IMPORTANT: PLEASE RETAIN THIS INSTRUCTION MANUAL FOR FUTURE REFERENCE

Notes to the Technician: Copyright © 2009 by E&G

2006-10 E&G is proud to present this package to
you and reminds you that for technical in-
Chrysler P.T. Cruiser formation, contact Lynn Eash or Lee Clary
"Heavy” Mesh & at 410-381-4900. Do not attempt instal-
lation any E&G product without first read-
“Q” Grilles ing the detailed instructions. E&G Classics
will not warrant damaged parts or vehicle
J 19 G9R
due to altered installation instructions.
Classics, Inc.
All right reserved. The repro-
duction or utilization of this
work in any form or any elec-
tronic, mechanical, or other
means, no known or hereaf-
ter invented, including xerog-
raphy, photocopying, and re-
cording, and in any informa-
tion storage retrieval system
is forbidden without written
permission of owners.

“Heavy” Mesh Part # 1200-0104-06 “Quarter x Quarter” Part # 1200-0185-06Q Important information before you begin:
Quantity Description Part No. Quantity Description Part No.
1 Upper Mesh Grille (includes): ************ 1 Upper “Q” Grille (includes): ************ This E&G grille installation kit includes grille hole
Upper Mesh Surround 1200-0034-06 Upper “Q” Grille Section 1200-0184-06Q location template(s) to drill mounting holes in the
Upper Mesh Section 1200-0040-06 Powder Coated Top Mounting Plate 1200-0210-06 vehicle. Before marking or drilling any holes into
Powder Coated Top Mounting Plate 1200-0210-06 Power Coated Lower Retainer w/Pins 1200-0049-06 the vehicle, you MUST verify that the template(s)
Powder Coated Lower Retainer w/Pins 1200-0049-06 (10) #8-32 ESNA Half Nuts 1999-0065-00
(12) #8-32 ESNA Half Nuts 1999-0065-00 1 Lower “Q” Grille - Left 1200-018Y-06Q
provided in this kit match the mounting pin loca-
1 Set Lower Mesh Grille Surrounds Right 1200-0022-06 1 Lower “Q” Grille - Right 1200-018Z-06Q tions on the grille(s).
Left 1200-0023-06 1 Hardware Kit (components listed below):1200-1902-06
2 Lower Mesh Sections 1200-0041-06 (2) 1/16” Alignment Shims 1999-2134-00 Please place the assembled grille’s mounting pins
1 Hardware Kit (components listed below): 1200-1902-06 (2) M6 x 1.0mm Hex Bolts 1999-0068-00 over the template(s) provided and make sure that
(2) 1/16” Alignment Shims 1999-2134-00 (2) 1/4” Lock Washers 1999-1950-00 the pin and hole locations are the same. If they
(2) M6 x 1.0mm Hex Bolts 1999-0068-00 (16) #6 x 1/2” Torx Pin Head Screws 1999-0109-00 do not match, please call:
(2) 1/4” Lock Washers 1999-1950-00 (1) Torx T-10 Pin Head Tool 1999-0107-00
(16) #6 x 3/4” Torx Pin Head Screws 1999-0108-00 (1) Upper Grille Hole Location Template 1200-0039-06 *** 1-410-381-4900 ***
(1) Torx T-10 Pin Head Tool 1999-0107-00
(1) Upper Grille Hole Location Template 1200-0039-06 and ask for technical assistance. Thank you.
(4) Black Cable Ties 1999-0301-00

1 3

1. Open the hood and remove the four 10mm factory 2. Once the top bolts are removed, push down on 3. Pull the grille towards you slightly to clear the side
bolts, two each side at the top corners of the grille. the sides of the factory grille where it aligns with retainers and lift the grille straight up to remove.
Use a grease pencil to mark the bottom edge of the the front fenders to release the side retaining clips.
grille (see dashed line).

