4g61t.org

Wishful thinking eh! ^^^

Updated the first page with a comparison of how my car's engine bay looked at purchase and how it looks now.

From dusty to a special kind of black! From 1.6L to 2.0L TC to final incarnation 2.0L EVO3 TC + Cyclone equipped.

Pics of recent parts acquisitions also ... coming shortly.

Rest of the album: http://s483.photobucket.com/user/ColtRo ... t=3&page=1

Front leading fender signal indicators! Mitsu option.

Instructions for installation:



The product ... rather large little things really.

Picked up some Galant VR4 rims.
Thank you to quikgt.
Also a double big thank you for helping me with my dented front hood and fender.
Road trip took me 4.5 hours round trip.
Alignment was spot on last season but car pulls right. Tire pressure? Bushings .... Sigh.

Upgrading the sandblast cabinet to a floor stander from the table top model.
I can then better fit the VR4 rims in the cabinet for a complete refurb with glass media.

Few small leaks that make me wonder about new gaskets and an expensive digital torque wrench I torqued them with.

Got three 2.5" silicone couplers Vibrant, one black that will go up at the TB, two blue that will go at the radiator support where the short route intercooler piping goes through.

*Edit... My intercooler piping is not 2.5". Whoops. Oh well, maybe someone else can use them?

Springtime salty Colt photoshoot! lol.

_________________
Early 2000's: 1992 Summit sedan - 14.1 @ 100.9mph w/ 155/80 13s
2012: 1989 Dodge Colt GT Turbo - 14.9 @ 100mph, 10psi/s16G

Def'n.



Roads were clear for the road trip.
Avoiding the salt and snow.

Starter brushes were seized in two places of the four total contacts.
My fault for washing the engine bay while things were torn down.
Rubber boot was also missing from the drain portion.
AWD starter is a direct fit.
I pulled it from an AWD car we stripped, and confirmed with crossover numbers on the net that FWD and AWD starters of this generation are identical in every way except one:
The little solenoid/plunger ignition feed wire. The angle changes on that push on male spade terminal, nothing more.
Your factory wire fit just rotated 90 degrees from the original position.
My car starts flawlessly now, which is good considering how many times it has stalled coming down to idle. Flywheel ......

I can fix that....

_________________
Early 2000's: 1992 Summit sedan - 14.1 @ 100.9mph w/ 155/80 13s
2012: 1989 Dodge Colt GT Turbo - 14.9 @ 100mph, 10psi/s16G

Car is mobile once again .... lol

Shifter installation update.

3G shift cables, turbo adjustable model mated to stock turbo KM210.

Installed 4G shifter base, arm, and related bits all from a complete 4G shifter assembly.

I'm sure I had to mix and match some parts, but the jist of this exercise was that you need a complete 4G shifter assembly to make this work, and one simple modification to the base.

Grind out the base to have it clear the shifter arm lower most point, in 1st and 2nd gears.

If it is not clearanced, it will hit the base of the shifter assembly - I did not realise this was my issue with hard shifting and even so far as to lock me almost out of 2nd.

Also, found the nut backed off the main pivot bolt for the shift arm. This time I doubled up the nuts, to lock against each other.

Here is the list of bushings you will need to rebuild this hybrid assembly:

MB367320 bushing, gearshift - Black 4 total
MB580523 bushing, gearshift - Blue 2 total
MB307949 lower pivot ball bushing - Black 1 total

I ordered some more permanent replacements from RTMRacing.com
Trans arm to shifter cable bushings (under hood), x2 in package - part # RTM-9180
Shifter arm pivot (in cabin shifter assembly), x4 in package - part # RTM-9195-4

I have VERY little play in the shifter assembly now, and very precise shifting. Likely my high RPM shifts were hindered by the timing issues with having any up/down and side to side movement timed perfectly to a fast/forced syncro shift, with excessive shifter slop.

Also added to the mix were a set of lower shifter base bushings ala Energy Suspension ES-5.1102c $14.34

I should have done the shifter mod and refurb many years ago!

Hot damn, the car is so much more fun to drive.

Pics:

The bushings removed from the hybrid assembly, which used all the parts from both shifters that I could make work at the time (ill advised now that you know what parts are needed!), are in the center.
Empty bags are the actual parts installed to the 4G setup. 4 black, 2 blue, and one pivot bushing in the lower portion near the base of the assembly.


