1 BAD C63A

Man I had this very issue when putting mine in. Kiwi ingenuity....
1) heated and dropped the ring gear off the 61 flywheel and 63
2) had a spacer ring machined
3) heated and dropped both spacer and 61 ring gear onto the 63 flywheel
4) tig both onto the flywheel
Simon at Speedtech in Wellington NZ did mine in a couple days when I blew my old clutch on the 61. We put the vr flywheel and paddle clutch in but when he went to start it the motor wouldn't engage. He was puzzled but sorted it for me, have not been shy with dropping the clutch and have since replaced a clutch too and the fly wheel is mint.

Very happy with our solution. Have asked in other forums if anyone had this issue but never came across it.

Here's my 88 C63A gsr lancer.

I liked the C63A because of the ZR4 eterna version but half the weight.

I ran the 4g61 for many years, I bought a crashed VR4 for $500 and stripped the motor and ecu, sold the rest for parts and basically made money. I bolted on the tdo5, plugged in the Ecu, airflow meter, injectors, bolted up throttle body and managed a 14.1 on the qtr mile. Front wheel drive peeling rubber most of the way down.

When putting the 3" exhaust off the turbo, getting the hybrid td06/big16g turbo built by Steve Murch soon had me losing control of boost and getting bad boost cut, after putting on the turbinetics waste gate we managed to gain control back but in the end fried the 1600. So I built up the 4g63 at Edgell Motorsport, Je Pistons, lightened, balanced, arp bolt kit, evo4 racing head gasket, we then had much debate about what head to use.

If you know ya 4G's you'll see the 4g61 inlet manifold, reason... Vr4 inlet ports were huge, Edgell Motorsport recommended evo head, they had one there and when looking I said it looks like the 4g61 head, similar port size, I grabbed a reconditioned one I had at home and we decided this would be perfect, use the same inlet manifold, coil pack, everything matched the engine bay so ideal...we put the evo cams on as they had more lift etc. I still run the evo 510cc injectors, Walbro fuel pump, and malpassi reg. Throttle body has been bored out also by Steve Murch at Motorsport Engineering. I had the headers made at Monster race fab NZ, just so I could get rid of the cast manifold and bolt up,the wastegate properly.

Turbo has had some work done recently, we ran the 16g turbine housing but read up how good the big16g housing is which changed the a/r from .6 to .7, Steve the guru had one in a bucket under the bench from an Evo0. Back cut turbine wheel, flowed the cast dog leg off the back of turbo and had a 2.5"-3" reducer welded up so the exhaust flow has had a bit of work. It got me an extra 30kw on the last tune so I am pretty happy.





Computer was next, was getting sick of all this power but limited to boost. No way. So Kent at Speedsource hooked up the EMS stinger, tuned now to 250kw at front wheels, 22psi. At the same time came a quality hks evc-s controller, autometer shift light module considering the tacho couldn't keep up, especially when the wheels break loose, limiter comes pretty quick.



Now I'm getting a wee older I recently put in the set of 3 small evo Guages under the radio, and removed the silver series boost guage which used to also be on the dash. Looking much cleaner.

Then suspension I picked up some GSR RS suspension which bolts right up, the rear was too short so we made some custom strut extensions bolted on top of strut which lifted the car now sitting real nice, handles wicked. This version 2whl drive gsr lancer has the electric damper switch beside the key hole, this does all still work but the upgrade by far... Awesome...

Well that's my ride... Some pretty wicked cars on this forum, great to see.

Dan

Hopefully have photos sorted now