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Need advice on Mitsubishi Lancer 1993!

Posted by Nikly Tiong JW, Feb 15, 2020

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  1. Nikly Tiong JW

    Nikly Tiong JW Probationary Member

    5
    0
    Joined Feb 15, 2020
    Kuala Lumpur, Asia
    Hi buddies!

    I'm from Malaysia and I need some advice or guidance on my ride from fellow DSM members. Prior to reading the below, I wish to thank you in advance as it'll be a lengthy review and to apologize in advance if this topic may have been discussed before previously though I've attempted to source for answers in DSMTuner forum but was unsuccessful. Before we get into the challenges that I'm facing, let me share with the fellow members of DSM on the overview of my ride prior to troubleshooting the difficulties that I'm facing.

    Ride's Original Specification

    • Mitsubishi Lancer 1.5 GLI (CB3A-1993)
    • 4G91 DOHC EFI
    • 4-Speed Automatic FWD/FF
    Ride's Current Specification
    • 4G93T DOHC MPI
    • 4-Speed Automatic (W4A331UR6)
    • 4WD gearbox locked into FWD (Malaysia regulations prohibited 4WD transplant)
    • Gearbox has Solenoid A, Solenoid B, and Pressure Control Solenoid (without TCC solenoid).
    • Gearbox had underwent the exercise of replacing the clutch packs with fresh Diaqueen SP3 ATF.
    • Riding on Michelin Pilot Sport 4 of profile 205/50/16 with Evo3's stock suspension.
    • Riding on TD04-13G and managed with e-Manage Blue piggyback setup with addition of fuel regulator.
    • Dyno-ed on Dynojet platform with 175-177 horsepower / 280nm at the wheel with 14psi boost.
    • Dyno-ed table reflected horsepower peaked at 5,000rpm, whereas the torque peaked at 3,100rpm.
    • Internals are bone stock and had underwent the exercise of overhauling the engine once during transplant.
    • Transplanted JDM 4G93T from Mitsubishi Libero Wagon (CD5W-1994) back in June 2019.
    • Transplanted completely the front nose of the said engine bought into my Lancer.
    • Transplanted items namely includes the engine, gearbox, wiring, dashboard, gear console, and sub-frame.
    Following the overview of my ride as of above, I've encountered some challenges which had motivated me to source for potential solutions that may provide aid/remedy to my difficulties but was unsuccessful through my visitation made to my local tuners and mechanics. Namely, my challenges and question is as of below.

    Challenge 1 - Cruising RPM
    My ride currently reads 30km/h for every 1,000rpm at the overdrive gear (4th gear); at 120km/h, it'll rotate at 4,000RPM which seemed abnormal to my observation. Ideally, I wish to achieve 35-40km/h per 1,000rpm as I spend most of my time on the highway cruising between 120-140km/h (legal limits).

    Is the rotation per minute normal? If it's abnormal, what would be the average rotation per minute according to my gearbox specifications? Regardless of the normality of the rotation per minute, is there any measures that I can take to reduce the rotation per minute at a given speed in contrast to my current situation? Tentatively, my idea is to replace the final drive in order to achieve a taller gear ratio though I'm unsure if it's feasible as my automotive knowledge is limited and insufficient for this matter. Alternatively, I'm open to options to transplant another automatic gearbox altogether from the same power plant family with provision that it fits the 4G93T power plant, is reliable to run under spirited driving circumstances, and doesn't require modifications to the gearbox mounting (Malaysia regulation prohibits modification done to engine/gearbox mounting for road legal vehicles).

    Challenge 2 - Gearbox Noise

    My ride has moderately pronounced gearbox noises occurring whenever the gearbox shifts under moderate frequencies of acceleration and deceleration; this doesn't occur when the engine and gearbox runs from cold start but occurs in increment of frequencies over the total duration of driving and probably gets worse during spirited driving. I'm unsure if the pronounced noise is from the gearbox or the driveshaft, but the noise is mostly accompanied with a harsh vibration across the cabin whenever it occurs; the vibration felt like a jerking motion.

