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 Post subject: 4g63 vs 4g64 6 vs 7 bolt
PostPosted: Mon Feb 17, 2003 2:17 pm 
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Ok I'm thinking about making a displacment pig and running a 4g64 engine (A nice easy swap I'm not running all over finding a turbo here an intercooler there just seems simpler maybe a swap over a weekend...) Galants are impossible to find in Canada and the 2000GTX only came with the 4g63 and the Jap motor importers I've spoken to don't import 4g64s on 63 and 63t's. My choices are either an old elantra (I think they came with 4g64's) or a Colt Vista I assume both of them will be the SOHC now my real question is do the 4g64 suffer from crank walk as the 4g63 does and would it even be an issue if I'm only running N/A (so like 200 hp max?) I just want to know what I'm getting into before I'm there.. Also is there valve clearence on a 4g64 SOHC or does snapping a timing belt mash the valves? Thanks guys...


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 Post subject:
PostPosted: Mon Feb 17, 2003 2:34 pm 
From what I've read, the 4G64 is less likely to crankwalk then a 6 or 7 bolt 4G63.. I have no personal experience with this though. :)


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 Post subject:
PostPosted: Mon Feb 17, 2003 4:08 pm 
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i think there is no known cases of the 4g64 to have gotten crankwalk. It's also very very rare that a 6 bolt gets crankwalk.


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 Post subject:
PostPosted: Mon Feb 17, 2003 5:29 pm 
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from the guy that I know who sells these engines built, you have to find a 6 bolt 4G64, these are from the 89 and 90 sonatas, and the non AWD colt vistas. If you get an AWD one, the bell housing was different and you can't use it.


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 Post subject:
PostPosted: Mon Feb 17, 2003 6:08 pm 
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Location: Georgia
I love '64 questions :D No, not one of these motors (even pushing 500+ hp) has ever crankwalked of it's own accord. (There was one case I believe where the block was improperly reassembled and failed, but that was stupidity not defective equipment)

These motors were primarily found in Galants (there must be a few that wandered into Canada...) The Eagle Summit Wagon/van thing had it too, as did the 2g Eclipse Spyder, and some Mitsubishi Expo vans supposedly had '64s but I've never looked into that one as those are far too rare to even bother looking for.

Yes, unfortunately these too were Interference motors. But at least since most of them are SOHC there's less work to change a timing belt (no excuse to neglect changing the belt when you're supposed to)

And indeed, the 4g64 can put out 200 hp to the wheels N/A....mine does.


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 Post subject:
PostPosted: Mon Feb 17, 2003 10:54 pm 
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The 6-bolt 4G64 also came out in the early 87-90 2.4L Hyundai Sonatas... :)


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 Post subject:
PostPosted: Mon Feb 17, 2003 11:03 pm 
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Sonotas eh :twisted: Gives me some more places to find a motor... mmm displacemnt pig :)


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 Post subject:
PostPosted: Tue Feb 18, 2003 1:25 am 
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Location: Hesperia, CA(In the Mojave desert)
make sure you get rid of the balancing shafts in the '64....my dads d-50 the original '64 that was in it had a little balancing shaft issue....thet didnt like to stay in the bearing journal and decided to make the journal in the block a LITTLE ovalish :x


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 Post subject:
PostPosted: Tue Feb 18, 2003 6:33 am 
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What years of D50s had the 64?


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 Post subject:
PostPosted: Tue Feb 18, 2003 9:36 pm 
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hmm, I think there may be some differences between the G64 and the 4G64. Basically all the 4G6x motors are created from the same casting. Mitsubushi just cut the bores to length depending on whether it is going to be a 4G64 (longest), 4G63/7 or 4G61 (shortest). I recall that the older G64 RWD blocks have a different bellhousing pattern.


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 Post subject:
PostPosted: Wed Feb 19, 2003 3:45 pm 
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there are a lot more considerations than just crankwalk.

effective engine tranny relationship is a big one. you can easily build a 4g61 to rev to 10k rpms, a 4g63 to 8.5k rpms and a 4g64 will most likely (the examples I have seen anyway)be peaking around 6-7k rpms.

the reason you aren't hearing about crankwalk with 4g64's is that there aren't;

A) as many of them running around highly modified

B) many of them modified with any kind of real miles.

the old myth with the 7 bolts crankwalking around 80k miles on the clock would lead any rational person to deduce that it would take about 5 years ( figuring on the generous side) for the average 4g64 to crankwalk.

4g64 has not even been a generally accepted swap until within the last year.

I think there is not enough evidence out there, or enough good examples of 4g64's in modified and daily driven form to make any kind of predictions as far as crankwalk.

as far as I am concerned that's like building a 4g63 and running it for about 10k miles, then tearing it down and redoing it, and running it for another 10k miles, then touting how wonderful it is, and informing everyone of it's reliability.

many 4g64's are not in daily drivers, they are in people race car projects, which aren't seeing the mileage or abuse of a daily driven automobile.

just my take on things.

a LOT more than that to consider, but you get the idea.

_________________
'92 eagle summit

'87 Conquest TSi 4G63 sold


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 Post subject:
PostPosted: Wed Feb 19, 2003 4:13 pm 
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Joined: Fri Aug 09, 2002 9:31 pm
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Location: Kingston, Ontario, Canada
Neither of my 4g64's were modified, but maybe I can say something about their longevity. the '92 was at 343,000 kilometres212,000 miles) when I sold it 2 years ago(I still see it on the road). My
current '94 (4 valve head) has 158k(100,000 miles) and is A1.


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 Post subject:
PostPosted: Wed Feb 19, 2003 8:56 pm 
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Joined: Tue Sep 24, 2002 7:26 pm
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Location: Georgia
My '64 gets shifts regularly at 6k and has 135,000 and no problems. Granted, it's only been modified for the last 20k miles. It's my daily driver. Several of the guys who have gone the whole 4g64t route are going on their second or third year with no issues. The DOHC engines are even better, as they can better handle the higher revving.


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 Post subject:
PostPosted: Wed Feb 19, 2003 9:19 pm 
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perhaps I should have clarified by stating 4g64 dohc turbo setups.

they are in their infancy in the relative scheme of things.

not a boat I would go looking to rock.

if you want a solid setup go with what's proven.

it's a bitch to spend a lot of money on an experimental setup only to be dissatisfied with the results.

that is what i was getting at in a nutshell

do your homework before making a big decision such as this.

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'92 eagle summit

'87 Conquest TSi 4G63 sold


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 Post subject:
PostPosted: Wed Feb 19, 2003 9:58 pm 
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But your saying its fine if I'm just using this in an N/A apllication?


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