I, and a number of other rotor heads have the T2 conversion on their wish list. But, it would be good to hear from those that have done this conversion to share their"before and after" impression of improved drive-ability? (ICEMARK, you out there?)

For instance, on a scale of 1-10......with 10 being what you expected and 1 being total disappointment. How would you rank the difference.

As an alternative, I've been playing around with the idea of just converting my rear diff to a 4.3 ratio. Thus essentially creating a VERTs.

But, reduced gas mileage (daily driver view point) and actual cost to professionally convert (about $500 for the ring and pinion, about $500 for other parts and labor to do it right) are raining on this idea.

Thoughts, opinions??

This could be interesting..............

 

Big IMO:

well with about 2500 miles now on my conversion I can say without any hesitation that the 13BT 'vert is how the 'vert should have been built (or at least optioned) in the first place.

Although there are a few things that I still need to finish the car is very livable and could be driven daily if desired.
On the open road (like the Bay Area- San Diego and back runs I have done since the conversion and break in) I just smile the whole way with the top down and at a 100 MPH as balanced as can be.

The weight of the vert balances out the Boy racer feeling that I don't typically like about the T2 models. Given the choice of a T2 or a GTUs or Sport, I hands down normally would pick the NA cars. They just have better balance. With the 13BT in the 'vert it has that same balance, but now with the ability of a under 8 second 0-60 and a 130+ top speed.

I have spent right around $5000 for the whole conversion now, although I still need to do the Catback, But I have gone a bit extream with some of the changes (like a FMIC, and completely rebuilding the Jspec, instead of just dropping it in, adding the series 4 aeroparts, etc).

My original goal was a S2000, Z3, or Boxster fighter (my other choices at the time), but the conversion sounded like more fun.

Considering The total costs:

$2500 for the car.
+
$5000 for an entirely new or rebuilt drive train and assorted parts (including lame stuff like a CD player and 225/50 tires).

minus
the $750 I got for the old motor and tranny and rear end. I hope to sell the wheels that came on the car too, so maybe another $300 or so there.

So at a little over $7000 (car and everything by the time I am done), I will have a car as with comparible performance as a new Z3 or S2000 for only a quarter of the cost, plus the fun of doing it all myself (well other than some lifting help from my neighbor).

gas mileage is actually up on the highway, I saw 25 with the top down the whole time and at 90-100 MPH.

City I haven't paid attention too, but I figure around 17-18 based on just under 280 mile/tank.

I could have done it much cheaper, but I wanted it done right, and too be able to drive it and not worry about something breaking. So rebuilding the Jspec was worth the time and effort and having the tranny pulled apart and checked was worth it for me.

*edit
I also would say, that despite what everyone says about the NA to T2 conversion; that the job is an above average project. If you wouldn't consider doing your own wheel bearings or swapping a tranny or clutch, then this job is way over your head.

Also (again IMO) the 88 'vert seems best suited for the swap than any other FC. The '88 'verts 338 ECU and harness (with minor mods) is compatible with either the NA or 13BT motor, overall the 88 'vert is a very bolt in conversion.

And I would not consider the amount of work involved to be even worth half the time and effort on a coupe. After doing the swap, I can say that personally I would never consider such a swap on a coupe.

 

Thanks. Great detail. Exactly what I was looking for.
Sounds like you'd rank the experience as a "10"

What would you think about just doing a rear diff conversion to 4.3 as an alternative?

Any other TurboVert converts out there?

 

As far as the rear end, I am actually thinking of pulling it apart and putting the 3.9 gear set in back from the 'vert originally, since the guy hasn't picked up the rear end yet.

Make it more rev happy.

As far as an alternitive to the swap, it would depend on what you are using the car for. For me its a weekend driver, that I also something that 4 times a year I run back and forth to San Diego in. So I like it being long legged.

But if I needed a street racer or track racer I might be more oriented towards a very very mild port engine port (something that still would pass emissions), maybe the lighter series 5 rotors (depending on how deep I was building the motor), a port and polish on the intake. free air intake, down pipe, catback, slightly advanced timing and premium gas. Maybe an electric fan and custom pulleys (because I do want air conditioning and the smog pump to work). Then yes, I would have to have the 4.3 rear end.

 

It must be SO nice to dive a turbo vert. Thats like the best of both worlds...lucky dog

 

well I must admit that I do find the stupiedest reasons to drive it, like just an hour ago, I noticed that I hadn't paid my Visa bill yet and needed to get it in the mail today.

So instead of just putting it in the mailbox and raising the pickup flag on the side, I said,"hmmm, I'd better just drive down to the post office and mail that bill". "yeah yeah thats it, i'll drive down and mail it".

 

Icemark (I've always wondered how you came up with that screen name),

I'm assuming you retro-fit the drivetrane from a Series 4 T2 into your Series 4 Vert. Did you ever entertain the idea of retrofitting a Series 5 T2 drivetrane?

 

Well, I am using series 5 rotors, but the rest is series 4. There is not really a difference between the tranny and rear other than the LSD type.

As far as the rest of the engine, I already had the engine and finished most of the rebuild even before I found the car. I actually prefer the series 4 engine over the series 5 (well other than the series 5 front cover O-ring is better).

As too the name, it actually came from a modified nick name. Because of my last name containing "Ice" in it, I had the nick name of Iceman (way before Top Gun), in the late '70s/early '80s in high school.

Well when I started to go online (back in my early days of online... back some 10 years ago) I used AOL. I didn't know better. Anyway Iceman was of course already taken as an online name. So I ended up changing it slightly to Icemark, since my first name is Mark anyway.

So its really just part of my last name and my first name. And I have used it ever since (even though I stopped using AOL some 6 or 7 years ago).

 

Big ditto there. One day I'll build a TII vert.

 

You know, not to start a flame competition, but I've never understood why anyone would do that in the first place. Series 4 T2's are a plenty and not that much more expensive than a NA. If it's only to slavage the drivetrane from a crunched T2, then maybe.........

Key point, IMO, the saddest story of the 2nd Gen is that the T2 Vert was never imported to the US even though it was arguably the best combination produced and needed to deal with a Verts extra weight. Sadder still, it was not imported ONLY because Ralph Nader type bs standards kepted them off our shores.

Trivia side note, they actually did make left hand drive factory T2 Verts. But they only made their way to Europe.

 

I've had my 'vert for about 5 years now, and wouldn't dream of parting with her. She was already upgraded to S5 TII running gear when I bought her, so I can't give you a "before" opinion, but she has recently been treated to a K&N Cone intake, and as well as being glorious to drive, she now sounds amazing as well

 

In progress...

Brad

 

Iknow there are more of you out there.

NZ Jason, I know you've got input here.............