4g63 build advice (anything obvious I've missed?)

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Harley Cummins

Harley Cummins

Active Member
Joined
May 10, 2014
Messages
29
Location
Adelaide, SA
Hi guys,

Long time lurker, been using all of the knowledge here in efforts to do the 4g63 swap into my CC GSR chassis. Basically, I'm after feedback or advice on the route to go, as this is bigger than anything I've ever attempted before - I'm not an expert by any means mechanically, so some of the questions may seem a little naive.

I've picked up a 6-bolt 4G63T that's been sitting for about 4 years - not sure on the condition. I'm getting it pulled down before I put the motor in, and as such have decided to do a bit of preventative maintenance on the motor. I'm not too bothered if I need to pull the motor out in 12 months time, which is why I'm generally leaving the bottom end of the motor untouched (and for financial purposes). I'm not chasing a huge power figure. Driveability is my main goal, hence sticking with a smaller turbo. I'll be happy if it makes 220-230awkw.

Current parts
Engine: VR4 4g63t 6-bolt
Turbo: Kinugawa TD05h16g (currently on my other CC GSR daily, going to swap it over)
ECU: Microtech LT10c (on my daily, going to do loom + ecu swap, then get a re-tune for flex fuel)
Stock manifolds (cyclone intake)
Stock fuel rail
Stock valve guides
Stock bottom end (will be looked over by the mechanic)

New parts
Cams: Brian Crower 272's
Springs/Retainers/Seals: Brian Crower (beehive kit)
Valves: MAPerformance valves, intake & exh

Head gasket: Permaseal MLS-R 1.3mm
Head studs: ARP 207-4201 (12mm)
Timing belt kit: Gates
Lifters: 3mm (sold by 'engnbldr' on ebay)
Wastegate: Turbosmart ProGate 48
Flywheel: Fidanza (w/OEM brand new bolts)
Clutch: Xtreme HD

To be purchased

Fuel pump: ?? (E85 compatible)

Injectors: ID1000cc's
Microtech Flex sensor

Are there any parts that I've missed out on, or that I should do while I'm at it? I've looked at LSD centres and the like, but I don't expect my clutch to hold up for an overly long period of time so I'll likely spend more money on the drivetrain at that point.

The parts are getting assembled by my mechanic, and I'll be getting him to face the head, do all the welsh plugs, timing kit, and see if he can do a general clean-up where possible. At the same time the head is being faced, I'll see if they can do any porting or rectification of casting flaws.

Thanks!
 
Are 1000cc injectors big enough for e85 at your chosen level. It must be close.
wont hurt to plastigage bottom end while you there. It will tell you bearing sizing and wear.
not sure how to check rings on a motor thet is apart

should do a compression test before you pull head off.
 
Also, how are you going to run and external waste gate on the stock exhaust manifold? You may need to look into a dump pipe that incorporates the wastegate.
 
eJackulator said:
Are 1000cc injectors big enough for e85 at your chosen level. It must be close.
wont hurt to plastigage bottom end while you there. It will tell you bearing sizing and wear.
not sure how to check rings on a motor thet is apart

should do a compression test before you pull head off.
Click to expand...
Speaking to people I know reckon that 1000cc's should be fine for my needs - again, that's only second-hand advice though. The compression test was done prior to buying and the seller said that it came back all good, so...
I'm only going to start with 15psi and go from there as I get used to the car and the way it drives, I know it's a fairly small turbo but it's already on my daily so it's not going to cost me anything extra which is good.

VIN18M said:
Also, how are you going to run and external waste gate on the stock exhaust manifold? You may need to look into a dump pipe that incorporates the wastegate.
Click to expand...
That's my next thing - I've been looking at changing or modifying the rear housing as apparently it's best to have the gate before the compressor wheel? This is something I'm not 100% decided on, so open to suggestions... is there a significant increase when running something such as a 6boost manifold?
 
It's up to you, but I would steer away from using Xtreme clutch,

I had mine fail, with bits breaking off the clutch and making a mess of my bell housing.

