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PostPosted: 29 Jun 2009 18:40 
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Joined: 25 May 2009 14:15
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Country: new zealand
i might just give the 4g93 a go, i got test done today and im getting about 265psi per cylinder so its not to bad for 240,000kms i sopose

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PostPosted: 29 Jun 2009 19:21 
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That seems perfectly fine, hard to believe that engines done 200k km. I've seen plenty with less than 200psi with 100k on the clock.

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PostPosted: 29 Jun 2009 21:16 
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i got the car second hand in rough condition so the engine could have been replaced at some stage

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1993 MR lancer, bad condition, high kms

1994 mr lancer, http://www.facebook.com/album.php?aid=73&id=1840531341&l=b9372a6453 the photos explain that one.


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PostPosted: 15 Jul 2009 20:25 
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its a 93 mr lancer. i might just rebuild the 1600 seams to be the easy/cheeper thing to do

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1993 MR lancer, bad condition, high kms

1994 mr lancer, http://www.facebook.com/album.php?aid=73&id=1840531341&l=b9372a6453 the photos explain that one.


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PostPosted: 16 Jul 2009 00:14 
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Do you mean that you did a compression test and got 265PSI on each cylinder. I would have thought that was a lot more than it's supposed to be??

Steve

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PostPosted: 16 Jul 2009 11:06 
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yep abot 260-265 on each cylinder im not to sure what its ment to be but since the 4g92 is a high compresion engine it seams right.

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1993 MR lancer, bad condition, high kms

1994 mr lancer, http://www.facebook.com/album.php?aid=73&id=1840531341&l=b9372a6453 the photos explain that one.


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PostPosted: 16 Jul 2009 17:24 
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I get 280 :wink:

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PostPosted: 16 Jul 2009 23:32 
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your engine is far from stock so i would hope so with the mods you have lol, have you lookd at the headers i posted about in engine just thought you might know what they are off or if they would suit a mivec 1600?? is changeing to the gen 2 headgasket worth doing if every thing els is standerd?

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1993 MR lancer, bad condition, high kms

1994 mr lancer, http://www.facebook.com/album.php?aid=73&id=1840531341&l=b9372a6453 the photos explain that one.


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PostPosted: 17 Dec 2009 21:08 
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Joined: 17 Dec 2009 20:37
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Location: Palmerston North
Country: New Zealand
Hey, a guy at work and me have been fiddling with the 4g94 and a mivec head and they do fit, we also used a toyota belt slightly different profile but close enough and a idler from a toyota as well
http://www.facebook.com/photos.php?id=530038877#/album.php?aid=123917&id=530038877


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PostPosted: 18 Dec 2009 17:55 
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The 4G94 doesnt rev so IMO it would be a waste of time putting a mivec head on it, would have more torque so would possibly be suited for a Rally Car

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PostPosted: 21 Dec 2009 12:50 
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Location: Palmerston North
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I think the 4g94 + mivec head would be a good combination for my application. Im planning on using it as street driven and turbocharged engine. i think the long stroke, turbocharged flat torque and power delivery would be a good combo with the added advantage of mivec. Peak power hoping to be around 6500rpm redline, Ill keep you posted its hard to guess results as "no one" has really done this before

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PostPosted: 22 Dec 2009 21:28 
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Waay too much work when mitsi put out a 4G93 DOHC turbo that puts out power that you will probably end up getting out of a custom 4G94 turbo, after doing a hybrid myself i wouldnt go through it again, im going to fin a mirage and put the 1.8 turbo in and be done with it next time, so much easier and cheaper

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PostPosted: 23 Dec 2009 12:44 
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I suppose it all depends on what your goals are. If you want to do something different from the rest go with the 4g94 conversion. To get a good result from something that no one else has done is cool. The benifits of the 94 is of course 200cc' of extra capacity. Sure the engine isn't a revver and may not produce the huge screaming top end power of others, but it will probably have great drivability and loads more torque. If turbo'd you "may" have quicker spool also? Look at some of the class winning evos around that have flash stroker kits, (100mm +). They seem to be doing ok.


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PostPosted: 23 Dec 2009 13:54 
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Yes but the 4G63 have stroker kits designed for performance from HKS/JUN etc

The 4G94 isnt a performance motor, its not even close, just because its 2.0 doesnt mean your going to get figures similar to an evo, mitsi make a 4G64 so why dont people with evos use the 4G64 to make a EVO 2.4? Because its not a good base to work with, revs to 6-6500k so whats the point :?:

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PostPosted: 23 Dec 2009 14:47 
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Who wants to put loads of work into a coversion or hybrid to get something that's just "driveable" :?:
Leaving the 1600 motor alone and putting a K&N panel filter in your std airbox will do that.
The reason the 94 motor as Cam rightly says is a bad choice is it was not designed to rev. Infact the 94 is not really designed to do anything interesting. The bore and stroke relationship are all wrong. Its hugely over stroked in relation to the bore. This limits its usefulness for either N/A or Turbo applications. The internal components can't accelerate, stop and change direction quickly enough to let the engine change RPM rapidly. And the stresses on the internal components are huge something called angular momentum involved there. To help illustrate the high stresses the information I've read is that the 94 has forged steel rods from factory, this is very uncommom for a sohc N/A that makes 86kw at 5,500 rpm and only has a 9.5 : 1 compression ratio. But obvioulsy needed to handle the massive stroke it runs.
A performance motor needs to be close to a square bore and stroke ratio or in the case of extreme engines like F1 or bike engines, over square.
I've grabbed a few motors bore and stroke figures.
Engine Bore Stroke
4g63 (2.0) 85 88
4g94 (2.0) 81.5 95.8
4g93 (1834) 81 89
4g92 (1597) 81 77.5

You can see that the stroke of the 94 is disproportional to the bore when you compare it to the other motors.

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