why would you want to stay with stock compression? if anything if you lowered it you could run more boost or the same amount of boost safer...

 

ok so heres a stupid question and you hear it all the time. i have a 2002 mitsu lancer oz, but i got a hold of a 4g93t. how difficult would it be to install it and could i use my original tranny for my car or the tranny the 4g93t comes with? i havent called yet, i live in mesa arizona, but i wonder if vivid racing could do it for me. comments and ideas, thanks

 

By lowering CR and raising boost you're still going to run into the same issue. Your effective CR is more important in terms of engine stress/breaking parts than anything else. If you raise boost with lower compression and end at the same effective compression, you'll still have the same or similar failures as stock compression with higher boost.

Personally I'd rather stay at or near 9.5:1 and run less boost so that I don't sacrifice drivability out of boost. It's nice having a little power down below, and not having to rely more on your turbo spooling for power than simply your engine running. That's my personal preference. And while lowering your base CR would allow you to make more peak power, that's not what I'm looking for personally. Dyno numbers mean a lot to some people, but I'm more into the shape of the curve. Other people may feel differently. In fact I'm sure they will.

 

Try reading the threads on 4g93t's. They're easy to get, but I'm willing to bet dollars to doughnuts you have one that's clocked the wrong way. The transversely mounted 4g94t is about as common as the dodo. They are the spotted owl to our Lancer forest.

 

Would it be safe to run 13psi as a daily driver with only forged pistons and stock rods?

 

RPW says you can run 13psi on stock internals.

 

I'm certainly inclined to trust their experience (I would have guesstimated 10psi), but with enough control over spark timing and a proper fuel system, you can really stretch things out.

I'm not looking to start an argument here, but this is a large part of why I have problems with raising fuel pressure to provide additional fuel, as opposed to precision tuning larger injectors.

That being said, i'm honestly surprised they say that the pistons and rods will take that much abuse. I mean, the piston's ring land is seriously like a potato chip sitting atop a cupcake in the 4g94. They're quite brittle as compared to the few other pistons I've seen (mostly Merceds and 4g63), and especially compared to aftermarket pistons for the Lancer (at least compared to my JEs. I have never seen the Wisecos.) I do trust David's wisdom though because I know how much R&D they do as well as how much experience they have with Lancers.

 

i got rrm rods/pistons, rpw cam/valve springs and the thickest head gasket they make and im planning to run 25+ psi on a GT30R71. ill let u know how it turns out.

 

Standalone? ^

 

wat are you doin for fuel

 

has to be stand alone

 

Ok may sound stupid but how about getting the pistons and rods out of a 4G63 and putting them in our motors because we all know that the DSM has a strong bottom end and can hold up to 400hp on stock internals.

 

That doesn't sound stupid- It is stupid. You may as well take them out of a Mustang. The engines' blocks are totally different.