    As the transplant took place for my ride, the 4WD gearbox's transfer case was removed along with the rear axle in order to convert it into a FWD drivetrain (Malaysia prohibits 4WD conversion from FWD/RWD platform for road legal vehicles). Would such modification to convert the 4WD drivetrain to FWD resulted to the abnormality that I've experienced or generally induced harsher response from the gearbox? If it's abnormal, what measures would I be able to take in order to improve my driving experience with this gearbox? I had underwent an overhaul exercise for the gearbox with replacement of the clutch packs, seals, and water jacket, jointly with a flush of ATF from the gearbox and inserted replacement of Mitsubishi Diaqueen SP3 ATF hoping that it would improve my driving experience; it did not improve or reduce my driving experience and remained identical prior to such exercise taken. Tentatively, my idea is to replace the gearbox altogether with another suitable FWD automatic drivetrain (or another 4WD that may be locked to FWD) that is compatible for my ride's application though I'm unsure what automatic gearbox may be compatible for my application. Primarily, the potential automatic gearbox should not require any modifications done to the gearbox mounting and should be a somewhat direct fit onto my 4G93T; ideally, the potential automatic gearbox should be able to withstand 250hp and 350nm at the wheels reliably as I'm considering to undertake some Evo3's bolt-on upgrades to my 4G93T.

    Due to the fact that I'm from Malaysia and the local tuners or mechanics have little to no experience on these automatic gearboxes, I have arrived at a potential dead end for my situation. As such, I've then been sourcing out to forums or forum members that may have potential solutions or guidance to my situation; it has brought me here. Herein I seek fellow forum members for advice or guidance on this matter, and I genuinely apologize for my written queries and overview that is lengthy and inappropriate, if it does. Ultimately, I wish to thank fellow forum members in advance for reading my post thread and attempting to assist me in this matter.

    Your advice or guidance is deeply appreciated.

    Regards,
    Nikly
     
  2. motomattx

    motomattx Proven Member

    2,203
    850
    Joined Dec 9, 2010
    wampum, Pennsylvania
    You would be wise to use a transmission with a tcc lockup to reduce your rpm's, as for the vibration it could be many things, something wrong in the transmission or a bad wheel bearing or even a bad axle shaft.
     

    Drag Race Build 3K  24

    1995 Mitsubishi Eclipse GST
    fwd · manual · 2G DSM
    Loading...
  3. Nikly Tiong JW

    Nikly Tiong JW Probationary Member

    5
    0
    Joined Feb 15, 2020
    Kuala Lumpur, Asia
    Hi Matt!

    Big thanks buddy for sharing potential solution for my issue!

    Following your advice and should my knowledge is in order, the 1G’s autobox does not possess TCC lockup / solenoids whereas the 2G’s autobox would have TCC lockup / solenoid.

    Deriving from the above, what are the gearbox code of 2G’s automatic turbo gearboxes that may be fitted into my 4G93T without any modification needed for the gearbox mounting along with the ability to withstand 250hp and 350nm rated at the wheels reliably (need a FWD drivetrain or 4WD locked into FWD)?

    Regards,
    Nikly
     
  4. motomattx

    motomattx Proven Member

    2,203
    850
    Joined Dec 9, 2010
    wampum, Pennsylvania

    Drag Race Build 3K  24

    1995 Mitsubishi Eclipse GST
    fwd · manual · 2G DSM
    Loading...
  5. Nikly Tiong JW

    Nikly Tiong JW Probationary Member

    5
    0
    Joined Feb 15, 2020
    Kuala Lumpur, Asia
    Hi Matt.

    Alright. Just to reaffirm on what I understood from the guidance above; as long as it’s a W4A33 gearbox that has 4 solenoids instead of 3, it should be able to fit my power plant and meet my power requirement jointly with reduction on the cruising rpm?

