tomorrow should see the transmission oil done, engine oil, PAS oil and air box etc all hooked in. I need to get this crankshaft pulley off though but the rattle guns aren't man enough. I think I need to do it on the starter but of course she isn't wired up yet! Only managed to get dull pics of the filter and return line in - nice and shiny though! KP

Some good progress yet also minor setbacks. I have wired up the Oil Pressure Switch, Water Temperature Sender and Sender Ground to the Combination Meter. I also fitted the distributor bung, coil packs, leads, fuel filter lower half (could do with a banjo bolt for the top half if anyone has one spare!), oil filter and hooked in the PAS Pump but haven't been able to bolt it to the engine as I don't yet have the bracket. I'll be blocking off the oil feed to the sump then securing the exhaust, leaving wiring the Lambda and rest of the car as the final tasks. Sunday is the aim, Friday next

Thank you! That might be necessary because the chap who removed the old loom from the E11 just cut it to shreds from the main fuse/relay box in the engine bay which poses some interesting problems. We can work around them but its a ballache! As for todays progress, a mate of mine from my club came to the rescue and managed to label up most wires I need to splice for the Combination Meter and physically wire the AM1 live feed and identify AM2. With his help it should be complete by Sunday and ready for a shakedown run! KP

Thanks Steve - I don't know why but when I was 14 I fell in love with them and bought the GTi within an hour of seeing it. If you're interested I can post the full build for that as well - just don't want to tread on any toes given I'm not a Starlet owner. Thanks on the Liftback too - she's a total bag but she is my bag and has taught me a lot, mostly about carburettor and welding. Thank you Yeah I get around a bit on different Forums. Started out on Toyota Owners Club but after being constantly whinged at by moderators I moved on and started up the AE92 Owners Club. At around the sam

I have sourced a Bosch 4-wire heated sensor - they all send the same signal so I can join that to my loom via any means necessary - I still haven't found the second sensor on the diagram though so I'm assuming this is the only one. I may have also cracked supplying power to the ignition barrel. As for the immobiliser, the computer communicates with the key via an antenna mounted to the periphery of the barrel. So I can use my standard key and barrel, all I have to do is zip tie the new key to the antenna and mount it behind the dash so the immobiliser always has a signal and I'll be aw

Ok thank you mate - will do that for now just to get home. Is that where the connector comes from on the loom (by the alternator)? I imagined it would be by the front of the car for the downpipe but is it post cat only? KP

For the Lambda? KP

Well being honest, I am struggling to find a connector for either Lambda but I'm hoping one crops up as I assemble more bits and pieces. I have noticed one cable has been cut from this loom from the same area the Alternator, Starter and Crank Position sensors spur off. The Wire colours were Pink, Black, Brown and a thick Grey wire. Not sure if that would have been the Lambda connector I'm looking for - the Haynes manual isn't very revealing. The Haynes Manual shows only one Oxygen sensor for the 4E-FE engine control section - "Heated Oxygen Sensor" - It shows a Pink wire, two Black wires a

Thank you mate, it was a long haul getting it up to standard after being a wreck. Started working on it when I was 14 - had two weeks in her then the oil pump blew! Will be a monster once I finish the conversion. That's exactly what I was hoping for! Thanks Thanks for the welcome Colin. KP

Hi everyone, I have posted up in the newbie section to introduce myself and my motors to the club, and now I'm in desperate need of some help. Background: I am performing a 4E-FE conversion to a 1991 Corolla Liftback (EE90) as shown below. I decided to perform the conversion when the Cylinder Head & Gasket failed on the standard 2E engine fitted to the car. I have had enough of the downsides to carburettors including but not limited to: - Poor Throttle Response - Poor Idle - Low Mileage Service Intervals - Refusal to Start when its Cold - Refusal to Start when its Hot

Hey everyone, Signed up to tap into some expert knowledge. I'm a Motorsport Engineering Student with Wiltshire College/Bath University and am the proud owner of two very broke E9 Corolla's - a 1989 AE92 GT-i16 with a busted oil pump, currently undergoing a 2ZZ-GE conversion - and a 1991 EE90 Liftback GL which is the main concern, currently undergoing a 4E-FE conversion which I need some help with! Here's the GTi - you may have seen it at JapFest or JAE in the brief periods where it isn't totally shagged: It's unfortunately rotting away a little in a garage in the suburbs while

Hey everyone, Signed up to tap into some expert knowledge. I'm a Motorsport Engineering Student with Wiltshire College/Bath University and am the proud owner of two very broke E9 Corolla's - a 1989 AE92 GT-i16 with a busted oil pump, currently undergoing a 2ZZ-GE conversion - and a 1991 EE90 Liftback GL which is the main concern, currently undergoing a 4E-FE conversion which I need some help with! Here's the GTi - you may have seen it at JapFest or JAE in the brief periods where it isn't totally shagged: It's unfortunately rotting away a little in a garage in the suburbs while