The teenage dream.... 
mint oldschool car, meets, cruising, burnouts, racing and lots of Fun!!!

OK, basically I have started off with a tidy, standard 1975 KE25 SR coupe corolla.  It had a 3k-hb 1200cc, pushrod, twin-carb engine with 4-2-1 exhaust as standard.  After arriving home from buying it, smoke was puffing out the exhaust.  not good!  seemed to only smoke when hot.  I checked everything I could.  Like pressure test, intake vacuum etc.  220psi over 4 cyl! rings seem fine.  valve operation seems fine.  so I concluded it was probably the valve seals worn, but don't know exactly.  
I drove like that for at least a month.  over that time I had replaced the worn ignition parts, (points, leads etc), done the timing and changed all lubricants, cleaned & tuned the carbs and general maintenance stuff.  
Rather that fix the valve seals I decided to replace the engine temporarily and get it reconditioned as it'd done 200+ km's.  a 2K was found for $60 and swapped in.
The 3K-HB was never rebuilt..  after driving the gutless 2K for months I had such an appetite for power again I wanted more than just another 3K.  I had been dreamin of a 4age.

So a bit of researching and planning and I had a basis for an engine transplant.   thanks to club4ag.com and Lachlans website for the info.  An opportunity for the conversion came when I was given the option of having my collarbone straightened after breaking it earlier in the year.  That gave me 4 weeks to complete the swap before returning to work.  The collarbone operation was on 4th December '00.  The first 1-1/2 weeks afterwards I was physically incapacitated so had no progress.  I had my father help with labour after that.  See the KE35 page for pic of what we did on the 13th dec 2000.  (removed the 4age from the KE35). 

Quick Summary: (1st Stage)  I am running the rwd 'blue top' 16v bigport version of 4age.   It is fuel injected which required an efi wire loom and high pressure fuel delivery system.   When slotting the engine in we had to change the brake master cylinder to the single type because the twin master was hitting the intake manifold.  Also many other mods had to be done to fit the engine in.  I made some engine mounts and relocated the g-box cross member rearward to suit.  The clutch was converted to hydraulic.   Brakes are standard.  I've installed the 8bolt diff from a '68? RT40 corona.  unfortunately this is not the D series 6.25" diff which apparently fits a T series 6.7" diff head.  The mounts are 10mm wider on each side so the springs needed jacking out a bit.  There were no shock mounts on this diff either.  The drive shaft is also from the RT40 which was shortened and a 22spline yoke (to fit the T50 5speed) was grafted on.  The radiator is standard with the hoses re-routed to suit.  Hasn't overheated as yet.  The 2-1/4" exhaust was taken off the ke35 and needed a few tweaks to fit in the ke25.   I had a new front section for the exhaust made because of the space restrictions next to the gearbox.  The front springs have been cut 1-1/4 coils which lowered it a bit and is still captive.   The front shocks didn't work very well so I drained and refilled with hydraulic oil.  Rear shocks were replaced with good ones a friend gave me.  Fitted 13"x7 Cheviot Hotwires with 180-60-13 tyres bought from the T&E.  Installed some Kenwood stereo gear along with a MoMo steering wheel and Razo pedals.

Yes, I agree this is ROUGH!  but I needed to get it on the road in a hurry as this was my only transport.  I planned to eventually tidy things up and certify it before the wof ran out... I didn't do much to it since then and the warrant ran out in May 2001.  The plan now is... to restore it, with even more power, make it handle sweetly and keeping to japanese classic car styling, then get the certification I so muchly need.   So that was where I'm up to (June 2001).  currently the ke25 is in storage until I've completed some of the other projects.