I have been experimenting with a n/a 4g63 2.0 engine in my 92 eclipse gs manual. built a 6 bolt with
.20" over bore
b/s elim
stock new 9.0.1 comp pistions on big 1g rods
tri metal clevite bearings
stock 2.0 polished crank
2g head milled .15 (compression should be around 9.5.1)
1g cams
2g intake
1g 60mm n/t tb
It runs real strong up to 5500 then falls off quick. I found out that the 4g67 head that came on 93-95 1.8 dohc hyundi alantras is basically a 4g63 head exept it has 42 cc combustion chambers instead of 47cc. So with it milled .15 it should be close to 10.0.1 compression plus this is a 1g style port head thus giving me that top end power I was looking for not to menchion the larger plenum 1g intake & larger tb option. I think this is the best solution for n/a applications. I am in the prosses of building this head so, I will let you know how it goes.
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This sounds like a good option/choice. Good luck with your work and fill us in on how it goes. I am planning on doing an all motor build once I can get a good DD.
I will definitaly keep you informed. I am just waiting on my viton valve stem seals to arive & machine work to get done. Also on a seperate note the hyundai cams are the highest factory lift cam I have measured. I measured 1.402 on the exhaust & 1.387 on the intake with the dial indicater. The 93-94 5 speed turbo cams are suggested to be 1.397 on both. So the hyundai may also have a slightly better exhaust cam even though this head came off a automatic.
Just took the head to the machine shop wed for cleaning & milling/ decking, & ordered the viton valve stem seals. They should be here today. They say end of next week valves should be ground & have it done.
Got the head intake & header removed so when my head gets done from the machine shop I can put the new one on & be up & running. Here are a few shots of my progress. I measured both cams about a dozen times just to make sure and came out with 1.402 on the exhaust & intake cams hyundai. So those are the best ones I have & that is what I am using. Here is a shot of the short block taped up.
Here is a shot of the 2g head & intake removed
Here is a picture of the 1g intake & 75mm tb I am going to be installing on the 4g67 head. It took alot of porting & modification but it is done other than I think I am going to give it a fresh coat of black ceramic paint.
I got mine off ebay. It is a 75mm tb made for the 96-04 mustang gt 4.6. It requires slight modification to get it to bolt up to the stock intake & you have to give up your iac & fiav. I payed $70. You can also use the mustang factory 65mm as a even cheaper option & less porting. Also the mustang tps is a 3 wire just like the dsm tps.
Damn dude. Great info. I am getting some money around for my All Motor build. Please let us know what all you buy, and the total cost of everyhing is. And some good tips.
I just got the head gasket for 38.99 &
two cam seals for 6.99 each
Also the o-ring on the cas you can get at orielly's
I have a intake manifold gaket laying around already
The injector seals are getting re-used
And I am re using the 2 layer exhaust gasket.
valve cover gasket is also good enouph to re-use.
4g67 head was $100 from a local buddy
had the ported 1g intake laying there from my 92 turbo
75mm tb was $70
ford tps was $25 at oriellys
made a egr block off plate
machine work & labor is going to be the killer. I am guessing $150 for milling & installing the valves.
When I sell the 2g head that will help pay most of the cost of this install.
How much power are you expecting or hoping to get out of this build.
I am hoping to run low 15's full weight at 2300ft desity altitude all motor. Then I might put a 14b on later to mix things up a bit & just see where it goes. Thoughts were e-85, methanal injection, no intercooler, mabey a turbo trans swap.
That sounds like a pretty obtainable goal. I am planning on doing a turbo trans swap as soon as I get my car on the road and have the money to pick up one. Are you planning on taking it to a dyno to see what the hp output is after all the mods?
That sounds like a pretty obtainable goal. I am planning on doing a turbo trans swap as soon as I get my car on the road and have the money to pick up one. Are you planning on taking it to a dyno to see what the hp output is after all the mods?
Mabey we will have to see. I was thinking a turbo auto swap would be cool as well & dead on consistant, which is what I want.
Nice info here. Would be able to degree those 4g67 hyundai cams? I have a g4cn (4g67) head. And yea even to the naked eye the lobes on the cams look pretty healthy. I want to degree them. I think they could be an upgrade to the 1g cam too.
It's odd that you measured that much lift on the exhaust. almost ALL cams you see the opposite. If you look at the head flow numbers the exhaust makes no more or even a little less flow goign from .35" lift to .40" lift. 4g63 cylinder head flow bench results.
One thing to note is that you're probably falling off up top because of your cams. I'm sure the larger ports will help. DEFINATELY swap the head and keep your same cams first. It would give is some insite on the performance differences between these 1g and 2g ports.