The exact same thing has happened with another car I know running the same clutch.

And that's with less power levels than what you would like to make.
 
You'll need to work out if you want to modify the standard vr4 passenger side engine mount or use an evo one (both pieces). Standard vr4 setup sits the motor too low. You should decide this before doing the timing belt as you'll need the correct block mount half for the one you choose- the timing belt tensioner setup is bolted to the block mount. Evo block mount still needs a bit cut off it to fit with the 6 bolt water pump.
Get a new hydraulic tensioner if your budget extends that far too, and it won't hurt to get some new seals for cams, valve stems, rocker cover, half moon etc.
Have your mechanic check oil pump condition and clearances also.
No doubt you'll have read the 2 litre conversion thread, don't forget the jackshaft mount.
 
VIN18M said:
You could run something like this if you don't want to change manifolds....

http://www.punishment-racing.com/punishment-racing-tial-mvs-wastegate-recirculated-o2-housing-package-for-eclipse-talon/

That price is with the wastegate, but at least you know it will all bolt up and you can just sell the Turbosmart one you have.

Not sure if you're running A/C but it may cause some clearance issues for you, worth looking into though...
Click to expand...
They have had issues with not being flat on the face of the flanges in the past.....better of getting one from MAPerformance.com

Also..4g63t dont have the ac compressor on the front of the engine its on the back so clearance issues with that wont be a problem.
I have the MAPerformance dump on mine with Turbosmart external gate and it has no clearance issues with the alternator or ps pump.
 
doo doo said:
You'll need to work out if you want to modify the standard vr4 passenger side engine mount or use an evo one (both pieces). Standard vr4 setup sits the motor too low. You should decide this before doing the timing belt as you'll need the correct block mount half for the one you choose- the timing belt tensioner setup is bolted to the block mount. Evo block mount still needs a bit cut off it to fit with the 6 bolt water pump.
Get a new hydraulic tensioner if your budget extends that far too, and it won't hurt to get some new seals for cams, valve stems, rocker cover, half moon etc.
Have your mechanic check oil pump condition and clearances also.
No doubt you'll have read the 2 litre conversion thread, don't forget the jackshaft mount.
Click to expand...
Thanks for the tips. I've actually purchased a two-piece evo mount so hopefully it's just going to be a case of trimming that down to fit around the water pump. I'm a bit skeptical about how this'll all go together, so I think it'll be a matter of truly knowing how everything lines up and works when it's actually in the works!! I've got an open order with MAP for cam seals, rear main etc, and fortunately the Brian Crower kit (BC0120) came with valve seals.

What do you mean jackshaft mount? The one that sits right behind the radiator? I wasn't aware that this needed to be changed at all? I've got a full set of uprated bushes (as per a stickie'd thread here somewhere) that are lying around ready to go in - I purchased them late last year in preparation for the conversion and it's just been a case of timing.

evo-gsr said:
They have had issues with not being flat on the face of the flanges in the past.....better of getting one from MAPerformance.com

Also..4g63t dont have the ac compressor on the front of the engine its on the back so clearance issues with that wont be a problem.
I have the MAPerformance dump on mine with Turbosmart external gate and it has no clearance issues with the alternator or ps pump.
Click to expand...
Cheers for the info! I've actually spoken to a guy who sponsors our drift team and I'll be getting him to fab something up to suit the exact dimensions and clearances I'll need - am I right in assuming that modifying the factory exhaust manifold isn't a desirable option?
 
SKMsport said:
It's up to you, but I would steer away from using Xtreme clutch,

I had mine fail, with bits breaking off the clutch and making a mess of my bell housing.

The exact same thing has happened with another car I know running the same clutch.

And that's with less power levels than what you would like to make.
Click to expand...
Soooooo I've just put in an order for an OS Giken Twinplate as per your advice.. ;)
 
^nice clutch choice
jack shaft- is that the passenger driveshaft hanger bracket thing?
1000cc inj will be fine till around 300kw on e85 and then the box is touch and go,
if ya wanna save some coin you can buy steam pipe sections and get ya mate to put it together?
sounds like your on the right path though!
 
