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4g63 swap into 3rd and 4th Gen Mirage, Colt, Summit CSM's (merged)

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i just posted there but the site seems really dead compared to tuners.

Does anyone have a direct answer if a 1995 4g63 motor and tranny will drop right into the mirage?
 
Let me be the first to put up a link to a forum where a lot of members have swapped a 1g 4g63 into an 89-92 colt, summit or mirage. A lot of very useful information resides there when attempting to do this swap.

http://www.4g61t.org/forum/
 
i got a lot of info from that site when I did my swap a few years ago. A few things I did differently though as I wanted to make it simpler.
 
I've always wanted to build one of these but just can't find a good shell. My buddy had one and this thing was screaming fast because of how light it was. There was quite a few custom parts like drive shaft and such but truly a different car and fun to drive if you have the time and resources !
 
thats a real sleeper too....you leave the exhaust fairly quiet and all yer stickers under the hood and that noisy mustang next to you wont know what happened as you leave him at a green light
 
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I just wanted to post that this thread has so far cost me $8,000 and I now own a 6 bolt/2g trans swapped Mirage and its the coolest thing I have ever done.

I started with the 1.5L trans and the N/A 1g DSM flywheel route and dropped in the 6 bolt with a 2g wiring harness. its totally worth it. i have helped 2 others get their together and a third is swapping his sedan soon.

Don't give up! there are maybe 10 in the country currently running! my build thread is on mirageforums.net (currently down) and I have it all laid out there, including the 2g trans swap and the axle secret!
 
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I have a 1995 1.8L Mirage Coupe LS that I am looking to 4G63 swap. I'll be keeping it FWD for now.

I've received a lot of contradicting advice as well as found a lot. So, I would like this post to clarify every item needed to complete this motor swap.

Once all required items are resolved I'll mark it resolved and save the list for future reference.

Here's what I think I need, looking for people to correct me(I'm sure there's plenty to correct):

Engine Assembly: Entire 6 bolt or 1st gen 7 bolt 4G63 motor.
Engine Harness: 91-94 DSM
Transmission: 2G FWD or Original 1.8 CSM
Shift linkage: 2G FWD
Shift assembly: 2G FWD
Drivers Motor Mount: Modified 1G Manual Mount?
Front Motor Mount: Original Mount?
Rear Mount: 2G FWD Transmission Mount?
Pass Trans Mount: 2G FWD.
Alternator: Original 1.8 CSM? Connection splice?
Radiator: Original or 2G?
Coolant Temp Sensor: Any?
Water Neck: 1G?
ECU: ECMLinkv3 1G ECU
DIAG Port: 1G DSM?


A lot of these options depend on earlier selections, I imagine a 2G motor would change many other items. What motor makes an easier swap?

I can make a matrix once I get enough input.
 
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The 1g is the more popular version to build, there are also more options for intake manifolds, pistons, crankshaft girdle, things like that, but the entire 1g vs 2g engine and six bolt vs seven bolt debate has been beaten to death for years and you will have a few come on here and quote me and disagree with me, so on and so forth, use what you can find the easiest but more of the higher horsepower cars run the 1g six bolt stuff for what its worth and its what I prefer to build, more in particular the 1g six bolt stuff, but even the 1g seven bolt stuff if you had to in my opinion is less problematic than the 2g stuff in my experience and thats all that I prefer to say about that, if you want more in depth information you can pm me!
 
The 1g is the more popular version to build, there are also more options for intake manifolds, pistons, crankshaft girdle, things like that, but the entire 1g vs 2g engine and six bolt vs seven bolt debate has been beaten to death for years and you will have a few come on here and quote me and disagree with me, so on and so forth, use what you can find the easiest but more of the higher horsepower cars run the 1g six bolt stuff for what its worth and its what I prefer to build, more in particular the 1g six bolt stuff, but even the 1g seven bolt stuff if you had to in my opinion is less problematic than the 2g stuff in my experience and thats all that I prefer to say about that, if you want more in depth information you can pm me!

I'm mostly concerned with motor mounts and electronics.

it will need a harness and ECU to match so I figure this decision should be made basically on whats easiest to do.

Can I not just take everything from a 2g fwd and put it right in? What motor mounts need to be modified to make that work? If I use 2G parts im concerned with the speed sensor and gauge cluster functions. Whereas I imagine a 1G swap I can avoid that headache with the cluster. I may have the headache either way though :confused:
 
Being a 95' I would guess that the 2g stuff would be the likely parts to be easier to bolt up.
 
Your Mirage is a 4th gen CSM. 93-96 is the 4th gen, a 3rd gen CSM is 89-92 [which is what I own]. 4th gen CSMs were based on the Lancer Evo 1-3, which all used the 7 bolt engines, and so they have the front and rear roll stop mounts on the transmission like on a 2g Eclipse vs a 1g Eclipse. So your best bet would be to try and use 2g turbo FWD transmission.

Some CSM guys have had good results using 2g 2.4 DSM Spyder GS manual transmissions. they hold torque pretty good. As for the motor I would say use what you can find a 6 bolt would be the way to go IMHO, but 7 bolts are also worth looking into if that is all you can find.

The 1g harness is a lot easier to work with and more documented however you can buy a patch harness that will make using a DSM engine harness plug and play with your Mirage. I think he also offers a 2g harness but I'm not too sure http://www.4g63swapped.com/pnp-harnesses.html He also has done a few swaps on these so you might get some good info on what mounts to use.
 
