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4g63 and 4g63t : big difference!!!
Posted in response to people who need to learn their ---- or pay amechanic to call them a retard.
I'm reffrencing on 1st gen 4g63's, since the 2nd gen 7-bolt is a crankwalking piece of ----. First off the whole point of a turbo is a shorter stroke(higher rev's), and the ability to keep compression ratios within safe fuel delivery constraints(dropped compression balancing increase in volume of air delivery). The turbo block has a different rod and crank set-(dropped compression-7.6:1 vs (9.2:1). The head bolts do not match- close but your stll fucked. No tap point for the knock sensor is present, along with coolant and oil return taps, are present on the n/a engine. The same oil and cooling problems are present in the n/a head- along with cams that are to mild for the increased fuel and air. You can try to bolt up a turbo exh. manifold to a n/a block with a 14 lb. turbine, and and advance the cams, but you'll probably eating 16 valves. You could drop comp. with a copper head gasket and run a 7lb. or smaller turbine, but the stock ecu won't keep up with the fuel demands, you'll have to run on open loop to defeat the mass air flow, and your exh. valves will eventually burn- if you dont detonate to the point where your thrust bearings and wristpins take a big smelly ----. Get a turbo long block, and a control unit that can handle whatever boost levels you are running, or an ecu compatible with the car your engine came from. No offense, just learn your ---- before you start turnin' the wrench. ;) |
Re: 4g63 and 4g63t : big difference!!!
Ummm okay.... ::) I don't don't even bother with people who "think" they know ---- but clearly are clueless. Their stupidity will shine through and pwn them in the longrun.
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Re: 4g63 and 4g63t : big difference!!!
Originally Posted by dsmjunkie
Posted in response to people who need to learn their ---- or pay amechanic to call them a retard.
I'm reffrencing on 1st gen 4g63's, since the 2nd gen 7-bolt is a crankwalking piece of ----. First off the whole point of a turbo is a shorter stroke(higher rev's), and the ability to keep compression ratios within safe fuel delivery constraints(dropped compression balancing increase in volume of air delivery). The turbo block has a different rod and crank set-(dropped compression-7.6:1 vs (9.2:1). The head bolts do not match- close but your stll fucked. No tap point for the knock sensor is present, along with coolant and oil return taps, are present on the n/a engine. The same oil and cooling problems are present in the n/a head- along with cams that are to mild for the increased fuel and air. You can try to bolt up a turbo exh. manifold to a n/a block with a 14 lb. turbine, and and advance the cams, but you'll probably eating 16 valves. You could drop comp. with a copper head gasket and run a 7lb. or smaller turbine, but the stock ecu won't keep up with the fuel demands, you'll have to run on open loop to defeat the mass air flow, and your exh. valves will eventually burn- if you dont detonate to the point where your thrust bearings and wristpins take a big smelly ----. Get a turbo long block, and a control unit that can handle whatever boost levels you are running, or an ecu compatible with the car your engine came from. No offense, just learn your ---- before you start turnin' the wrench. ;) you need to die |
Re: 4g63 and 4g63t : big difference!!!
Originally Posted by bitchasscracker
you need to die
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Re: 4g63 and 4g63t : big difference!!!
And this is posted in response to? ??? IMO all 4g63's are piles of junk, their only redeeming factor being that they can still manage a way to produce some semblence of power with those tiny heat pumps attached to them. Their ability to take all that forced hot air and do something with it speaks well of the iron block and stupid-low compression.
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Re: 4g63 and 4g63t : big difference!!!
Same opinion, but not that bad.
Paragraphs > dsm owners ? |
Re: 4g63 and 4g63t : big difference!!!
I was actually talking to a dsm owner today at work...this kinda reminded me of it. He was showing me some pictures of his and his friend's dsm's being towed back to his garage...told him "that's strage, that's how I usually see most dsm's driving down the road". He said "---- you, that's not funny dude". LOL ;D
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Re: 4g63 and 4g63t : big difference!!!
Originally Posted by dsmjunkie
Posted in response to people who need to learn their ---- or pay amechanic to call them a retard.
