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TSirocket

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    4g63 swap coming, dsm will do for now
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    Northwest ohio

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    http://www.dataeclipse.com/wes/logan/pic/pic.htm

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  1. Your website URL doesnt work - hit up the 'ol king of krunk when you get time.
  2. you douche stick, whats up? Too good to talk to ur old buddy emack?
  3. RX-7 second gen turbo 2 series 5 gearbox seems to be the way to swap (not really defined as goldend.. If all else fails hks makes a dogmisson for the rx-7. STRAIGHT cut gears... JINX i dont think the trans has been figured.... its still a problem.. as it will be for high hp g54b's.. i grenaded 2 88-89 gearboxes with 12a 2.6L in 7k miles..... 2760lbs and free mods.... I like 2.6 but no comparrison to 4g63 starquest. If you drive it like you stole it you find problems real quick. 2 front cv's in awd talon. shattered 3 rear drives cv's at launch, and 2 gear goxes... 2 88 boxes for the quest same drive style W/12a tbi i guess cv's last longer but stock trans have not for me in the mitsu world
  4. Further note... TRUTH if your having good luck with maft trans then maft trans 2 or pro is advantage to anyone not able to mpi... MPI being a dyno tuning nightmare for some of us who dont have dyno around the blok
  5. Second note why misinform the community??? If the starquest community is shooting for 300whp then im out of the loop sorry... In my experience with cars (Nissan, mitsu, ford, chevy, ect). Anyone who owns a car wants to be the fastest regardless of which powerplant or mods. We can argue for days with useless facts. 4g63t is still worth the wile to anyone albe to do the swap
  6. First Vice your a noob dont post. Your noobizm has amazed me and i dont know how you cant still post on these forums. Dsm boys would of banned you for your misdirection and complete noobizm and thats why you own a slow conquest. You had your motor built.. did ffwd connection do it or magnus build it, did you cryo treat the block have a stage 6 port job done... then i dont care. This is 4g63 vs g54b peroid, and 4g63 is far superior motor dont misdirect the newbies. 250cfm in and 250cfm out on stock 4g63 head is more than anyone on these boards will ever flow, stock intake which is a well design 7" runners into the port injected head on the 4g63 limits 40cfm on top end. FFWD connection and magnus cryo treat (hardening process i know its new) their block for horsepower unheard of with the g54b. If your debating 4g63 vs g54b get your info from the dsm guys they dont allow misdirection unlike these forums. If your debating the swap you have big plans or you wouldnt be considering... and like i said gt35r = 600awhp on 4g63 and gt42r has netted over 1000awhp (ive personally seen wheel stands with 4g63 starquest at the shootout) ... Read some books do the research, build the car YOURSELF, and then argue with me. So far its been a bunch of bs facts from ppl defending the 2.6l without facts just assumptions... 4g63 has made more power/liter than most super cars ie lambo porshe... remeber fq400 evo on top gear ran in their top 10 lap times... not a conquest with g54b... BTW my stock awd 6 bolt awd is open for challenges from any tbi conquest (my stock fuel 12a quest ran 13.9's, pretty easy for me to run 12's with awd talon just makes sense, im not hear to prove anything i have facts) 14b 4g63 has produced 300awhp (awd drags 30% of power btw) and ran 11.9 so argue that..... ligher conquest with 250rwhp (4g63t) motor which is cake to any decent wrenchman. will own with traction.. Got boost? well i say "Can you dirve" or "are you noob" this starquest forum is the main reason i gave up on the g54b too many air headed big shots that never amout to anything and im not here to call out anyone but vice out......................kinda like IBM "stop talkin start doing" When g54b makes 1000hp argue me or dont post noob. like i said this is weather or not to swap a 4g63 with g54b and once again DONT MISDIRECT NEWBIES with all of the excueses and gods miracle g54bs and all that 2.6l makes torque ( beat magnus's 4g63 . then or shut up) . BTW magnus has fastest 4cyl in world with stock block 4g63 beat that shakura who took hks head from Chad (who owns galant gvr-4 awd 4g63 hmm )over their billet head... and the 4g63 head is a better design.... remember ralli-arts/hks's imsa's car was a 2.3L not 2.6 which only enforceses my approach. "Takes time and patience for the young padawans to learn" Quoted TSirocket The facts dont argue... 4g63 is offspring from hks/ralliarts input into the 2.6L so if you want more than 300whp move to the 4g63 after reading some stupid post i have just let loose.... maybe to be never heard from again, but what i have said holds its truth and can be backed up... you want it ill document it..... Im laying the facts down not bench racing bs or outrageous hp figures. ONCE and for all this is 4g63 vs g54b... i have full right to express my 4g63 knowledge,not get banned, and I have misdirected no one. i stated 4g63t swap is within wrenching knowledge.. and i will not say it will be easy..but is worth it for anyone debating mpi and expecting more than 600whp lol... when AMS is making multiple 1000hp evos 500whp is a joke dream on or go 4g63 period... anyone want to argue??? If VICE can get away with noob info i can argue my facts and not get banned. If so at least i did it in trying to properly inform on this TOPIC.... once again noobs kill this community with their dreams....... just remember IBM.... lmao just my 2 cents peace p.s. bring on the flames... not like VICES post on ghetto 20hp didnt get bashed lol.. at least i incorporate intelligence and facts.... still lmao