1

4. Use masking tape to tape up the edges of the
fenders and 1/4” inside the edge of the grille
return. Paint everything (as shown) inside the grille
opening flat or semi-gloss black prior to mesh or
“Q” grille installation.
8. For Mesh Grille Installations: Once the lower grille
is installed, cut off the cable ties installed in Step 5.
5. For Mesh Grille Installations: Align the lower mesh
grille sections into place over the existing lower
factory grille insert and use the cable ties to hold
the mesh sections in place for the following sur-
round installation procedure.
11
11. Cut out, align and tape the supplied hole location
template onto the bumper cover, making sure you
slide the template as far back as it will go. Use an
awl or similar pointed tool to mark the hole loca-
tions onto the bumper cover. Remove the tem-
plate, flip the template over and mark the hole on
the opposite side.
2 Copyright © 2009 by E&G Classics, Inc.
7,8
9
6. For Mesh Grille Installations: Align the stainless
steel grille surround over the mesh sections, allow-
ing the surrounds to overlap the painted bumper
cover at the outside edges. For “Q” Grille installa-
tions: Align the “Q” grille sections over the factory
grilles, allowing the surrounds to overlap the
painted bumper cover at the outside edges.
7. Use a 1/16” drill bit to drill through the mounting
holes one at a time and install a #6 x 3/4” Torx pin
head screw. Continue this until all lower mounting
screws have been installed.
12
12. Use a 1/8” (.125”) drill bit to drill the marks made
in the previous step, then use the drill bit to con-
nect the holes, making a mounting “slots” for
slight left to right adjustments.
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15

13. Use a small piece of masking tape to hold the sup-
plied 1/6” alignment shims over the upper mount-
ing holes (where shown). The tape will keep the
shims in place during upper mesh grille alignment.
14
14. Align the upper grille into place (mesh shown, “Q”
similar), making sure the mounting pins across the
bottom of the mesh grille fit into the slots drilled
in the bumper cover.
15. Install the supplied flat washers, lock washers and
M6-1.00mm metric bolts and hand tighten.
16. Close the hood and check for alignment between
the hood and the top of the mesh frame. If the
grille is out too far, remove the shims. If the grille
is properly aligned, remove the tape securing the
shims and tighten the bolts.

WARRANTY INFORMATION:
E&G Classics, Inc. warrants its chrome parts and products to be free from defects in material, workmanship or finish for Thirty-Six (36)
months from the date of shipment by E&G. This warranty is limited to the repair or replacement, at E&G Classics option, of the defective part
or product.
To obtain performance under this warranty you must:

1.) Present your E&G unit to an authorized distributor in your area with proof of purchase.
2.) If no distributor is available, contact E&G Classics (address below) for authorization to return unit.
3.) Returns - All unauthorized returns will be refused. Merchandise approved by E&G for return must have been purchased within the
Thirty-Six (36) months. All returns require an authorization number obtained from E&G and the actual return must be accompanied by the
written authorization form filled out completely. All merchandise must be inspected upon receipt and shortages reported within 48 hours.
All merchandise must be in a resalable condition. Merchandise must be packed carefully in the original packing. If original packing is no
longer usable, repack item(s) comparable to original manner. All returns are subject to a 25% handling charge. Special order items are not
returnable. Defective merchandise must have an explanation of the problem. No credit will be issued unless invoice number and date of
purchase has been supplied. Manufacturer shall be sole judge of defects in a product.
4.) UPS accounts - All returns must be prepaid. Do not send return shipments freight collect. Once E&G has made its decision and it is a claim
against our warranty policy, E&G will credit incoming freight on damaged parts.
5.) No discontinued part or parts changed due to body style are returnable.

17. Finished Installation. For Return Authorization, write or telephone: E&G Classics, Inc., 8910 McGaw Court, Columbia, MD 21045 (410) 381-
4900 Attn.: Return Department.

