The 6-speed Lotus/Toyota EA60 BG6 transmissions discussed here include came in the following models:
2010-23 Evora (Manual All)
2012-23 Exige V6 (Manual All)
2022+ Emira V6 (Manual All)

We offer completely rebuilt ready to install transmissions with the upgrades listed below already installed. Check them out HERE

This 6-speed transmission is built big and tough and is capable of handling high power and torque on the street or track. Unfortunately it has some severe defects that cause very inconvenient failures even in a low powered car driven conservatively on the street. This is especially inconvenient because, depending on the car model, the labor just to remove and reinstall the transmission is 40+ hours of shop time! Plus transmission teardown and service time.

Shift fork pads

The shift forks, which move the selector rings inside the transmission to select gears, have soft plastic pads on them. This allows for quietest operation but unfortunately these pads fail at an unbelievable rate, most often causing a loss of ability to select 1st, 2nd, 3rd or 4th gear.  MWR offers UPGRADED FORK PAD kits, 3 needed, and installation to the forks is easy once the transmission is removed from the car and disassembled.

Input shaft and drive gear splines

Bizarrely, this transmission comes from the factory with poorly made mismatched splines in the interface between the input shaft and the drive gears that mount to it. Most notoriously the 4th/5th drive gear will fail its splines, freewheeling on the input shaft, turning 4th and 5th gears into neutrals. Less commonly the 3rd and 6th drive gears do sometimes experience this failure, and they’re usually already damaged when a trans is apart for repair of a failed 4th/5th gear. Even if the gears don’t fail completely we often find the splines damaged during a teardown. Input shaft always requires replacement as well, damage of the splines goes both ways.

MWR manufactures upgraded parts to address this issue, with far stronger material and tighter, properly designed splines.

INPUT SHAFT
3rd DRIVE GEAR
4th/5th DRIVE GEAR
6th DRIVE GEAR (coming soon)

We do stock the OEM parts as well

INPUT SHAFT
3rd DRIVE GEAR
4th/5th DRIVE GEAR
6th DRIVE GEAR

Want an even more comprehensive solution? We offer the MWR ACE2 GEAR SET which is a complete upgraded gear kit including upgraded input shaft. Better ratios, stronger splines, stronger material throughout. All of the troublesome OEM gears and input shaft are replaced. It even includes a full set of upgraded synchros.  You will still need to upgrade your fork pads (sold separately) though!

Want more traction? We offer the Quaife (lifetime warranty, made in UK) and MFactory (fantastic quality, no drawbacks, lower price) helical LSDs. These both improve traction while accelerating  but act as an open differential in all other conditions. No downsides and they never wear out. You’ll want the BEARING KIT and  RIGHT and LEFT axle seals to complete the install.

Looking for improved shift feel? MWR DETENT SPRING KIT can easily be added with the transmission in the car and makes the shifting sharper and more precise. If you’re doing a rebuild then MWR SYNCHRO SPRING KIT is an awesome upgrade, improving the shift motion inside the transmission.

We of course stock all of the synchros, bearings, forks and everything else you may need for servicing these transmissions along with OEM and high performance clutches, flywheels and more. Check them all out HERE

This is a quick guide to removing and reinstalling the camshafts of the 2ZZ or 1ZZ engine with the engine installed in the car. Focus is on minimal disassembly and parts removal since the engine bay is tight and we’re looking to minimize project time. This is how we do it in house at MWR; if you are more comfortable taking  a bit more time and removing all of your accessories and the crank pulley and the timing cover then by all means do it as the OEM service manual suggests. Either operation should only be attempted by an experienced mechanic; severe engine damage may occur if timing is set wrong or if something comes loose after engine is restarted!

The product links provided throughout the writeup are for 2zz parts- we do also offer the 1zz equivalents, just do a search or find them in their categories.

