Does anyone knows if the 4G93 intake manifold fits the 4G94 cilinder head???

Or if the 4G93 head fits the 4G94 block?

 

yes. there are a few threads on it. Check in Lancer General, in the mirage-lancer compatibility subforum. There is a bunch of info in there regarding the swaps.

 

And about the head, I've not heard that the head can transfer over...but there are a few on here using the Mirage cam (tad more aggressive).

 

The heads are the exact same. Part number: MD313415

 

Okay, so it's the Dohc head that won't transfer over then...?

 

so it's just the block that is diferent? the the 4g93 heads must have a better port and more agressive cams

 

Ok here are the basics betweent he 4g93 and 4g94:

4g94: 2.0 Liters displacement, longer stroke. Same head exactly as 4g93 SOHC(Same porting, etc.) 4g94 has a less aggressive cam thats more suited to the long stroke and lower power band of the 4g94.

4g93: 1.8 liters displacement due to a slightly reduced stroke. As a result, it revs higher and has a more aggressive cam suited to a higher RPM power band.

It is claimed that the 4g93 intake manifold flows better, but who really knows until someone does a bench flow test. My guess is any gains would be minimal, and you're better off port matching your 94 manifold.

The bottom line: The 4g94 is good at producing low end torque, which is what you want to "feel" fast in normal circumstances. Using a 4g93 cam will cause you to gain a bit in the top end but you will lose power in the normal 2-3k rpm range.

As far as other interchangable parts, the clutch disc and pressure plate are interchangable. So is the flywheel. For 2004+ lancers, the TOB is, as well. Other than that, I'm not aware of any drivetrain parts that have any real possibility for swapping.

 

nice info man! the 4G93 intake manifold has a bigger body and short arms and sits lower, the 4G94 hast a little pebble like body and lon J style arms. so for turbo aplications I think that swapping in the 4G93 intake maniofold would give better trottle response and it would make it possible to put in a ralliart strut bar since the stock 4G94 manifod is too high to fit the strut bar

 

Remember Longer runners in the intake manifold will give you more torque while shorter runners will give you better flow which is better for high RPM horsepower which the 4G94 does not really rev for.

 

but in later mods like putting in a microtech engine management unit it would be good to have that mani installe since i want to raise the RPM to 7500

 

You'll need to do more work to get the car to rev to 7500 safely and to make it worth your while. If you look at dynos, power drops off as the revs go up (at least torque goes down) so raising the rev limiter is pointless.

 

Ya, you will need standalone, p&p'ed head, more aggressive cam (264, 272, etc.), titanium valves springs, and all of that good stuff. Also, you almost definately need to turbo charge it because raising the rev limit on an NA would be pointless.

 

new plans is on putting in a 4G93 272 cam and 4G93 intake mani, make the custom fuel return system so I can put a adjustable fuel regulator. then finish it all with a walbro 255 lph, bigger injectors, apex safc NEO. TD05HR turbo with evo IX hot side and clipped turbine. turbonetics or tial 38mm wastegate and greddy type RS bov.32x12x3 intercooler with 2.5" piping and 2.5-3.0 exhaust.

I hope that would be enough to easily do 250hp+ with stock pistons and rods

 

You'll hit 250hp+ at the flywheel, but not the wheels. If you expect to hit that much hp at the wheels on stock pistons and rods you'll be very upset when you blow a ring land on a piston or snap one of your rods like a twig. The Lancer's internals are not meant to handle this much horsepower stock.

 

still im on stock clutch for now so I wont be boosting too mutch cause the power wont transfer to the wheels. the only thing i'll do is slip the clutch. but the things I mentioned are what I am goig to install for now but with a conservative setup like 210hp or sumthing untill I buy a set of piston,rods and act clutch.