I am after some information about the performance of a MIVEC engine (either 4G92 or 6A12) in a CC Lancer Coupe. I currently have the 1.8L motor with the usual mods (cold air, extractors, exhaust) and am quite happy with the performance and day-to-day drivability.

However, I am thinking of doing an engine swap to a MIVEC engine, and want to know if anyone has done the swap from a 1.8L. I am really interested in how the performances compare, and also the drivability. I am also interested to know how much people have paid for the swaps.

Cheers.

PS: does anyone know where I can find info regarding engine weights, power-torque curves, etc?

 

Is a Mivec head swap possible? Plus the related Mivec componentry and ECU upgrade.

 

Here are some idea.

https://www.evolutionm.net/forums/sh...ighlight=mivec


A 6a12 faces the wrong direction on the t-belt orientation for the CC. It can/will fit in a CE & the new CG model.


"Is a Mivec head swap possible? Plus the related Mivec componentry and ECU upgrade."

yes, it's all in the same 4g9x family, but the t-belt orientation must face in the same direction.

There are 3 gens of MIVEC.
First = CC model
2nd = CE model
3rd = CE model but ultra conservative. No matter what mods you slap on the motor, it won't gain any HP or TQ.

 

Redav,

A MIVEC head swap would not be the best option as the pistons and conrods of the 4G93 would be heavier and probably weaker than the 4G92's. Also, it would be a lot easier to do a whole engine swap than just the heads.

It is a bit of a shame that the 6A12 engine will not fit in my CC Lancer. I was hoping that it would, but I forgot that it is > 1996, which is when Mitsu decided to swap the engine bays around (putting the gearbox on the left-hand side, and the t-belt on the right).

Oh well, I guess I am limited to a 4G92 MIVEC, or trying to find an unmodified GSR to work on.

Anyone have any info on the performance of the 4A92 MIVEC as per the initial post?

 

To be honest mate, you will be going from a 1.8L to a 1.6L, yes the 1.6 is DOHC and has MIVEC technology, but at the end of the day you will have around the same torque and yes peak power will be up, but I can not see the benefits outweighing the cost. Slap some goodies on your 4G93, you will be happier with that. Cams, valve springs, extractors and piggy back computer with your existing gear will see you over and above the 4G92 power output, by a long shot, and for probably less money also. Or ask Raptor if he could make up a nice supercharger for you, that should cure your need.

 

Cheers Mivec,

That is the conclusion I have been coming to myself. I am unsure as to whether I will do any more mods to my engine as it has 250K kms on it (mind you it is in great condition). That was the main instigator for the engine swap in the first place.

I may look into some other options - a DOHC head for my engine may be an option. Some strengthening components may also be worthwhile. I will have to see.

 

Both G92 and G93 have slender conrods, but the shorter stroke on the G92 allows it to spin rpm in the stratosphere.

My advice for hybrid: never lose displacement. You have to sacrifice super high rpm in favor for better TQ figures in the powerband.

A G93 hybrid (using stock conrods - ie: get forged conrods to prevent snapping) will never spin 8500 rpm before throwing out the rod bearing. Get a MIVEC controller, drop MIVEC to 4000 or 4200 rpm (instead of the normal 5500 rpm) to the G93 redline. By this process, you have a more usable powerband with monster TQ figures over a plain G92 MIVEC.

Basically, sacrifice high rpm in favor of displacement and TQ.


DOHC heads are rare or extremely rare in certain cases. For the CC guys, look at the Proton Satria in Malyasia or your home market (t-belt on the same same as yours). For the CE guys, look in Taiwan for the Virage.