  7. 300whp with tbi is next to a miracle from god himself. I am an extreme 4g63 enthusiast if i want 300+hp ill put a big 16g on my talon. Overkill... how is FIP any better and it wont be nearly as user friendly? +stock throttle body being so small creates a high port velocity thus increasing torque, which is what the 2.6 is all about. This is really not for my gain as i have a 4g63 that needs rebuilt and a trans for my conquest. this is for those of you who want decent power and dont want the hassle of mpi. I have 4friends with 2.6L starquest-raiderturbo and its more for them. The maft trans pro from what we have all read and reviewed is a better option than the FIP, but what an avertisement says and what actually happens is 2 dif. things. I reviewed the instructions and the gen 2 seems very technical (for 4g63t i built. no one in my area will mess with 4g63. i built it broke it broke it in and gave it to my friend. (didnt have time to wire translator, test and tune, id prefer dyno, and complete my degree all at once 21cr and being owner of quest-awd talon keeps me plenty busy.) Just trying to give back to the community
  8. I did a quick search and didnt see that anyone had talked about the book "Maximum Boost" is the best book i have read on turbocharging and turbo engine building, one of my Nissan friends let me borrow a copy and i bought it after i skimmed thru it. As far as im concerned if your going to spend the money to build any car do the research to get what you want. Also great tool for noobs to do it right, will also really help all of you with your engine/turbo mods. http://www.amazon.com/Maximum-Boost-Turboc...0377&sr=8-1 Little info on the book Maximum Boost is the definitive book on Turbocharging. This hands-on book gives you the most detailed information available on understanding designing, setting up, testing and modifying your car with a turbocharging system. Find out what really works and what doesn't, what turbo is right for your needs and what type of setup will give you that extra horsepower. The author shows you how to select and install the right turbo, how to prep the engine, test the systems, integrate a turbo with and electronic fuel injection system or carburetor and even gives detailed troubleshooting information for both OEM and aftermarket turbocharging systems. You will find valuable information on the following: * Essentials of turbo system design-- including sizing the turbo, intercooling, fuel system tweaks, preparing the engine, intake and exhaust design. * Evaluating and installing an aftermarket turbo kit Improving your current turbocharged system. * Designing and installing your own custom system. Table of Contents 1. An Engineering Look at the Basics 2. Acquiring a Turbocharged Vehicle 3. Selecting The Turbocharger 4. Turbocharger Lubrication 5. Intercooling 6. Intake Manifold 7. Electronic Fuel Injection 8. Carburetion 9. Events in the Chamber 10. Exhaust Manifold Design 11. Exhaust Systems 12. Boost Controls 13. Preparing the Engine 14. Testing the System 15. Trouble 16. Developments in Turbocharging 17. Bringing it All Together 18. Installing a Turbo Kit
  9. The gen 2 shouldnt need an s-afc... matter of fact it has better range and the pro even allows for timing adj.. check the link this isnt ongreens maft translator.. its the Maft PRO 400$ for the controller +gm mas + lc1 wideband... mas gives controller a signal-wideband tracks a/f.... if your not getting YOUR desired (predetermined a/f at 3 different load settings) the closed loop pid controller will auto adjust fuel to get desired a/f ratios. since every tbi quest runs rich this seems to be the best bet?? Its a fancy PID (proportional-integral-derivative) controller your not getting any better than that for convience (unless a standalone im not aware of will track a/f values and give you what you demand)... in theory you could start a maft gen 2 piggybacked car @120 deg. F one day and -40 the next and get your desired air/fuel ratios... and to mix it up some more you can also change boost settings w/no change to the controller.. its smartlogic.... i already searched and no one i found is using the GEN2 or PRO on second note im not saying this is going to be a miracle cure its just an option i havent seen anyone take. If I had better than a part-time job and 21cr/hrs of college id have cash to try it myself. But their will be plenty of time to play once i graduate in May. Any further information is greatly appriciated MAF TRANSLATOR PRO FEATURES: Triple Threat Tuning: Air/Fuel Computer mode: This mode works extremely well for tuning all types of vehicles and is used to modify the airflow signal to tune the vehicle. The airflow sensor signal from the MAF or MAP sensor are tuned via the Translator Pro's sophisticated 3D mapping algorithm allowing full tunability using the front panel keypad or Windows PC using the provided software. There are 12 rpm points and 3 different load