RHD Power Train in a LHD Car
02-28-13, 08:12 AM
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Depends..Need more info.
Are you putting the engine in and trying to use the RHD harness in an LHD?
Putting the engine in and using the Car's Harness.
Are you trying to make the Car RHD when it is LHD?
..hypnotizing cats to play the piano?.(this is the most important question,then work your way back up!)
Are you putting the engine in and trying to use the RHD harness in an LHD?
Putting the engine in and using the Car's Harness.
Are you trying to make the Car RHD when it is LHD?
..hypnotizing cats to play the piano?.(this is the most important question,then work your way back up!)
02-28-13, 10:12 AM
#3
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Thanks. The cats already know how to play the piano without hypnosis, so that one is covered.
I am looking at a LHD car that needs a new engine. And I am looking at the ads on Kijiji Canada that say complete engine and trans from Japan for Gen 3 RX7 with low km's. So, I am wondering what it would take to install the complete engine and trans from Japan into a LHD Canadian (or USA) car.
Wade
I am looking at a LHD car that needs a new engine. And I am looking at the ads on Kijiji Canada that say complete engine and trans from Japan for Gen 3 RX7 with low km's. So, I am wondering what it would take to install the complete engine and trans from Japan into a LHD Canadian (or USA) car.
Wade
02-28-13, 10:21 AM
#4
I didn't have any issues except the wire harness is too long. I just left the extra in the engine bay side. Other than that, everything bolts up fine.
Beware of many of the importers of Japanese engines. Search "Tiger Japanese" for some of the horror stories. They claim low km's and great compression, but will not warranty rotary engines. Imported engines on here seem to have about a 15% chance of being good enough to drop in. Most people rebuild them anyway.
Beware of many of the importers of Japanese engines. Search "Tiger Japanese" for some of the horror stories. They claim low km's and great compression, but will not warranty rotary engines. Imported engines on here seem to have about a 15% chance of being good enough to drop in. Most people rebuild them anyway.
02-28-13, 11:06 AM
#5
There are plenty of horror stories regarding J-spec engines where the seller claimed it was in great shape and it was far from that. Tiger Japanese is well known for this.
We recently had a similar issue come up with a now-banned forum vendor, Japan2LA, whom prior to this was quite reputable for delivering exactly what was promised and standing behind every product. That was before scamming 3 people out of a total exceeding $10,000. More details can be found in the Feedback Section.
OTOH, I have personally seen a J-spec FD engine show healthy compression and start up easily on the first try once it was installed. This example was found on Ebay and used the LHD car's harness. I'm not saying this happens all the time, but it can happen. It depends on the seller and asking them the correct questions.
Back to the matter at hand now. You will find a few unused connectors when using a J-spec engine in a North American FD, such as the EGR Solenoid. I can't recall what else is different offhand, but I believe that the differences won't affect its real-world usability. As this is a bit out of my field of expertise, I am highly recommending you take a look through the 3rd Gen Section for more info.
As for the nuts and bolts, there are only a few differences and they are easily overcome. The A/C compressor & P/S pump use different lines due to placement of the Receiver/Drier and Steering Shaft. However, the P/S pump is identical to the North American one, while the A/C compressor is the same as a North American one with the DENSO A/C system. As always, R12 in Japan matches R12 here (up to 1993) while R134a is used beginning in 1994. If you wish to negate all of this, just reuse the car's A/C & P/S components along with its accessory bracket.
We recently had a similar issue come up with a now-banned forum vendor, Japan2LA, whom prior to this was quite reputable for delivering exactly what was promised and standing behind every product. That was before scamming 3 people out of a total exceeding $10,000. More details can be found in the Feedback Section.
OTOH, I have personally seen a J-spec FD engine show healthy compression and start up easily on the first try once it was installed. This example was found on Ebay and used the LHD car's harness. I'm not saying this happens all the time, but it can happen. It depends on the seller and asking them the correct questions.
Back to the matter at hand now. You will find a few unused connectors when using a J-spec engine in a North American FD, such as the EGR Solenoid. I can't recall what else is different offhand, but I believe that the differences won't affect its real-world usability. As this is a bit out of my field of expertise, I am highly recommending you take a look through the 3rd Gen Section for more info.
As for the nuts and bolts, there are only a few differences and they are easily overcome. The A/C compressor & P/S pump use different lines due to placement of the Receiver/Drier and Steering Shaft. However, the P/S pump is identical to the North American one, while the A/C compressor is the same as a North American one with the DENSO A/C system. As always, R12 in Japan matches R12 here (up to 1993) while R134a is used beginning in 1994. If you wish to negate all of this, just reuse the car's A/C & P/S components along with its accessory bracket.
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