2.1, 2.2, 2.3, 2.4 motors / strokers
Just to further educate our competition...........
The 6 bolt cranks were the only Mitsubishi cranks that went through nitriding.
The EVO cranks are not surface hardened, so turning the crank, when done properly has no effect on the longevity of the crank shaft or bearings. Actually, I'd say that a crank shaft we turn and polish will outlast a standard crank from Mitsubishi. We will however not use a crank that has to be cleaned up more than .010. Less than that and they go to the scrap yard, there are quite a few companies out there turning them .020 and I've not seen a single one come in that has held up. With that said, I wouldn't be in the engine if it wasn't junk already. The majority of the crank/bearing problems I do see from OTHER SHOPS are on turned cranks.
The 6 bolt cranks were the only Mitsubishi cranks that went through nitriding.
The EVO cranks are not surface hardened, so turning the crank, when done properly has no effect on the longevity of the crank shaft or bearings. Actually, I'd say that a crank shaft we turn and polish will outlast a standard crank from Mitsubishi. We will however not use a crank that has to be cleaned up more than .010. Less than that and they go to the scrap yard, there are quite a few companies out there turning them .020 and I've not seen a single one come in that has held up. With that said, I wouldn't be in the engine if it wasn't junk already. The majority of the crank/bearing problems I do see from OTHER SHOPS are on turned cranks.
David,
Every turned crank motor I have ever seen ends up with bearing problems. I am thinking that there must be something in common with all of them, is this a machining process error in your opinion?
aaron
I'd have to say based on testing the hardness that it has to be a machining problem. We ship a lot of engines from here, I'd venture to guess more than any other one shop, just a guess. At this point finding perfect stock cranks is tough. I know we've got over 200 EVO engines out there with 10/10 cranks in them, seeing one of them come back is non-existent.
I'd have to say based on testing the hardness that it has to be a machining problem. We ship a lot of engines from here, I'd venture to guess more than any other one shop, just a guess. At this point finding perfect stock cranks is tough. I know we've got over 200 EVO engines out there with 10/10 cranks in them, seeing one of them come back is non-existent.
Turning cranks is an art, it is the ONLY service we do not offer in house - it is very complicated and very expensive to do right. Once you found a good shop - you have it made.
Measure twice, install once.
Dave - don't you have some snow to shovel? It feels like its going to snow in FL!
Mike H.
Is it reliable and safe to go on 4G64 with 87.5mm bore ? 
If yes the 87mm cometic phuzion head gasket will fit or where to find 87.5 head gasket ?
With the water pump adapter/spacer the 4g63 timing belt is ok ?
If yes the 87mm cometic phuzion head gasket will fit or where to find 87.5 head gasket ?
With the water pump adapter/spacer the 4g63 timing belt is ok ?
100mm crank is perfect for a 2.4 setup boss im using one. I dont recommend cosmetic hg as i hear nothing but issues with leaking etc. Get either a powerenterprises hg or AMS custom OEM 2.4 HG. As for the timing belt yes it works with the water pump adapter. I just got a 4g64 belt from slowboy but you can use regular 4g63
Last edited by RockmanX; Dec 16, 2010 at 11:10 AM.
87.5mm starts making both the cylinder wall and the space between them (headgasket sealing) awful thin. We try going the other way and keeping the bore at 86.5mm as much as possible.
Yes, I'm afraid from the headgasket too...
I made some calculation. 2.3 also can go with 86mm bore and 100mm crank = 2324ccm
2.4 100mm and 86.5 mm bore = 2351ccm
That 27ccm is not so much
Is it really worth it ? Ok I know the advantage of the 156mm long rod also there but really need if you will rev 7500rpm ? I dont think so a 3076 or similiar size bolt on turbo can make the peak hp over that rpm.