tables, all adjustable in 1/2% increments. This means more precise tuning than competitive products! MAF Translator Mode: Llets you replace a restrictive or failing MAF system with another style or size of sensor. We have built in calibrations for popular and highly accurate GM MAF sensors up to 85mm that will now work on any car originally equipped with a MAF sensor. Reducing MAF sensor restriction by upgrading the MAF dramatically improves turbo spool time and horsepower and sensor range. Speed Density Mode: Is the ultimate in bolt-on tuning mods! The Translator Pro performs a true speed density calculation to determine engine airflow, allowing the user to remove the MAF sensor and use a GM 3 or our 5 bar MAP sensor. Allowing tuning by RPM and boost, the Translator Pro is pre-configured with base maps for most popular applications to get the user up and running quickly, just select the base map, injector size, and go! Basic Adjustment Modes: Here is a basic overview of some of the things you can do with the Translator Pro. There are many more adjustments and options not listed here yet, watch this site for future updates that will be added soon. Setup: Mainscale: adjusts the entire range by the same % V-Out1 set: Setpoint for V-Out1 V-Out2 set: Setpoint for V-Out2 Afterstart: Enrichment for the first few minutes of engine run time Lo Load Pt: KPA for the Lo Load User tunes Mid Load Pt: KPA for the Mid Load User tunes Hi Load Pt: KPA for the Hi Load User tunes Boost Control: TPS Spool - TPS voltage to enable boost system, during Spool solenoid is on 100% RPM Spool - RPM to enable boost system, during Spool solenoid is on 100% TPS Start - TPS voltage above which the system controls the boost psi PSI Start - Boost psi where the system switches from spool (100%) to DC% start DC% Start - Solenoid DutyCycle that is used once the boost exceeded the Start PSI PSI Set - Desired boost PSI Aux - desired boost when the Aux Trigger input is energized Gain - the speed that the Dutycycle will be adjusted to maintain the desired boost. WOT AFR Tracking: Min TPS - TPS above which the AFR tracking is enabled Min RPM - RPM above which the AFR tracking is enabled Min MAP - Manifold pressure above which AFR tracking is enabled Lean Lim% - The maximum % that the system will lean out to maintain the desired A/F Rich Lim% - The maximum % that the system will richen up to maintain the desired A/F Gain - The speed that the system will try to maintain the desired A/F ratio AFR 2000R ... AFR 8000R Desired A/F Ratio at each RPM from 2000 RPM to 8000 Air Temp: Air temp correction, setting is added to the regular system tune value. Note this adjustment is in addition to the Speed Density algorithm's temperature compensation. Additional adjustment can be required to adjust for atomization characteristics of injectors, or heat-soak conditions. Aux Triggered: At each RPM point, the set tune percent is added to the system tune when the Aux Trigger input is energized. The desired AFR tracking value is modified as well so the AFR tracking will change by the Aux Trig setting. Tuning modes: RPM Table Choices for Fuel and Spark tuning: 400, 800, 1200, 1600, 2200, 2800, 3400, 4000, 4600, 5200, 5800, 6400, 7000, 7600 Spark timing Low load (idle, cruise) Spark timing High load (high load, WOT) Spark timing only available for certain application and additional software may be needed Fuel Tune Low (idle) Fuel Tune Mid (cruise) Fuel Tune High (WOT) Adjustable + or - 64% in ½% steps according to RPM table in each load point Boost control with base boost gain TPS threshold and RPM point setting for total boost control in turbo applications. Needs new GM boost solenoid User tune values, load points are determined in the Setup page. These settings are blended between RPM and load points and added to the System Scale, Air Temp, and Aux Trigger settings. Tune Response: TPS1 - Amount of enrichment that occurs on a throttle transition ("tip-in"). TPS2 - Rate that the TPS enrichment is applied and removed. TPS3 - not used TPS4 - not used MAP1 - Amount of enrichment that occurs on a positive MAP sensor change ("tip-in"). MAP2 - Rate that the MAP enrichment is applied and removed Sensor Monitor & Datalogger: The Sensor monitor page is used to view various sensor and signal values. Each button toggles one of the 4 viewed valuse through the following list. RPM - Engine RPM MP - Manifold presure (KPA) DC - Density Compensation (Speed Density Airtemp correction factor) AFL - AirFlow, Speed Density calculated Grams/Sec AFI - Airflow Input, If a MAF is connected. VE - Volumetric Efficiency, from the Speed Density algorithm FI - Frequency input value FO - Frequency output value UT - User Tune. Combined System Scale, AF Tune, Airtemp, and Triggered adjustments TPS - TPS sensor value BD - Boost Dutycycle MT - Manifold Temperature O2 - Voltage reading on O2 sensor input FE - Flow Error. If a MAF is conected, this is the % dif, MAF and Speed Density ASC - Afterstart correction AFR - A/F Ratio, if a wideband is connected. CF - Wideband tracking Correction Factor TAF - Target A/F Ratio
  10. very true Truth and like they say to each his own but in reality if you want a 9sec 4cyl mitsubishi you better swap to a 2.0L, just depends on your goals, ablities with a vehicle, and cash flow. Truth how do you like the maft-t and what gen are you using? Ive heard really good things about the gen 2 and pro.
