i am lookin for a bigger displacement mivec head for my 2.0 sohc motor. i want to decompress the head so i can run more boost when i get a turbo. but i dont know what the biggest mivec head is for my car. i hear of a 2.4, but i dont know if that is for the v6 or inline 4. please help me.

 

The man who would probably know for sure would be Dave Thomas at RPW in Australia, very knowledgeable mitsu guy. the Website is www.rpw.com.au and he is Mitsiman here on the forums. He is pretty busy with Christmas right now but I will try to talk to him about it if you don't get to him first.

 

if your going to do what i think your going to do (swap heads) good luck even getting the car to start, the ecu is very picky about sensors ESPECIALLY (from my experience, i have a head of an another lancer on my car, and my head sitting in the garage) thecrank sensor, so unless your going full stand alone, i doubt it would even start with a completely different head, the only thing i can think of is fabricating a new head, which, i wouldn't advise unless you have powers of god

 

It has been said many times here before, but I'm going to put it nice and simple:
If there's money, there's always a way.

 

if someone had enough money to do whatever he wanted, why would he be asking questions?

 

If you want a MIVEC engine, buy a MIVEC endine and ECU. There aren't going to be any real benefits or cost saving measures for buying just a head and creating a hybrid. Mitsubishi engines in general were not built to be interchangable. There are exceptions, but I doub this is one of them. Even if the head does bolt up, engine management will probably have to be standalone (Haltech or AEM), and I guarantee hell or empty pockets for you.

EDIT: Oh, and RPW sells decompression gaskets for the 4g9x heads. You can order it through Vision Imports or DRC Imports. You'll probably have to call for pricing and estimated delivery time as they're not commonly ordered items.

 

IF someone had that much money, I'd suggest dropping in a GSR engine instead. big pimpin =)

 

Try finding one.

 

You would be a Pioneer. Expect a lot of issues, Like Hobie said ECU would be needed, plus harnesses, plus a variety of other sensors that need to be compatible. Sounds like a lot of trouble for perhaps not a lot of benefit. If you have that much $ there are a lot of options out there for making big power and boost. Don't be fooled by decompression plate in order to run higher boost numbers. Boost numbers in the end are means to an end, i.e. W.H.P.

ROAD/RACE

http://www.roadracemotorsports.com/

 

I'm with Rob about the decompression thing too. I'd worry more about pistons than compression. Higher compression (i.e. leaving it at the stock 9.5:1) would be more beneficial for generating power out of boost and to produce boost, so unless you're shooting for high teens or into the 20lbs of boost area, I'd advise sticking with the stock CR and building the motor at the stock CR before decompressing.

Basically what I'm saying is there's no need to decompress at any of the levels of boost anyone is running at present, and I wouldn't list it as a top priority as it is. CR should be a distant 4th in concerns after Fuel, piston/con rod strength, and valve train strength in that order (all three being of the utmost importance).

 

It takes a lot of time, effort, money, and practicality. If you hedge on any one of those requirements. Don't even try it.

If you are not mechanically incline and depend a lot from your mechanic, be prepared to be his slave as a money vampire. No matter how much money you toss at him, if he doesn't want to finish it (because of difficulties or not or tired of you nagging), he's not going to move any faster. Plain, simple, and brutal.


Besides, the G69 MIVEC is on a different engine block family, and it's not the biggest displacement MIVEC. That distinction goes to the Mitsu GTO in JPN and the Pajero Evo (can't remember what year). It's a 6g72 w/ white or cream colored valve covers.

As for lowering compression, the fastest way is getting pistons which has dished piston head, not domed for raising CR like the ITR.