It also worthy to note that the 4g67/g4cn heads have the valves more shrowded. Compare the chambers around the valves. Notice how the 4g63 head has everything much more open around the intake valve especially. I don't know how much shrowding affects the flow of these heads, but it's a difference to note. The valves are more shrowed to make the compression higher, it's just a give and take thing. As well, the 4g63 head has the valve closest to the timing belt less shrowded than the other one. To increase turbulance in the chamber? I don't know what the point is. . . But something's to think about for sure. . .
I'll be putting my g4cn head on an "sa" piston 4g64. Boom! 10:1 cr
____________________________
Matt
dd '90 GST, Holset H1C
An update on the cams fro the g4cn/4g67. . . The 1992-1995 hyundai elantra Factory Service Manual directly states the cam degrees and the 1.8 (4g67/g4cn) has identical numbers as the n/t 4g63 cams. So apparently they are not better.
. . . I suggest a $90 delta cam regrind They even ship the shims for the HLAs. You can't beat hks 272s for $180. Apparently hks 272s work well in n/a 4g6* motors.
My g4cn head came with a 1.6 stamped on it. But it with g4cn (1.8 motor) on the block and has the 81.5mm g4cn bore diameter. The 4g61 1.6L has actually a larger 82.3mm bore. . .
____________________________
Matt
dd '90 GST, Holset H1C
An update on the cams fro the g4cn/4g67. . . The 1992-1995 hyundai elantra Factory Service Manual directly states the cam degrees and the 1.8 (4g67/g4cn) has identical numbers as the n/t 4g63 cams. So apparently they are not better.
. . . I suggest a $90 delta cam regrind They even ship the shims for the HLAs. You can't beat hks 272s for $180. Apparently hks 272s work well in n/a 4g6* motors.
My g4cn head came with a 1.6 stamped on it. But it with g4cn (1.8 motor) on the block and has the 81.5mm g4cn bore diameter. The 4g61 1.6L has actually a larger 82.3mm bore. . .
Ya, that is definitaly a bargin for 272 cams. I am planning on a smim and cams after I see how far the stock cams & intake will go.
On a seperate matter. I have the 4-2-1 s.s. header. Does anybody make a 4-1 racing header or would this be custom? I think there is more performance left in the exhaust flow.
Also on the cams I measured them a dozen times & came up finally that they are so close to the A intake & exhaust cams out of 93 n/t. After measuring a dozen times I came up with 1.402 intake & exhaust on the n/t 93 & Hyundai.
Also the machine shop has been messing around putting my head last in line so, needless to say I will be not going back to them.
Crap! you beat me to it. Mine won't be done for another 5-7 days. I had a little mishap with the oil pump I still have a little bit different setup than yours though. 7bolt 4g64 with this head . I have a cam upgrade waiting to go on after I get it running. I want back-to-back comparisons. . .
. . . Please post what's going on with your tune. Get a few logs if you can. I'll be using scanmaster and tunerstein with my laptop. I can get a 0-60, and airflow. Aswell, I have something called road dyno. Really good for showing the difference in before and after upgrades.
____________________________
Matt
dd '90 GST, Holset H1C
Crap! you beat me to it. Mine won't be done for another 5-7 days. I had a little mishap with the oil pump I still have a little bit different setup than yours though. 7bolt 4g64 with this head . I have a cam upgrade waiting to go on after I get it running. I want back-to-back comparisons. . .
. . . Please post what's going on with your tune. Get a few logs if you can. I'll be using scanmaster and tunerstein with my laptop. I can get a 0-60, and airflow. Aswell, I have something called road dyno. Really good for showing the difference in before and after upgrades.
I had a bad vacume leak at the tb. I fixed that & it perrs like a kitten. I have only done one log in first & I logged 865hrz at 6800rpms. I have logged over that before but, with nothing other than a base tune & on 89 oct. it is looking good. o2's are showing rich. .87 I have not set the base timing either. I will do that next week. I am going to hook up the wideband next week so I can get it dialed in. Also the ford tps reads slightly different so I will have some tunning of that. It definitally feels stronger in the 5000-7500 range then the 2g head/ intake.
This is great. So basically you will be doing a back to back comparison of the 2g head/intake vs. the 1g head/intake. You actually are putting on a head that shrowds the valves more (4g67 head). Granted the CR is higher. But that doesnt affect flow. The difference in the hertz number (volume flow) is what will be interesting.
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Matt
dd '90 GST, Holset H1C
I still have a little bit different setup than yours though. 7bolt 4g64 with this head 
