4g61t.org

i have to say that i am very suprise with this setup. the 2.4l high compression build was actually my idea.
i was going to build a 2.4l 12:1 compression motor since the 2.0l i did with 11:1 compression gave me great result. i had a g4cs months before he go his 2.4l from an 91 expo. he actually started out with a 2.3l 8.5:1 that made 525hp at 32psi with a turbonetic t66 before it broke on the dyno. here is our prediction of what happen. the bs fidanza flywheel bolt holes oblonged from the stress and broke two flywheel bolts. the imbalance caused the crank sprocket to break and the pistons smash up against the valves.

the idea from my experience was to build a motor that will make good power without beating the crap out off a turbo to make big power. i use to kill turbos (i believe $5000+ total) trying to run 25-30psi to make 500hp+. most of the turbos i killed were journal bearing turbos. people snap the turbine shaft and wear out the thrust bearing when they make big power on the turbo at high boost with 8.5:1 compression. i snap the shafts on two evo 3 16g and one t66. the guy on tuners that made 700hp with the gt4088r was running 40psi and he said he broke the turbine shaft on his turbo. a gt4088r is $1600-1800 and it can not be rebuilt either. popular turbo like the fp hta series ($1700+), pte 6262bb ($1300) and the pte 6765bb ($1600-1800) are small turbine shaft turbos. above 30psi, these turbos can break their shafts. if you have a non bb turbo, the thrust is like a time bomb above 25psi. on moment of crap oil and the thrust plate will eat a the thrust bearing up. smoke time baby! basically it cost crap load to replace a good turbo.

custom pistons from wiseco is about 100-200 more than off the shelf pistons. for 100-200 more on pistons, you can go with a cheap turbo turbo and make good power. i like to see a 11:1 or 12:1 with a hx35 or hx40. quick ass spool, reliability from running low boost, and cheap ass turbo are the way to go. at low boost you can get a smaller intercooler and run smaller piping to fit in compact cars like our. i can see 500hp++ @25psi with a hx35 and 11:1 pistons on 1g rods as a nasty low budget street killer.

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615hp and 475tq at 23psi and 75shots
http://gadsm.org/showthread.php?t=37685

here are my purposed 500hp-600hp engine combos. these are not proven but i believe the combos will work. again turbo reliability is the key. e85 is the prefer fuel and ecmlink is the prefer tuning software. screw aem. i have it and hate it. cams would be kelford 272ex/272in or delta kelford 272 grind.

hx35, 2l block, 11:1 compression, 1g rods, 25psi=500hp 450tq
hx35, 2l block, 11:1 compression, eagle rods, 25psi=500hp 450tq
hx35, 2.4l block, 11:1, 1g rods, 25 psi, 25psi= 550hp 500tq
hx35, 2.4l block, 11:1 compression, eagle rods, 25psi=550hp 450tq


hx40, 2l block, 11:1 compression, 1g rods, 25psi=550hp 450tq
hx40, 2l block, 11:1 compression, eagle rods, 25psi=550hp 450tq
hx40, 2.4l block, 11:1, 1g rods, 25 psi, 25psi= 600hp 500tq
hx40, 2.4l block, 11:1 compression, eagle rods, 25psi=600hp 450tq


i believe 12:1 and 13:1 will make the same power at even lower boost which will make your low buck hx35 or hx40 last forever. can you imagine 500hp with a hx35 at 20psi with 12:1 on 1g rods? that is ultra cheap and reliable.

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615hp and 475tq at 23psi and 75shots
http://gadsm.org/showthread.php?t=37685

The high compression working with the turbo, wouldn't surprise me if it lasted longer than the norm calls for it to last due to piston sprayers and a big intercooler to keep the temps down and away from detonation.

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Had a:
1991 Eagle Summit ES Hatchback - 4g15 12v 5spd
1991 Dodge Colt -4g15 12v 4spd
Have a:
1978 Oldsmobile Cutlass - 468BBO TH350
Round 3:
1990 Dodge Colt-4G63T 5spd

you can do some crazy stuff as long as you have decent fuel and a good tuning system. if you can see knock and control timing, you can make some serious power. engine afr is relatively easy to tune and low risk. you have to sustain a lean run for a bit to do some damage. detonation from too much timing can be drown out by loud exhaust and turbo spool which can cause a lot of damage before you let off the gas.


here is an example of high compression and cheap ass turbo making decent power. two weeks ago, i help tuned a 97 integra gsr. he has hondata s300 tuning software. the engine is bone stock which means it something like 10:1 compression ratio. he has one of those bs chinabay 50trim turbo kit. at only 7psi, the car made 242hp and 200tq on pump gas. timing at peak boost of 7psi was 16 degrees. that is like ultra conservative timing for 7psi. he ran out of time on the dyno or else we could have easily milk another 15-20hp. he was also scare to rev the motor past 7000rpm although the power was still climbing straight up. if he was not so scare and we had more time, i can see 260-270hp at 7psi. that is insane power consider the turbo kit is like 600 bux on ebay. try running 7 psi with a 50trim on the 6 bolts with the factory 7.8:1 pistons. can we say slow as crap?

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615hp and 475tq at 23psi and 75shots
http://gadsm.org/showthread.php?t=37685

Honda B motors are much more efficient than a dsm though. It does not have much to do with the compression. Honda B and K motors just flat get things done. The only thing a mitsubishi motor really has going for it is the super stout iron block. Our head design is terrible, our oiling system is less than desirable, but they still can take a beating if you have half a brain.

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1985 Mitsubishi Cordia
Build in progress

the compression makes a huge different. i just help a friend tune a 2g with the same mod as me but he is running 8.5:1 (compression is 180psi) pistons instead of 11:1 (240psi of compression). at 20psi and 17 degrees of timing, he made 398hp at 8500rpm uncorrected. I have made 568hp on 20psi and 17 degrees of timing at 8500rpm uncorrected. he is running a gt35r with the garrett ported shroud compressor housing. i am running the standard gt35r with the machined slit ported shroud. his gt35r is rated higher than mine by a bit. you can run higher boost to make the same power too but you are setting yourself up to destroy your turbo.


i spoke to the engineer at wiseco during the pri show in orlando last december. she told me they will be offering 10.5:1 off the shelf pistons for the 4g63 this march. it will be $500-550.00. that is like 100 bux more than standard 8.5:1 pistons. if you like to go with the high boost setup, you can go that route. i like the low boost route and make the same power without going for some big ass turbo and intercooler.



honda heads are design for top end and dsm heads are design for more bottom end. b18c1 gsr engine has cams that are around 290 degree of duration and 11mm+ lift. i think 4g63 engine has cams around 250 duration and 10mm lift. 4g63 ports and valves are bigger. stock 4g63 head flow around 240cfm per port and gsr head flow around 280cfm per port. stock 6 bolts is 7.8:1 and stock b18c1 is 10:1. if you put bigger cams onto the 4g63 head and do some diy porting, it will flow just as good as a b18c1.

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615hp and 475tq at 23psi and 75shots
http://gadsm.org/showthread.php?t=37685

Great work.



I must say though, it would be cooler if it was still in the expo.

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Current
95 Mirage AWD - "HoboEvo" 1008 awhp 9.5@165
08 535ix 420awhp
06 C6 Z06- 600whp NA