I'm reffrencing on 1st gen 4g63's, since the 2nd gen 7-bolt is a crankwalking piece of ----. First off the whole point of a turbo is a shorter stroke(higher rev's), and the ability to keep compression ratios within safe fuel delivery constraints(dropped compression balancing increase in volume of air delivery). The turbo block has a different rod and crank set-(dropped compression-7.6:1 vs (9.2:1). The head bolts do not match- close but your stll fucked. No tap point for the knock sensor is present, along with coolant and oil return taps, are present on the n/a engine. The same oil and cooling problems are present in the n/a head- along with cams that are to mild for the increased fuel and air. You can try to bolt up a turbo exh. manifold to a n/a block with a 14 lb. turbine, and and advance the cams, but you'll probably eating 16 valves. You could drop comp. with a copper head gasket and run a 7lb. or smaller turbine, but the stock ecu won't keep up with the fuel demands, you'll have to run on open loop to defeat the mass air flow, and your exh. valves will eventually burn- if you dont detonate to the point where your thrust bearings and wristpins take a big smelly ----. Get a turbo long block, and a control unit that can handle whatever boost levels you are running, or an ecu compatible with the car your engine came from. No offense, just learn your ---- before you start turnin' the wrench. ;) Haha I don't know how many more things you could have gotten wrong or fucked up. End yourself. Don't touch a DSM, most of them break often enough on their own without a moron like you touching them. |
Re: 4g63 and 4g63t : big difference!!!
Funny, I just read a craigslist add for a TSI talon where it had a line in it saying how some guy test drove it and it blew the headgasket. DSMs are nothing but piles of ----.
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Re: 4g63 and 4g63t : big difference!!!
diesel trucks should rev higher to take advantage of their turbos. they would be unstoppable!
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Re: 4g63 and 4g63t : big difference!!!
Well that post's no more random than this thread so cheers lol!
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Re: 4g63 and 4g63t : big difference!!!
Originally Posted by SloS13
diesel trucks should rev higher to take advantage of their turbos. they would be unstoppable!
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Re: 4g63 and 4g63t : big difference!!!
i was always told that the bottom ends on the n/a models were pretty stout. In my opinion, DSM's are good cars if you are mechanically inclined enough and don't mind dumping lots of money in it to get it reliable enough to dd. It is amazing how much boost a stock bottom end can push and how easy it is to get a tsi into the 13.xx's. But i would say close to 50% of the people on here are not inclined enough to do in depth work on anything other than a honda. Don't get me wrong. Im not bashing hondas in anyway, shape, or form, Just stating that once you learn a honda, most people get the mind set that they are too easy and get nervous working on other make/model cars/truck. Gotta admit though that hondas are seriously fun/cheap cars. Im fixing to buy another one next month.
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Re: 4g63 and 4g63t : big difference!!!
dsm= cockroach :6 :6 :6
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Re: 4g63 and 4g63t : big difference!!!
My GVR4 has been running fine since I bought it back in November. Only needed to replace a blown radiator. Yeah the clutch slips over 14psi and the stock 14B was puffing some blue smoke but it's all original stuff with 179k on them and 15 years old. So it's too be expected on a turbo'd car and a DSM at that also so to say it was driven . I'm not complaining with my DSM. You can say all your crankwalk ---- but it's saying how many cable b-series trannies don't grind.
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Re: 4g63 and 4g63t : big difference!!!
The bottom ends are the same other than oil squirters and the pistons. Quite a few people prefer to start with a n/a block and crank for building. Hasn't been abused as much, lack of squirters makes building a stroker easier clearance wise.
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Re: 4g63 and 4g63t : big difference!!!
Originally Posted by dsmjunkie
Posted in response to people who need to learn their ---- or pay amechanic to call them a retard.
I'm reffrencing on 1st gen 4g63's, since the 2nd gen 7-bolt is a crankwalking piece of ----. First off the whole point of a turbo is a shorter stroke(higher rev's), and the ability to keep compression ratios within safe fuel delivery constraints(dropped compression balancing increase in volume of air delivery). The turbo block has a different rod and crank set-(dropped compression-7.6:1 vs (9.2:1). The head bolts do not match- close but your stll fucked. No tap point for the knock sensor is present, along with coolant and oil return taps, are present on the n/a engine. The same oil and cooling problems are present in the n/a head- along with cams that are to mild for the increased fuel and air. You can try to bolt up a turbo exh. manifold to a n/a block with a 14 lb. turbine, and and advance the cams, but you'll probably eating 16 valves. You could drop comp. with a copper head gasket and run a 7lb. or smaller turbine, but the stock ecu won't keep up with the fuel demands, you'll have to run on open loop to defeat the mass air flow, and your exh. valves will eventually burn- if you dont detonate to the point where your thrust bearings and wristpins take a big smelly ----. Get a turbo long block, and a control unit that can handle whatever boost levels you are running, or an ecu compatible with the car your engine came from. No offense, just learn your ---- before you start turnin' the wrench. ;) i really pissed myself about the part where he said you can run a copper headgasket to lower the 9.2:1 compression haha. Considering half the members on this board run 10.5:1 hondas with boost. |
Re: 4g63 and 4g63t : big difference!!!