    Though, is the bell housing of all W4A33 gearboxes identical in size? I understood from some DSMTuner reference that 1G W4A33 bell housing is smaller than 2G W4A33 bell housing as the 2G boxes has bigger housing due to an added solenoid and TCC lock up feature. If my 4G93T is currently fitted with 1G W4A33, can it be retrofitted with a 2G W4A33 in order to meet my needs on power achievement, reliability, and relatively lower cruising rpm that I’m currently experiencing? I apologize if I seem to be asking too much or that my questions seem to be ridiculous.
     
  6. motomattx

    motomattx Proven Member

    2,203
    850
    Joined Dec 9, 2010
    wampum, Pennsylvania
    The 1g and 2g w4a33 transmission bell housing pattern is the same, the difference is in how the motor mounts hold the transmission in, you can use a 2g transmission on a 1g generation vehicle, just not the other way around, so a 2g w4a33 should work for you as long as you have a way to activate the tcc solenoid after the final shift on the transmission, this can be done with a 2g tcu if necessary, also you could go with 17 inch wheels to lower your rpm also in addition to the tcc transmission.
     

    Drag Race Build 3K  24

    1995 Mitsubishi Eclipse GST
    fwd · manual · 2G DSM
    Loading...
  7. Nikly Tiong JW

    Nikly Tiong JW Probationary Member

    5
    0
    Joined Feb 15, 2020
    Kuala Lumpur, Asia
    In an overview, any 2G W4A33 boxes is pretty much a good fit for my 4G93T but the challenge is on sourcing a way to activate the TCC solenoid. Got this noted.

    Though, would you opine that all W4A33 boxes have the ability to run on 250hp/350nm power plant reliably and my desired cruising rpm range? If yes, it would definitely enable my 2G gearbox sourcing bandwidth to be easier and quicker jointly with wider options in the used market as I’ll only need to source for 4 solenoid boxes (indication of 2G boxes).

    Say, if we do run the transmission with a 2G TCU on my power plant, would such TCU be a direct replacement or modifications is needed to fit the TCU? Also, is there any specific TCU model or TCU code that I would need to ensure the gearbox transplant is successful?

    Big thanks buddy for progressively guiding me on this! If you do come by Malaysia in Kuala Lumpur, I’ll definitely be more than willing to give you a tour on some of Asia’s most amazing gastronomic experience, cultural overview, and sightseeing of beautiful sceneries.
     
  8. Nikly Tiong JW

    Nikly Tiong JW Probationary Member

    5
    0
    Joined Feb 15, 2020
    Kuala Lumpur, Asia
    Right now, I’m pushing about 175hp and 280nm at the wheels with stock internals and stock turbo TD04 at 14psi on 16 inch wheels. Following the results above, I find that my overall acceleration is somewhat sluggish, lazy, and total opposite of being nimble. I’m afraid if I were to go 17 inch wheels right now, it would probably worsen the acceleration experience further with my current setup.

    I’m currently in plans to source for 4G63T parts as my first bolt-on project to push my 4G93T into the 250hp/350nm zone; this should be the project I have in mind after sorting out my gearbox challenges.

    Basically I’m planning to source TD05-16G / TD05-14B, exhaust manifold, downpipe, 510cc fuel injectors, and fuel pumps in order to push my power plant into the power zone that I desire. I believe that once this is done, I would probably upsize my wheels from 16 inch to 17 inch.
     
  9. motomattx

    motomattx Proven Member

    2,203
    850
    Joined Dec 9, 2010
    wampum, Pennsylvania
    A good transmission, thats healthy would hold that power no problems as long as its in good shape or you have it rebuilt, as for the tcu, its best to get a 2g Dsm pinout and compare the tcu outputs on the pins to what you have and make an adapter harness if you need to. The Galant VR-4 could also be a donor car as long as its from the same generation that uses the tcc type of transmission.
     

    Drag Race Build 3K  24

    1995 Mitsubishi Eclipse GST
    fwd · manual · 2G DSM
    Loading...

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