Sandblasted base!

Closeup






Complete!

F5M33 91-92.5 25 spline front diff equipped.

Now sporting an AWD Quaife differential, 25 spline - see first page for part #'s.

Bellhousing is drilled and came stock with 3 vents for the clutch assembly, something the KM210 is not setup for!



Less ribbing/support built into the case for the KM210, and the gears.


AWD starter on the top left: Fits where the rust looking stock C53a FWD starter was, no issues.
Fitment only changes with regards to the ignition feed to the solenoid/Bendix - the angle changes where it plugs in, but creates no issue as the wire is long enough to compensate.

KM210 FWD C53a turbo transmission - 25 spline


F5M33 FWD DSM transmission - 25 spline!

These will be getting some paint following the blast cabinet routine.

Glass media, but wish I had walnut.

Does wonders for the corrosiong build up, without having to resort to the brown pad on a buffing tool, or sand paper by hand.

So, car passed emission testing back in April, and with no issues.

Well, the pickup units in the Ontario DriveClean box do not pickup the waste spark system almost at all, clamp on wire, or even the wiring at the battery to detect RPM.

We got lucky and between repeated starts and stops of the engine, we managed to keep the test active and we did not have any options that we could see to trigger/set the car for Hot Rod status! Strange ......

Well, we said fnkc it, and went ahead and complete the test. We sat at roughly 2500+ RPM for minutes because the test kept sniffing and sniffing after small RPM blips that kicked it into a longer testing mode.

Last time I used to see this on the machine was a system that was right on the border of passing and if the catalytic just needed to be heated up, the extended run time would help it.
Well my three way aftermarket 2.5" generic catalytic was warmed up on a road test, and now had minutes of near highway unloaded RPM, to keep it toasty.

Here is what the JDM dual board Cyclone dual runner intake setup is supposed to test at the tailpipe:



Here is what I scored:

2 Speed Idle Tailpipe Emissions Inspection Results

________ Limit__ Reading__ Result___ Limit___ Reading___Result
HC (ppm) 200___12_______Pass_____200_____69_______Pass
CO(%)___1_____0.03_____Pass_____1_______0.01______Pass
RPM_2250-2750_2580_____Valid_____<1250___790______Valid
Dilution%_6_____12.57____Valid_____6_______10.86_____Valid

So, here's the setup that passed with flying colors:

4g63t
stock 7.8:1
machined head (estimated 0.006" total reduction)
spotless CC and pistons tops
HKS 264 intake cam
HKS 272 exhaust cam (Fidanza adj gears set straight up)
EVO8/9 valve springs/retainers
NGK BPR7ES plugs new
NGK Blue wires new
Cyclone Dual Runner manifold (EGR is blocked off on the head with this JDM manifold)
5 degrees base timing
2.5" 3 way catalytic and exhaust
PetroCanada/Suncor 94 Octane fuel
PTE 780CC injectors dialed in
800\850 RPM target in ECU chip

Leaky Magnaflow muffler (dilution factors this in)

Needless to say, you don't do a loaded 40 KMH test anymore for this age range of car (1995 and below? pre OBDII??), so the 2500 RPM test then idle is required.

I'm stoaked that it puffs that clean and still puffs cleaner than the JDM motors with higher test R+M ... RON or whatamickalit fuel ratings.

EGR doesn't seem to play a large role in the testing mode, whatsoever.
But a 3 way catalytic does!

Compare to my original 2006 results with the 4g61t motor converted mostly back to stock:
4g61t stock cams, MAF, injectors,
EGR cleaned and functional
BPR7ES new
NGK blue wires new
Magnaflow 2.5" catalytic 3 way new
91 or 94 Sunoco fuel
5 degrees base timing

Is that on the chip I modded for your new setup? Congrats on passing!
To get hotrod status now you have to apply at the ministry, it's a long process, not worth it at all anymore.

_________________
Early 2000's: 1992 Summit sedan - 14.1 @ 100.9mph w/ 155/80 13s
2012: 1989 Dodge Colt GT Turbo - 14.9 @ 100mph, 10psi/s16G