Originally Posted by JDMFantasy2K
haha silly faggot DSM are for homos :y
i really pissed myself about the part where he said you can run a copper headgasket to lower the 9.2:1 compression haha. Considering half the members on this board run 10.5:1 hondas with boost. |
Re: 4g63 and 4g63t : big difference!!!
what about dsmlink?
sorry, i dont know ---- about dsms. I heard some guys talking about it at the track once, lol. |
Re: 4g63 and 4g63t : big difference!!!
Originally Posted by d112crzy
what about dsmlink?
sorry, i dont know ---- about dsms. I heard some guys talking about it at the track once, lol. DSMlink is nice, but its not cheap like it is to tune a Honda. Its $565+ socketing + an EEPROM Ecu if you weren't lucky enough to have one stock. |
Re: 4g63 and 4g63t : big difference!!!
That's why so many DSM people use just a SAFC still as DSMlink is pretty pricey. While you get the tuning capabilities of like the honda tuning programs but for alittle more you could just get AEM EMS or just do a MS setup. There's not really anything inbetween those. :-\ ....SAFC...MS...DSMlink...AEM EMS from cheapest to $$. I don't see that many DSM guys using MS and it's usually just an SAFC or DSMlink and then EMS for the EVO guys.
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Re: 4g63 and 4g63t : big difference!!!
Originally Posted by stillnoturbo
That's why so many DSM people use just a SAFC still as DSMlink is pretty pricey. While you get the tuning capabilities of like the honda tuning programs but for alittle more you could just get AEM EMS or just do a MS setup. There's not really anything inbetween those. :-\ ....SAFC...MS...DSMlink...AEM EMS from cheapest to $$. I don't see that many DSM guys using MS and it's usually just an SAFC or DSMlink and then EMS for the EVO guys.
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Re: 4g63 and 4g63t : big difference!!!
Originally Posted by dsmjunkie
Posted in response to people who need to learn their ---- or pay amechanic to call them a retard.
I'm reffrencing on 1st gen 4g63's, since the 2nd gen 7-bolt is a crankwalking piece of ----. First off the whole point of a turbo is a shorter stroke(higher rev's), and the ability to keep compression ratios within safe fuel delivery constraints(dropped compression balancing increase in volume of air delivery). The turbo block has a different rod and crank set-(dropped compression-7.6:1 vs (9.2:1). The head bolts do not match- close but your stll fucked. No tap point for the knock sensor is present, along with coolant and oil return taps, are present on the n/a engine. The same oil and cooling problems are present in the n/a head- along with cams that are to mild for the increased fuel and air. You can try to bolt up a turbo exh. manifold to a n/a block with a 14 lb. turbine, and and advance the cams, but you'll probably eating 16 valves. You could drop comp. with a copper head gasket and run a 7lb. or smaller turbine, but the stock ecu won't keep up with the fuel demands, you'll have to run on open loop to defeat the mass air flow, and your exh. valves will eventually burn- if you dont detonate to the point where your thrust bearings and wristpins take a big smelly ----. Get a turbo long block, and a control unit that can handle whatever boost levels you are running, or an ecu compatible with the car your engine came from. No offense, just learn your ---- before you start turnin' the wrench. ;) Lets see, ive purged most of that dsm bullshit from my brain, but i remember a few tidbits. 1. Only about 30% of 7-bolts crank walk. The 2g head flows better at lifts @ and below .300" 2. Stroke has exactly nothing and nada to do with a turbo engine. N/a has the same stroke as the turbo. Idiot. 3. Low compression was due to the fact that mitsu likes to halfass everything. Turbo engines make more power with higher compression, as long as they dont detonate, which can be delt with simply by properly tuning the unit. 4. The 6-bolt heads have the same size ports and flowrates. 5. IF you do run a knock sensor, there's this invention hold on its ------- amazing.......................ITS CALLED A DRILL!!!! GOD forbid you should have to mod something!!!! 6. Deck height is the same. 7. All stock mitsu ecu's eat ----. Stand alone and be done. Your gonna need one to make any real power anyway. 8. I have yet to see a thrust bearing on ANY engine destroyed by detonation. Links please. 9. Oil squirters are exactly useless in a racecar, just so you know. Any monkey can turn a wrench, but not everyone knows why. Your a bit on the latter side I think buddy. :P |
Re: 4g63 and 4g63t : big difference!!!
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Ill vow to a dsm being a piece of ----!!!!! all i have to say is "long time starion owner". but i love it. Ms is the ---- BTW.
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