^ yep passenger driveshaft bracket thing is what I was referring to. Once the evo mount is on the engine it'll all line up sweet, but a little trimming of the 6 bolt plastic front cover is required where the mount goes through it. You'll work that out when you get to it....
 
BYBY5L said:
^nice clutch choice
jack shaft- is that the passenger driveshaft hanger bracket thing?
1000cc inj will be fine till around 300kw on e85 and then the box is touch and go,
if ya wanna save some coin you can buy steam pipe sections and get ya mate to put it together?
sounds like your on the right path though!
Click to expand...
Ahh yeah, thanks for that. I've actually got a VR4 passenger side driveshaft sitting here too, but I'm not too sure if I've got the AC bracket so I'll just have to read the 2L FAQ very closely. Might need to go down the path of high tensile washers.. Also got a price on a custom manifold from a reputable guy in Adelaide and for $700 it's worth just getting one fabbed up to suit external gate..may aswell avoid cutting corners when it's escalated this much haha.

Thanks for the help so far guys!
 
I had an os giken. Had the pressure plate tested and it was much lower than what I needed so sold it.

Nice unit though.
 
Hi guys, just a bit of an update.
I've purchased the 2.3L stroker kit which is now on its way from MAP in the US with wiseco pistons and manley rods. I'll be purchasing an eagle 100mm crank as it's looking difficult to source a 4g64 forged crank for a reasonable price.

Planning on running an Autronic SM4 ECU when finances permit, as recommended by my tuner and I'm going down the route of running e85 and 98 with a flex sensor. Planning on combining the package with a custom manifold and a gtpumps turbo with the same/similar sizing specifications as a td06 20g (I've heard it'll spool nice and quickly with the 2.3L and I'm after response, not power figure).

:)
 
i'd be more concerned with his turbo running out of puff my 16g is out of smoke at 20 psi at 171awkw on a 1.8l cant imaging it's going to do beter on a 2l that has just as high if not more demand for air
 
Well that escalated quickly lol. Love it how keeping the stock bottom end suddenly turns into a stroker kit haha.
An FP Green for the DSM might be another similar good spooling option for the 2.3L if you're willing to sacrifice top end a bit. http://www.forcedperformance.net/PROD/NTDSMFPGREEN.html
I've been in a 2.4L LR with a DSM FP Green and its a surprisingly good combo so I imagine 2.3L would be similar. The single scroll turbos really impact spool so you almost need to run one size lower than what a newer model Evo's get away with in order to keep good spool.

If Mark's turbo is a similar price then probably best to go with the local support though.
 
Would you be needing some new front rotors?
G'day I have a pair of brand new EBC slotted front sport rotors for sale. 256mm dia. 4x114.3 PCD, 24mm thick.
Suit GSR or CS & CH Lancer 15” WHEELS. $160.00, Mitchelton, Brisbane.
Cheers
Ross
To suit:-
Mitsubishi Galant 1990 2WD
Mitsubishi Galant 1990 AWD
Mitsubishi Galant 1991 2.0L, L4
Mitsubishi Galant 1991 2WD
Mitsubishi Galant 1992 2.0L, L4
Mitsubishi Galant 1992 2WD
Mitsubishi Galant 1993 2.0L, L4
Mitsubishi Galant 1993 2WD
Mitsubishi Galant 1994 2.0L, L4
Mitsubishi Galant 1994 2WD
Mitsubishi Galant 1995-1997
Mitsubishi Lancer 2002 LS
Mitsubishi Lancer 2002 OZ Rally
Mitsubishi Lancer 2003 LS
Mitsubishi Lancer 2003 OZ Rally
Mitsubishi Lancer 2004 LS
Mitsubishi Lancer 2004-2005 OZ Rally
Mitsubishi Lancer 2006-2007 w/ ABS.
 

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