4g61t.org

The '64 is great for N/A applications. I know of one guy who's pushing close to 400 hp on his 4g64 using a great deal of nitrous and it works marvelous. (though he has blown two previous engines due to lean conditions when spraying all 150 shot)

The 6-bolt 4G61, 4G63, 4G67 and 4G64 blocks are all taken from the same casting. The block is then decked to the appropriate length depending on which motor it will become.

All the engines use the same conrods. The cranks come in three flavours: 75mm (4G61), 88mm (4G63/7) and 100mm (4G64).

Since the rod length stays constant the rod:stroke ratios are: 2:1 (4G61), 1.7:1 (4G63/7) and 1.5:1 (4G64). The 1.5:1 ratio of the 4G64 means that a high performance turbo motor will see large amount of sidewall scuffing due the relatively large side-loading applied to the piston.

That's the only downside to the 4G64 since stroke is the only major difference between the motors.

1991 auto w/OD daily driven by my dad to work and back which was roughly...140 miles engine had 120,000

What have you done to get this kind of power?

Ooh, quote of a qoute...

From one end to the other:

short ram
P&P intake manifold
Stage 1 cam
AEM cam gear
Headers
Full 2.5" exhaust
Random Technology Cat
Magnaflow muffler

I've done some other stuff, but that's the bulk of the "real" mods.

I think I know my answer but still want to ask...

just for testing a 4g63 n/t ECU will turbo over a 4g64 engine?

and also where is the TCU located on the T/E/L and I know about the 1.5 manuals but is it possible to mate a 4g15 auto tranny with the 4g64 ir do I need to mish mash parts like torque convertors?

and what is the approximate weight of a 4g64?

I think I know my answer but still want to ask...

just for testing a 4g63 n/t ECU will turn over a 4g64 engine?

and also where is the TCU located on the T/E/L and I know about the 1.5 manuals but is it possible to mate a 4g15 auto tranny with the 4g64 ir do I need to mish mash parts like torque convertors?

and what is the approximate weight of a 4g64? long block no tranny...

yes, it should turbo over a 4g64! Double poster.

I don't really understand your first question

The Tranny computer is under the passenger floorboard.

The '64 would mangle the 4g15 transmission in a matter of weeks I wouldn't put them together. The 4g64's own transmission can barely withstand it.

And the 4g64 SOHC weighs about the same as a 4g63t

oops i fixed my spelling above... and how much does a 4g63t weigh?

What would be a better swap 4g63 DOHC or a 4g64 SOHC? I know getting a 4g64 DOHC would be best but the ECUs and Harnesses are not easily found in Canada I'll be buying my motor from one of the local JDM Motor importers.

a 4g64 DOHC, with a 4g63 harness and ecu.

OK I guess the harnesses are the same I never really thought about it. does anyone know if the 63 has different injector sizes than a 64 if so I might need an AFC to make things work...

For cost savings I think I'm going stick with the 1.5L Tranny for the moment. I know this swap has not been undertaken especially while using an Auto Tranny but I want to ask the same old questions. On a 4g64 N/A would you think it would be needed for a larger fuel pump or just do the rewire and it should be fine? And would a 4g64 have the proper flywheel to interface with the 1.5L AT tranny? (I see you use 2.0 N/T flywheel to make it work on the 1.5 manual so assume the 4g64 probably has the same flywheel and would work on the 1.5 auto) That allows me to keep my current CV joints if I keep my tranny. Would I use a turbo or non turbo starter? And I see listed Injector resistor/ECU/MPI from same year Eclipse... Same year as the motor or same year as the harness? Remember this is only N/A no boost....
Thanks

Hey, I don't know if this will help you at all but I found it in my "neat tech" bookmarks & thought I'd post it here...

http://www.geocities.com/awd92gsx/dse4g64swap.html

Doesn't say anything about needing a different ECU.

- J

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