GR or GPX

FtoSam · Post by **FtoSam** » Wed Mar 21, 2007 8:58 am

Okay.. I am buying a second motor to work on and eventually replace my current one.
Should i buy a mivec or non-mivec?
WHats the advantages / disadvantages.
which will make more power under boost?
which will be more reliable?
what is needed to fit a non-mivec into my gpx?

p.s. i have a microtec ecu. ??

HElp needed urgently as there is one on ebay that ends in 2 days... need to make up my mind by then.

FtoSam · Post by **FtoSam** » Wed Mar 21, 2007 8:59 am

http://cgi.ebay.com.au/MITSUBISHI-FTO-2 ... dZViewItem

Are the coilpacks different?
is 87,000kms too much?

Post by **Bennoz** » Wed Mar 21, 2007 9:11 am

Coilpacks are different according to CAPS

MD315519 for GPX
MD315518 for GR

You'd be able to get some from Panelhouse or similar, they aint that expensive. Then again you might want to upgrade them if your going postal turbo.

Also noticing on that block, that its off a tip... there's no flywheel. Ah well, go get yourself a you-beaut alloy lightweight one made up.

As mentioned before, the current hear-say coming from the poms is that the GR bottom ends are holding together better under pressure, as the oil feed to all the Mivec gear in the heads is causing bottom end starvation on Mivec motors. They have destroyed a number of Mivec bottom ends, but not one GR has gone yet.

Having said that, if you are going postal on the block, then you'll be re-doing all the bottom / main caps on the crank anyway... the only issue is then - the oil starvation issue. Perhaps there is a heavier duty / higher flowing pump that could be used if you went down the mivec road....

To be honest, of all the Mivec turbos I've seen, they have been a c*nt to tune & once they are done you dont ever want to touch them again. One of the tuner guys I speak to down here (Vince Rigoli) said every time they get a kid in with a wad of cash & a hairdryer under his arm - and a car that has some version of variable valve timing - they rip it off.

I'd be going Non Mivec route for big power. The Variable Valve timing used in cars of our age was primarily designed to get a few extra kws out of the existing NA format.

FtoSam · Post by **FtoSam** » Wed Mar 21, 2007 9:14 am

Thats good enough for me...
going to be bidding onthat engine asap.
anyone else bid on it and u die!
lol

jonowong · Post by **jonowong** » Wed Mar 21, 2007 10:13 am

since im in the process of turboing my mivec i got just a couple of questions

how much boost would u need to be running to destroy a bottom end on a variable timing car?

americans can a lot of vtecs turboed at 7-10psi without internal work and they seem to be holding pretty well together to me

also why is it a c**t to tune? ;p

FtoSam · Post by **FtoSam** » Wed Mar 21, 2007 10:25 am

Mine tuned up fine...
I have been running 5-6 psi...

Post by **Bennoz** » Wed Mar 21, 2007 10:28 am

Yeah but they tuned you up to 135kws at 3500rpm & changed the mivec kick in point...

I find that very odd & I reckon you could get a hell of a lot more from it. Remember, your tuner is *~dreamy~*.

FtoSam · Post by **FtoSam** » Wed Mar 21, 2007 10:32 am

Well thats fine for me for now..
Im happy with that..
I dont want to spend any more $$ on this engine.
All of my hard earned is going into the new engine.

But 85,000kms... im a bit iffy bout that.. I would like a good cond. engine to start with.
Considering im strengthening existing parts if i can..

Post by **Bennoz** » Wed Mar 21, 2007 10:34 am

Samson wrote:Well thats fine for me for now..
Im happy with that..
I dont want to spend any more $$ on this engine.
All of my hard earned is going into the new engine.

But 85,000kms... im a bit iffy bout that.. I would like a good cond. engine to start with.
Considering im strengthening existing parts if i can..

But if you are rebuilding it to be bullet proof, then effectively it will have no kms on it when its done... you pull pistons out, they get new rings, the bores get honed - ie brand new, no kms.

FtoSam · Post by **FtoSam** » Wed Mar 21, 2007 10:49 am

Righto... well hopefully it goes for $150 then... lol...
I really dont wanna pay too much for it. if it goes too much $$ then i'll have to dave up to buy one.

jonowong · Post by **jonowong** » Wed Mar 21, 2007 10:52 am

am i going to blow my bottom end with 4 - 5psi :p

FtoSam · Post by **FtoSam** » Wed Mar 21, 2007 10:55 am

Probably unlikely. However it depends on the condition of your motor.
Change oil every 5k and filter every 10k.
Makes all the difference

FtoSam · Post by **FtoSam** » Wed Mar 21, 2007 10:56 am

Also make sure the rest of the car is up to the job.. esp the fuel..
Maybe bigger injectors and fuel pump and FPR.
Also need a custom clutch too.

jonowong · Post by **jonowong** » Wed Mar 21, 2007 10:59 am

i was told by redline who runs 6psi that the injectors dont need to be changed up to 6 :s

FtoSam · Post by **FtoSam** » Wed Mar 21, 2007 11:02 am

Yeah.. Probably not. The standard injectors are barely working when NA.
However i did mine as a safety margin.
I love safety margins.
Whole reason for building new engine

Post by **Bennoz** » Wed Mar 21, 2007 11:18 am

jonowong wrote:am i going to blow my bottom end with 4 - 5psi :p

I wouldnt think so, plenty of guys with hairdryered Mivecs get around with that kind of poundage.

kid_dynamite · Post by **kid_dynamite** » Wed Mar 21, 2007 11:21 am

Actually Ben might be able to answer the question I was trying to find last night - what sort of off-the-shelf pistons are suitable for the FTO?

I know that there are some 6A12 low-comp ones available (to suit the Galant) but 8:1 is way too much of a sacrifice on an FTO.

Post by **Bennoz** » Wed Mar 21, 2007 11:30 am

Yeah apparently the pistons from a 93 onward VR4 Galant (6A12 Turbo) will fit. They are an 8.5:1 to ratio... which might be a bit low, but you could always get the block or heads decked to bring it up a bit.

Or you could go the other way with pistons from the VXR. It was non turbo with a 10:1 compression ratio (down from the FTO's 10.5:1) which might be a better option with a small decommpression gasket. You could get it down to 9ish to one with only a few thou in the gasket I spose.

I'll look up the part numbers on CAPS tonight.

Post by **Bennoz** » Wed Mar 21, 2007 11:31 am

Some good info in here:

http://www.mitsubishi-galant.info/specs/1993.10/

FtoSam · Post by **FtoSam** » Wed Mar 21, 2007 12:26 pm

Would you reccomend me replacing any internals with galant internals???
Rememebr my $7000 budget