^^^ then make a gearbox inspection plate that covers the spline (like Neil did), or weld the centre diff and remove the transfer output shaft and viscous coupling from the gearbox and use a welsh plug to block up the hole where the shaft came out. A welded centre is better for a FWD conversion of an AWD box anyday anyway.
It'll be less physical work and possibly $$$ to get your car engineered with the current setup than to go back to a 4G93 or 4G15 (btw WTF??? dont ever go back to a 4G15!!! lol).
Before you seek another engineer, do your homework and get yourself ready to provide information and respond confidently to questions about your modifications.
Start listing all the oem components of a typical car = engine, chassis, suspension, drivetrain, interior, steering system, electrical, fuel system, body kit, seats, brakes, lighting etc in a WORD document.
Then with the eg NCOP for Light Vehicle modifications in your hand, run through each item and make reference to how your vehicle still complies, or what manufacturer substituted parts you have fitted instead, obviously without modification by welding or redrilling holes, List what aftermarket components you have fitted and how they still meet the ADR requirements. (eg aftermarket steering wheel, ADR or TUV approved, maintains minimum diameter requirements, show pic as evidence).
My Engineering support document took me months to put together and really its not that difficult to do - its common sense stuff.
Here's an extract from it.
BRAKING SYSTEM
In accordance to Vehicle Standards Bulletin 14, National Code of Practice for Light Vehicle Construction and Modification, Section LG – Brakes.
The vehicle has been fitted with Lancer Evolution I-III brakes; including 276mm diameter front vented disc rotors, 260mm diameter rear solid disc rotors and callipers as well as master cylinder. The vehicle was subjected to a hydraulic brake test according to the requirements of ADR 31/00. A ‘pink slip’ brake test was performed from 75kph and the average deceleration was 80%g. Braided stainless steel brake hoses have been fitted. These are made by Goodridge and are claimed to meet FMVSS106. [insert photos of brake test results]
Master Cylinder and Brake Booster Assembly: Manufacturer Substitution
Braking performance is upgraded via a suitably substituted Lancer Evolution 25.4mm (1”) master cylinder ID bore. Effective diameter is 203m Front / 230mm rear and Boosting Ratio of 5.5 (at 280N (62lbs)). An aftermarket Master Cylinder brace has been utilised to further increase the stiffness and strength of the master cylinder mount on the firewall resulting in increased braking responsiveness and reduced sponginess in the braking system.
Front Brakes: Manufacturer Substitution
The front brakes have been upgraded with the fitment of floating caliper, twin piston, 276mm ventilated disc rotors from a Lancer Evolution I-III.
Rear Brakes: Manufacturer Substitution
The rear brakes have been upgraded with the fitment of floating caliper, single piston, 260mm solid discs from a Lancer Evolution I-III. Note that the rear brake components are identical to those also fitted to the Australian delivered OEM 1993-1996 1,8 DOHC EFI GSR Lancer turbo.
Hydraulic Brake Hoses (front and rear)
The front and rear brakes are fitted and tagged with FMVSS106 European Standard (ADR 07/00 recognised equivalent standard) Goodridge brand high performance hydraulic brakelines. These brakelines are constructed with a PTFE inner with stainless steel overbraid and are approved in accordance to ISO 9002/ Dot Approved FMVSS 106 Specified / TUV quality certification (SAE J1401 equivalent). The yellow Goodridge tag and clear insulation sleeve remain on the brake lines as proof of authenticity.
GOODRIDGE BRAKELINE KIT
SMT0704-4P
MITSUBISHI LANCER EVOLUTION I-III
ORIGINAL PACKAGING CONFIRMS DOT APPROVED STANDARD
‘APPROVED FMVSS106 SPECIFIED / TUV / ISO 9002’
[insert photo of Goodridge packaging as proof]
It takes time to put it together and each person should do their own so they learn about their mods, their car and the rules at the same time. It'll ll be worth it in the end when you address each modification. It will show the engineer that you are not just the typical yobbo off the street with a modified car, but alternatively, somebody whom has put in an effort to understanding the rules, then consciously make a decision to 'upgrade' or 'modify' a component, then address how that upgrade/modification still meet the ADR requirements/ motor vehicle modification guidelines.
An engineer will be more inclined to tick off on manufacturer replacement parts already found in Australian complied vehicles, especially if its from the top of the range model or sports model of a CC Lancer variant (coupe/sedan/wagon doesnt matter) and all the associated parts for that modification/substitution equivalent to the same vehicle were transferred over with it.
Brakes = calipers, rotors, hubs, lines, mater cylinder and booster from a GSR or EVO.
Suspension = steering components, struts, k-frame, sway bars, collapsible steering rack, power steering column, lower control arms etc from GSR or EVO. Dont forget maintaining wheel track too. The OEM owners manual is full of good info to compare to.
Engine = mounts, emission control, electricals, fuel supply, you get the picture...
BOLT ON MANUFACTURER SUBSTITUTED PARTS from the GSR or EVO are MUCH easier to pass than custom fabricated stuff! We are dealing with modified production vehicles here with bolt on components, we're not dealing with indivdually constructed vehicles with tubular frames etc.
Ive uploaded the DOTARS CC Lancer coupe spec sheet here for you:
http://www.filedropp...erspecsheet9631
It shows all the standard data from the original compliance of the CC coupe in Australa. It has the minimum height of suspension from the centre of the wheel hub to the top of the wheel arch too!!! So dont forget that important factor when discussing your suspension mods.
I have also attached below the crux of an engineer certificate which was once issued to a CC Lancer coupe that had been engineered with a 4G93T in it. It will give you some ideas as to what to put down on paper but you will need to make references to GSR and EVO components in your supporting document, not Proton stuff like this particular build included. Note that the fitment of the GSR engine and intercooler etc was all OEM from a GSR so it was VERY EASY to get approved. I
f your 4G63T conversion involved all the GSR/EVO OEM suspension, steering, brakes, engine mounts, emissions controls and intercooler then you can pretty much breeze through certification provided that the engineer is in the frame of mind to acknowledge that you basically have a CC Lancer GSR or EVO, but in a CC coupe chassis. Because the coupe shares the same mounting points for basically everything other than the AWD rear end, 99% of your modifications have technically been only 'bolt on' and 'without fabrication' from the top of the range performance variant of the CC Lancer
Keep under the bonnet looking stock and its happy days to you and your car getting back on the road 'legally' with engineer certification.
And FFS, no one is going to pass your car if you cant even strap the battery down properly - Wheres your battery bracket in the pic you posted??? Also re-route that 8 gauge power cable a different way and put it into black conduit or something. Also make sure you dont have any oil leaks too. Use your head man, tidy the car up and make it presentable for inspection with NO SILLY MISTAKES and NO SILLY MODS like a loud exhaust system or a fkn monster tacho on the dash lol.
Good luck with it. I hope it all works out for you.