  11. Is anyone using a maft trans pro with tbi?? http://www.maftpro.com/tproinfo.shtml TRE put down 650ish hp with 4g63 with it?? Seems pretty simple and ive heard great things about it in the dsm community. Its a PID controller which will ensure your desired a/f ratio regardless of outside temp or boost... you can get desired a/f in -40 thru 120 F... anywho couldnt you run 2 secondaries and this controller to get desired fuel??
  12. On a second note... a gt35r on 4g63 has produced way more than 569hp.... g54b boys are shooting for 500whp... if you had a 4g63 youd be shooting for 1000whp and if i do the math thats double the hp with less displacement.... boost + antilag + efficiency= replacement for displacement =4g63... my gosh evo 3 16g has made more than 300whp.. matter of fact ive seen 14b 4g63 making over 300whp
  13. 4g63 is not downgrade.... ralli-art/hks's imsa car was a 2.3L destroker with hks custom cast dohc... i guarantee stock 4g63 head is nicer design than ralli arts 2.6L dohc head... its the 7th cast technically (ie hks cast 6 versions).... all in all the 4g63 is the compilation of mitsubishi and hks research that was done to the 2.6L they made what 350hp with a dohc n/a car.... and no one has done it with tbi and turbo so they did something right... 4g63 swap is = to building a 2.6 just will take more actual work... dont tell me your gonna plug in the wires and fip controller is magically gonna give you optimum horsepower your gonna have to dyno tune which = cash/possible inconvience/ and time... Evo 3 16g on 4g63 swapped conquest can run on stock computer within limits ~15psi and will require the fabrication instead of dyno tuning... and once its done right the swap will last and continue to be fun... dsm world opens up massive aftermarket that is unheard of in conquest community.... 4g63 is so much more smooth running than g54b anywho ... im just gonna lay low and let all you moneybags figure out what gearbox will handle the rwd 4g63 and then i will go from their already have 6bolt 4g63 ready for the swap... just checkin in been a few years since ive posted
  14. just a few 4g63 dynos to back up my efforts http://www.dsmtuners.com/forums/showthread...ight=dyno+sheet http://www.dsmtuners.com/forums/showthread...ight=dyno+sheet http://www.dsmtuners.com/forums/showthread...ight=dyno+sheet http://www.dsmtuners.com/forums/showthread...ight=dyno+sheet
  15. Wow... i need to get ahold of what some of you guys are smoking.... g54b with stock manifold, stock cam, and stock bottom end.... if it was possible he blew the motor trying i havent seem him reply yet. Their is no way in H3ll a g54b can make that kind of hp with that little torque.. the stock conquest manifold might flow like 150cfm per port lol. I know of a few 4g63's running 600hp or above on stock manifolds but they are hogged out. the stock 4g63 manifold restricts like 20cfm to the head and its 3x the manifold the conquest one is. Another question is how can you put down that power and not have trans problems. I know ppl are having problems with the conquest internals in a d50 narrow block trans and a mild 4g63. Id tell you guys that want a fast car to swap to a 4g63 but you'll have to venture into the dsm forums to get the real info.... and if its torque you want then id go with a 63/64 hybrid with 100mm stroke. and before you make anymore honda comments... a 4g63 stock head flows.. just a quick cut and paste from http://www.dsmtuners.com/forums/showthread.php?t=53893 Now the test subject was a totally stock 1G head. It still has the factory valve job and valves. Here are the numbers that I have collected as of now. Stock head with no intake and a ¾†radius entry. #3 intake runner. As you can see these are a good flowing head to begin with. Lift CFM .050 48.91 .100 94.21 .150 139.62 .200 181.24 .250 216.94 .300 241.11 .350 261.52 .400 271.14 .450 280.45 Stock head with a stock intake. No T.B. with a ¾†radius entry. #3 intake runner. You can see not only does the stock intake kill the upper lift flow like everyone knew, but it hurts low lift flow as well. Lift CFM .050 33.75 .100 88.70 .150 128.18 .200 169.87 .250 202.57 .300 223.95 .350 238.73 .400 245.79 .450 252.65 and honda heads flow better.... you do the math.. when 2+2=5 the g54b will lay a dyno down like that thats more than my .02... you conquest guys never stop amazing me with your bs.
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