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Now LS swapped 3000GT, was 4Gswapped

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Oil feed and return flanges came in. Turbo fits...barely. Looks like my downpipe will work, but it will be tight since turbine outlet is offset to the driver side a bit more than HX40.
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Looks ridiculous, man. I'm excited to hear results with the Super99!


Also, how much of a PITA from 1 to 10 would you say installing the straight cut gears were? Did you have to measure preload and grind the spacers and all that BS or did you just install straight up?
 
I'm excited too! Going to be a bit yet. Head had issues so I sent it out to Curt Brown for new valves (oversized), guides and his porting magic. Re-using Kiggly springs. Unfortunately, he is backed up right now so not sure when I'll get it back.

Centering the idle gear wasn't bad. Used a combo of shims that came with it and one that I made. Getting the gear behind end clutch out and back in was a completed PITA though!
 
Guess Curt is backed up a bit on heads and holiday weekend didn't help. I'm impatiently waiting. ugh. Want to hit the track. New intake mani, headlight intake, TB, turbo, trans gears and braced tcase and haven't even been able to test them out:(
 
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Thanks guys. Yes, I'll be at shootout. Car is back up and running with Curt Brown head and Super99. Have the fueling tuned in at 35psi, so far. Going to start dialing in the launch this weekend.
 
Didn't really update after shootout, but first run was a 9.98@136 which puts the car tied at number 6 in the top 10 3000GT/Stealth quicklist:D

Also have been busy building more mounts for other crazy folks doing 4Gswaps.

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Given your swap and experience from 6G72 to 4g63, what is your feedback on why the V6 cannot be as potential or proven as the I4 for the dollar amount? Given they have similar engineering features, mostly the heads.
 
4g63's have been used in various forms of racing for years. Much greater supply of off the shelf go fast parts and testing of those parts.

6Gs have inherent issues with oiling and valvetrain issues with revs. The current record holder (8.57) ran dry-sump to address oiling but it's unknown what he did for revs. At one time had said he spent $8k on custom solid lifters and springs and they didn't work either. Eventually he figured it out as there is a dyno posted here of him running it out to 10k.

Far cheaper to build a 1000hp 4g63 than a 6g. Only 4 pistons and rods, one set of cams, one head to set up, awesome intake mani choices, one turbo, inexpensive manifolds and they make more power per rated turbo lb/min.
 
That said, if you have a 3000 and want a torque monster 800hp setup, a 6g74 swap with a 6g75 crank equally 3.7l with a set of appropriately sized turbos would fit the bill. (A very large billLOL
 
4g63's have been used in various forms of racing for years. Much greater supply of off the shelf go fast parts and testing of those parts.

6Gs have inherent issues with oiling and valvetrain issues with revs. The current record holder (8.57) ran dry-sump to address oiling but it's unknown what he did for revs. At one time had said he spent $8k on custom solid lifters and springs and they didn't work either. Eventually he figured it out as there is a dyno posted here of him running it out to 10k.

Far cheaper to build a 1000hp 4g63 than a 6g. Only 4 pistons and rods, one set of cams, one head to set up, awesome intake mani choices, one turbo, inexpensive manifolds and they make more power per rated turbo lb/min.
Bad oil pickup design? Oil pressure too low via oil pump? The 6G head is pretty much like the 4G minus one cylinder and oil regulator.
But great work BTW.
 
The heads have a totally different port shape. They only share rockers, and lash adjusters. Also, the 6g72 valves are longer and weigh more.


The oiling issues are more due to the passage design of the block and crank. Having only 4 mains and a flexible crankshaft add to these issues at higher power levels.

Main #1 only feeds 1 rod through the internal passage of the crank, as does #4. However the center 2 mains each feed 2 rods, and a cylinder head. After the center mains get wiped from the jump roping crank, rod bearing failure is soon to follow from all the pressure bleeding off the main and not reaching the rod.

There are some fixes. A $5000 dry sump setup, and $4000 billet crank mostly solve the bottom end issues. So for around $12,000 in parts alone, you can have a bottom end similar in quality to a $2500 4g build.
 
The oiling issues are more due to the passage design of the block and crank. Having only 4 mains and a flexible crankshaft add to these issues at higher power levels.

Main #1 only feeds 1 rod through the internal passage of the crank, as does #4. However the center 2 mains each feed 2 rods, and a cylinder head. After the center mains get wiped from the jump roping crank, rod bearing failure is soon to follow from all the pressure bleeding off the main and not reaching the rod.

There are some fixes. A $5000 dry sump setup, and $4000 billet crank mostly solve the bottom end issues. So for around $12,000 in parts alone, you can have a bottom end similar in quality to a $2500 4g build.
Won't restricting oil to the heads help with the bottom end?:confused:
 
It is restricted. Tiny hole through a feed screw.

My car has a 4G. Plenty of info on 3si.org if you want to discuss 6gs.
 
Maybe curious with a dash of argumentative. I would say there isn't a person in the country with more combined experience on 4g's and 6g's than Donnie (most people focus on one or the other.) Read his posts as "fact." Then ask questions if needed. ;)
 
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