what EXACTLY do you have to do to get the 4g63 head to bolt onto the 4g64 bottom end?

[90rslaser]

alright guys so here is my question. what EXACTLY do you have to do to get the 4g63 head to bolt onto the 4g64 bottom end? i have a 4g63 motor, and a 4g64 motor and i want to swap parts and have the stroker motor. what do i need to do, and what parts will i have to buy to make this work? thanks guys

 

[vr4_3000]

Use the search feature that this site provides and you would have been able to find this at least

2G Turbo Head Swap on a 4G64

 

[kolio]

to put the 63 head on the 64 block you need to fill a couple holes that aren't used by the 63 head.

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here is why you need to plug the holes, they stick out further than the headgasket covers.

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here is a complete list of what you need depending on the head you choose
raycer97's 4G64 Performance

 

[90rslaser]

my motor is boosted though, and i want to run fairly stock internals if possible and still be able to run about 20-25psi with my buschur 20g, and of course my supporting mods

 

[kolio]

64 internals will not hold 20-25 psi, with a really good tune and water or meth injection maybe 16ish. the galant guys run stock internals to about 12-14 before the upgrade.


it's all in the tune and what you are using to tune

 

[alansupra94]

Very good information to know! I just spent about 2hrs yesterday polishing both the head and the block to be perfectly flat.

 

[alansupra94]

If your gonna want to run that much boost get your motor built.

Yeah I talked to a few galant guys and only one every tried 16psi on a stock motor.

 

[vr4_3000]

if you do the math in the long run, spending the $763 (slowboy racing) is worth it. your going to want more power later. would you rather have to pull the motor to put internals in? Or would you rather build internals now and then just upgrade the turbo/manifold/stuff that doesnt require a motor pull? this is slowboys link of what i bought. I run 25psi on a GT37R

Slowboy Racing, Inc. :: DSM :: Engine :: Piston / Rod Combos :: 2.4L DSM Eagle and Wiseco Piston Combo

 

[MidShipCivic]

64 internals will not hold 20-25 psi, with a really good tune and water or meth injection maybe 16ish. the galant guys run stock internals to about 12-14 before the upgrade.


it's all in the tune and what you are using to tune

The ring lands on the 64 piston are bigger than 63 pistons and the rods are the same.

So I'm not sure where you got that from.

 

[kolio]

The ring lands on the 64 piston are bigger than 63 pistons and the rods are the same.

So I'm not sure where you got that from.

where i got what from?

obviously the 64 piston is bigger. the pistons on the 64 are weak. i personally know someone who blew the ring landings off on his hurbo SOHC 64 running 15 psi.

i'd like to see someone run more than 18 psi reliably on a stock 64

 

[dsm-onster]

Yep. Not on my 4g64. In between the ringlands and the distance from the piston top is the same width as my n/t 4g63 pistons. . . Proven not to tolerate ANY detonation whatsoever. The thinner the piston top is from the first ring land the more likely catastrophic piston failure is to occur. Definately not what you want with a turbo piston, hense turbo pistons are different from the 4g64 piston.

 

[kris_stewart10]

well that is not true i know of a guy in thailand with a galant vr4 with this same swap

4g64 Bottom End - Mitsubishi-Forums.com

here is the link he explained the whole thing to me about it

 

[dsm-onster]

Do you want pictures? Or will you accept that at least many are the way I said.

. . .Ok I read it 4 times and I see nothing that supports anything different from what I said. . .

 

[MidShipCivic]

where i got what from?

obviously the 64 piston is bigger. the pistons on the 64 are weak. i personally know someone who blew the ring landings off on his hurbo SOHC 64 running 15 psi.

i'd like to see someone run more than 18 psi reliably on a stock 64

They are made the same way with different dimensions, besides I don't know the tune or condition of that engine.

Yep. Not on my 4g64. In between the ringlands and the distance from the piston top is the same width as my n/t 4g63 pistons. . . Proven not to tolerate ANY detonation whatsoever. The thinner the piston top is from the first ring land the more likely catastrophic piston failure is to occur. Definately not what you want with a turbo piston, hense turbo pistons are different from the 4g64 piston.

4g64(16v) Top ring land 7.23mm- Second ring land 4.01mm - third ring land 4.94mm

4g63T Top ring land 8.68mm - Second ring land 3.99mm - third ring land 2.88mm

1.45mm top land difference

Proven? I'm going to try that out.