You are responsible for inspecting all packages containing E&G Classics' parts and product immediately upon their receipt and must file a
claim with the carrier for any damage disclosure by such inspection and notify E&G classics in writing at the above address of any such dam-
age. This warranty does not extend to any of our products which have been subject to misuse, neglect, accident or have been altered or repaired
in any way. This warranty does not cover any accidental or consequential damages for any breach of this warranty agreement. E&G Classics
shall have no responsibility for any loss of time, inconvenience, commercial loss or consequential damage, nor shall E&G be liable for any injury
or damage to persons or property by reason of any defect in material, workmanship or finish of its parts or products. This warranty gives you
specific legal rights and you may also have other rights which may vary from state to state.
3 Copyright © 2009 by E&G Classics, Inc.
After driving with the ZXTuner transmission for a while, I noticed a significant drop in highway gas mileage. With the modifications that were
on my 2000 ZX2 S/R at the time, I was averaging 37 MPG highway when driving at 65-70 MPH. With the ZXTuner transmission in the car, I
was averaging 31 to 33 MPG highway when driving at 65-70 MPH. The ZXTuner is advertise ad having a 0.69 5th gear ratio so that it does-
n’t hurt your gas mileage much and it acts like a 6 speed without 5th gear since the first 4 gars are for performance and the 5th is like the
6th gear of a 6 speed, geared for good highway mileage. I started to pay attention to my RPM at various speeds in 5th gear. At 70 MPH in
5th gear, the engine was turning 3500 RPM with the ZXTuner transmission and tuned about 3000 RPM with the stock transmission. At 80
MPH, the engine was turning about 4000 RPM with the ZXTuner transmission and tuned about 3500 RPM with the stock transmission. If the
ZXTuner transmission had the advertised 0.69 5th gear ratio, it should turn a hair over 3100 RPM at 70 MPH and just under 3600 RPM at 80
MPH. I knew something wasn’t right and kept an eye on the RPM at various speeds in 5th gear. I did the math and figured out that my
ZXTuner transmission came with a 0.78 5th gear ratio and not the advertised 0.69 5th gear ratio. As a side note, when I had the Escort
sedan gear ratios in my car, at 70 MPH, the engine turned about 2700 RPM and at 80 MPH the engine turned about 3100 RPM. At 65 MPH
on a relatively level highway, I could get 41 to 44 MPG with that tall overall 5th gear ratio from the escort sedan. However performance suf-
fered a bit. The sedan’s 3rd gear overall ratio is about the same as the ZXTuner transmission’s 4th gear overall ratio.

Because of the excessive RPM and poor gas mileage, I started a search for what Mazda or Ford car that uses that transmission came with a
0.69 5th gear. So far, I haven’t found a single one sold in the U.S., Canada, Japan, Australia, or Europe that has a 0.69 5th gear ratio. I did
find several automatic transmission cars and minivans sold my Mazda that had a 0.69 top gear ratio. However, it doesn’t seem like their
gears are compatible with the ZX2/Escape transmission. So the best 5th gear ratio I can find is the 0.72(actually 0.717, but I rounded it up)
5th gear ratio. With a 0.72 5th gear ratio in the ZXTuner transmission, the engine should turn about 3250 RPM at 70 MPH and 3700 RPM at
80 MPH.

After figuring out that my Transmission didn’t have the right 5th gear, I started paying more attention to the other gears to see if they had the
same ratios that were advertised. Rob at ZXTuner said that the ZXTuner transmission has the ZX2 gear ratios for 1st and 2nd gear and the
escape ratios for 3rd and 4th gear. I found out that I have the Ford escape gear ratios for 1st and 2nd gear instead of the ZX2 gear ratios. A
call to Rob at ZXTuner solved that for me. He said the transmission shop that builds the transmissions uses the Escape parts for 1st and 2nd
gear if they don’t have any good ZX2 parts.

I did some math to figure out how much this changes things and it correlated with my real world observations about engine RPM and vehicle
speed in 1st and 2nd gear. With the ZX2 first gear with the ZXTuner transmission the maximum engine speed for my ZX2 at 7400 RPM
should be a little under 35 MPH, however it is actually 31 MPH with my Escape 1st gear. With the ZX2 Second gear with the ZXTuner trans-
mission the maximum engine speed for my ZX2 at 7400 RPM should be a hair less than 63 MPH, however it is actually 55 MPH with my
Escape 2nd gear. This seems to hurt me a lot in autocross racing. I have to shift a lot more often than I should between 2nd and 3rd gear.

Not everyone has a ZX2 modified to the extent of mine, so I’ll give some examples for those that obey the stock redline of 6500 RPM. With
the ZX2 first gear with the ZXTuner transmission the maximum engine speed of 6500 RPM should be a little less than 32 MPH, however it is
actually 27 MPH with my Escape 1st gear. With the ZX2 Second gear with the ZXTuner transmission the maximum speed of 6500 RPM
should be a hair 55 MPH, however it is actually 49 MPH with my Escape 2nd gear. For those of you that autocross, this can really hinder
your times because you will spend a lot more time shifting. Also, since both the 1st and second gears are lower, it makes the spacing
between 2nd and 3rd larger. Instead of the engine turning about 4600 RPM after the shift to third at 6500 RPM, it turns about 4100 RPM.
Looking at ZX2 dynos will show you the difference in power and the power lost by that extra 500 RPM drop.