1. Turn the crankshaft until the timing mark on the pulley aligns with the 0 on the timing cover.
2. Remove coils and valve cover (supercharged Lotus application must have intercooler removed first).
3. Apply alignment paint marks to the chain and the intake and exhaust sprockets so that you can get the cam timing correct during reinstallation.
4. Remove belt, then loosen the main pivot bolt and the top nut that secure the belt tensioner to the engine. You don’t need to completely remove the tensioner, just move it over slightly to gain access to chain tensioner.
5. SLIGHTLY loosen the large bolt that secures the exhaust cam sprocket to the exhaust camshaft. Just break it free, do not remove it.
6. Remove the chain tensioner from the upper rear area of the timing cover. It is two small nuts, then will slide right out.
7. Holding the chain up in the middle so it does not drop down into the timing cover area, remove the exhaust cam sprocket from the exhaust cam. The chain can’t skip on the crankshaft but it can get jammed up down there if it falls in.
8. Remove the camshaft caps from the cylinder head to allow you to remove the intake cam, exhaust cam or both depending on your needs. Keep that chain pulled upward so it doesn’t fall!
9. If you are installing new valve springs and/or valve seals, do so now (1ZZ) or while rockers are removed in the next step (2ZZ).
10. If you are swapping out damaged rockers (2ZZ) then get everything out of the way and remove the VVL block (5 nuts and bolts) from the left side of the cylinder head. Remove the two “lift bolts” which secure the shafts and align them toward the right side of the cylinder head. You can now slide the rocker shafts out toward the left side of the engine, above the transmission, and swap out rockers. Install rockers, reinstall shafts (check that orientation is correct, you may need a mechanic’s mirror to look in from timing cover side), reinstall lift bolts (most people install new ones), and reinstall VVL block.
11. If you are installing a new intake cam or have separated the VVT sprocket from intake cam, be sure to UNLOCK the sprocket before reassembly.
12. Install intake cam (with sprocket installed and torqued already) and exhaust cam (no sprocket) to cylinder head.
13. Be sure painted timing mark on intake cam lines up with paint mark on chain.
14. Loosely install sprocket to exhaust cam, making sure exhaust cam sprocket to chain paint marks line up.
15. Install cam caps, torque all cam cap bolts to 20 Nm.
16. Torque exhaust sprocket bolt to 47 Nm.
17. On timing chain tensioner press release lever, collapse tensioner, and swing tiny hook into place to hold it in compressed position.
18. Install chain tensioner in timing cover (still compressed), torqueing retainer nuts to 12 Nm.
19. With your hand push down on chain between the cam sprockets until you hear the chain tensioner pop free and click, applying tension to chain.
20. Check one last time that the paint marks line up, then rotate the crankshaft a full turn to be sure the engine spins freely and there is no piston to valve interference. You can confirm that the OEM Toyota TIMING MARKS on the sprockets line up as they should (will only line up once every 2 revolutions).
21. Now is the time to check VALVE LASH if you have installed different cams, rockers or shims during the previous steps. If you need to swap out shims then you will need to repeat some of the above steps to remove cams again to gain access.
22. Once you are sure of valve lash being correct, tighten main bolt and upper nut of belt tensioner, then reinstall belt.
23. Apply a dab of RTV where timing cover and head meet at the top, then reinstall valve cover (torque 12 Nm) and coils. If it is old then it is a good idea to replace the GASKET and SPARK PLUG TUBE SEALS.

Eligible Vehicles (Manual Transmission ONLY):
2000-05 Celica GT
2003-04 Corolla, Matrix, Vibe 1ZZ

2005-08 Corolla/Matrix/Vibe and automatic trans vehicles are both a huge amount of additional work, we are not performing this swap on those vehicles currently.

The early 1ZZ engines are now notorious for piston ring failure and oil consumption. The most popular fix is upgrading to the more robust 2ZZ-GE engine (and optionally 6-speed transmission). Better durability, clean OEM-like install and a 50+ horsepower boost makes this swap a no-brainer!

Our most popular install:

• 2ZZ-GE engine, low mile used, fully inspected, new lift bolts
• Appx 190hp
• 6-speed transmission, fully rebuilt and inspected
• Toyota OEM engine computer, MWR VVL wiring kit
• QRP 2ZZ catalytic converter and midpipe
• Injen air intake
• New Exedy clutch, fresh machined flywheel, OEM flywheel bolts
• TRD “Grippy” 6-speed shift knob
• MWR shifter cable bushings
• NGK spark plugs
• Expert install labor
• Synthetic engine oil, synthetic gear oil, K&N oil filter
• Deduction for trade in of your old engine and transmission in any rebuildable condition

$9650 plus tax

$7355 for engine swap only, reuse your 5-speed transmission

Options:

• Limited slip differential (TRD Helical LSD)  ($999)
• PPE long tube header and cat pipe instead of QRP cat pipe ($1699)
• Apexi Power FC programmable computer ($1199) and custom dyno tune ($385)
• Brand new piston  rings and head gasket installed (+$895)
• Stage 2 MWR camshafts and MWR valve springs (+$1699)
• MWR Supercharger kit (240+ hp) (includes uprated stage 1 clutch, fuel injectors, Power FC,  TVS900 supercharger kit, dyno tuning, install labor) (+$6295)