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[dsm-onster]

The 4g64 piston on the right has less length from piston top to ring. We're talking about cracking pistons, not how close the second and 3rd rings are to the ring that takes the abuse.

 

[MidShipCivic]

They are both made the same way if someone is having detonation problems there is something being done wrong I've run 350whp on a stock Honda pistons on a B-series engine. I'm kinda wondering how these broken motors are happening because the top ring land on a b is 4-5 mm's thick.

 

[dsm-onster]

No they are not. The top ring is much farther down the bore. This makes a huge difference. N/T guys crack piston tops with turbo detonation. Turbo guys crack between the first and second ring, over time and after lots of abuse and stupidity.

I've run through detonation with my 6bolt pistons that would kill honda pistons. I've seen spikes of 20+ knock counts before timing was pulled and heard enough rattle to echo across a 200 acre field.

Yes something is being done wrong. Turbocharging a car with an ecu that uses an n/t timing map and not pulling timing. N/t 4g63 guys don't do what honda guys do or what the honda ecu does. And it's very hard to not see detonation with our non-"fast burn" chambers. Honda chambers are better suited to detonation resistance. Too bad that most don't have the strength internally to handle the actual cylinder pressure of much higher horsepower.

As mentioned all over the forum, any sirius engine (4g6*) including the rings can handle the power. It's the detonation that kills the pistons that arn't from turbo motors.

 

[MidShipCivic]

No they are not. The top ring is much farther down the bore. This makes a huge difference. N/T guys crack piston tops with turbo detonation. Turbo guys crack between the first and second ring, over time and after lots of abuse and stupidity.

If you just saw me post up measurement and then just say they are made the same way then that means I'm talking about the manufacturing process.

I've run through detonation with my 6bolt pistons that would kill honda pistons. I've seen spikes of 20+ knock counts before timing was pulled and heard enough rattle to echo across a 200 acre field.

Sounds like a personal problem to me.

Fact is, these pistons will live when things like this do not occur.

What I'm saying here is have proper tuning, and this stuff won't happen.

 

[dsm-onster]

We're not talking process. You're the one steering toward process. Yes the process is the same. And that is NOT why the pistons fail. What, do you think you've stumbled onto something new? These n/t motors have been boosted for years. Do some simple research instead of clouding up the thread. This is common knowledge.

My personal problem is with using a piston that cant survive normal detonation events that happen with our combustion chamber design. My statement was to show ehow strong turbo pistons are. Since they are different from n/t 4g64 pistons and their smaller bore counterpart the n/t 4g63 pistons. Who knows this may even stear the OP to use his crank in a 4g63 block so that he can use the stronger turbo pistons for cheap. He already has the head and rods. Otherwise his tune needs to be dead pervect even for changes in ambient temp or boom.

You don't know what it takes to make things like this NOT occur with the chamber design and normal boost numbers (numbers that will make decent power worth the effort to do the work). If you did, some one else would and we wouldn't have honda research and results in chamber design and things like water injection.

 

[90rslaser]

so i can get those piston and rods and put them in then call it good with the 4g63 head?

 

[redyute1]

Got me a question too.What do you guys plan on doing to make the front motor mount work,the one next to the radiator on the cross member.Remember the64 block has no holes on the block for the front motor mount.

 

[90rslaser]

hey dont be hijacking the freaking threads. if you got a question start your own thread please. this is for my personal information. because obviously your setups are going to be different than mine. please start your own post.

 

[vr4_3000]

so i can get those piston and rods and put them in then call it good with the 4g63 head?

If you are talking about the ones from slowboy that I listed for you then yes. I dont know why other people had to change the subject (MidShip). But using the stock pistions=NO
The ones from slowboy are built to handle the power. And they use different material/production process than stock.

 

[90rslaser]

no i am putting a 1g head in a 1g chassis. and also, for the other guy who is backing me up and giving me HELPFUL info, just to make clear, i can put the head on and go right(as long as i have those pistons)

 

[kolio]

Got me a question too.What do you guys plan on doing to make the front motor mount work,the one next to the radiator on the cross member.Remember the64 block has no holes on the block for the front motor mount.

only 1G's use that mount. and its for the tranny not the motor in the 64.

the 64 has 3 tranny mounts and one motor. same as the 2G.