The 1g harness is a lot easier to work with and more documented however you can buy a patch harness that will make using a DSM engine harness plug and play with your Mirage. I think he also offers a 2g harness but I'm not too sure http://www.4g63swapped.com/pnp-harnesses.html

That link is awesome, I hope I can still get some stuff from there. I'll keep you updated.
Since I have 2G turbo transmission I will opt to use this if possible or the existing 1.8 trans it has
 
The 1.8L transmission is an F5M22 IIRC making it pretty much the same as the 1.8L N/A 1g DSM transmission. They have weaker internal bearings vs the F5M33, also the gearing is different. The F5M22 has a higher final drive ratio IIRC and that means higher RPM cruising on the freeway, so you'd be right to start with the F5M33 for the added durability and the better gearing.

The website link I left was Chris Pearson's site, you can contact him on facebook or he is also known as Mirageman89 on 4g61t.org and the Mirage Performance forums which are also good places to do research on these cars. The 4th gens are more popular on Mirage Performance though.
 
The website link I left was Chris Pearson's site, you can contact him on facebook or he is also known as Mirageman89 on 4g61t.org and the Mirage Performance forums which are also good places to do research on these cars. The 4th gens are more popular on Mirage Performance though.

Thanks so much for this info! I have plenty to research there, was just on the site. I reached out to him via email too.

I'll report back here once I learn up a bit.
 
  • Corey got back to me below is basically our conversation and his answers, he brings up some good points on braking options.
My horsepower wont probably be even above 250 on pump. I have one around if needed but If I put that in then i'll need the return line etc.
- You wouldn't need a FPR if your goals are that modest, but if you turn it up, you'll run into lean condtions and could cause engine destroying knock. You'd rather run rich to prevent knock, than run lean and encourage it. I'd put a FPR just to be ready for future mods. You will not leave it this way long more than likely.
My overall goal is to make it appear as if this 4g63 came factory in this mirage. So much so that ecmlink isnt even needed, it should run fine on the stock dsm tune. I'll be getting ecmlink for sure anyways but yea, maybe that helps give the expectations for power since im keeping it FWD.
- You'll need some type of tuning solution like ECMLink or Haltech if you have the money...That is the way to go, but us Mirage guys aren't rich..LOLI can get 6 bolt or 7 I guess the decision was left to what's easier to do.
- Neither will be harder than the other, the 6bolt has a stronger bottom end, but the head doesn't flow as good as the 7Bolt. So most folks do 6bolt block, 7bolt head that is the most optimal setup aside from getting the factory 6 bolt head ported/polished etc.
What harness adapter do I need?

- 7bolt engine = 7Bolt adapter 6bolt engine = 6 bolt adapter
What mounts do I need? Are they modified or just the original dsm mounts.
- If you go 7 bolt, get the Factory DSM 2G timing mount, 6bolt get the 1G timing mount.
What side mount intercooler setup would I need?
- If your goals aren't even for 300? The factory 14B intercooler would suffice, it will get heat soaked. But, will be easy to hide and install for the setup you're looking for.
What shift linkage would I need if I used a 2g fwd manual trans?
- So I have a manual trans with a 2G trans as well, you'll need the factory shift linkage for the mirage, clutch pedal assembly (go hydro if you can).
I'm interested in the rear brake conversion for sure, but idk if its my first priority. 200-250hp will be a bit more but not as drastic as 300-350. Realize at 250HP, the mirage will have trouble stopping. The car from the factory, with the 1.8 liter, only had 115HP, the 1.5 liter had 95! So, consider the increase you're speaking of. It will be able to stop, but not safely in my opinion. Being ready for future power is just smart, always plan ahead. Don't plan for what you're goals are now, because they will change more than likely.

  • Once I have my motor figured out 100% I'll be ordering his adapter harness and getting to the install. I'll keep you updated.
 
I am also doing a swap into a 94 Mirage coupe. I've got a 6 bolt with an Eagle crank/rod stroker set, Wiseco pistons and Crower cams with titanium retainers, balance shafts deleted and ARP studs top and bottom. I've got the 2g FWD trans to go with it, but for now I plan to use the linkage in the vehicle and modify it to work.

My plan is to get a Fueltech 450 and build out a harness from that.

I am currently in full teardown on the engine. I purchased it used, knowing the previous owner knew enough to get himself in trouble. It looks like he lifted the head and contaminated the oil. I will be doing a dry rebuild next week when my bearings get here, verifying all my clearances. Then its headed for a hot tank overnight and full assembly. A good friend of mine is a former machinist, currently a manufacturer field tech, is going to work the ports on the head and manifolds while all this is being done. I've decided to go with Clevite bearings, after seeing the shape of the ACL bearings that came out of it. The marks on the journals are not overtly terrible, but at minimum a polish will be needed to keep the bearings from getting wiped out prematurely.

From the spec sheets on I've found from the part numbers on everything I've removed, it seems like this build should be capable of 800-1000hp. I know realistically that the trans/axles will not be a fan of that kind of power, so my plan is to tune it to around 450-500whp. I know even this is going to be a bit of a challenge, but I have no plans to street this car.
 
My question about the braking set up and what idea I had come up with, was to try to use the front spindle from a 1g or 2g fwd since, and use the larger 5 stud rotors and two piston calipers. I don't know about the fitment of all those parts, I just knew bigger brakes would be needed eventually. This seemed like a possible method to also be able to run a larger wheel/tire set up that I would also eventually need for traction.
 
My question about the braking set up and what idea I had come up with, was to try to use the front spindle from a 1g or 2g fwd since, and use the larger 5 stud rotors and two piston calipers. I don't know about the fitment of all those parts, I just knew bigger brakes would be needed eventually. This seemed like a possible method to also be able to run a larger wheel/tire set up that I would also eventually need for traction.
For the big brakes keep the stock 4th gen Colt/Summit/Mirage knuckles, but press in 1g DSM 5 lug hubs, they press right onto the 4th gen CSM knuckles, and you can use the 2 piston calipers they bolt right on and then use 3000gt NA 5 lug rotors.
 
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