There is no point in going thru the effort of pulling and replacing your 2.0l with a stock 4g64. Absolutely no point. Its not a stout motor in stock form. The pistons are not intended for FI, and will not hold turbo power. Its not a low cost swap if you are re-pulling it a week later to replace the pistons.

Mivec requires drilling and tapping of the block for oil source etc. Its not a drop the head on and go swap. It will need prepped for a IX head.

You would be much better off to grab our STGII SB and have us do the required work for the mivec head.

 

That is good to know. I just checked the prices and they aren't as bad as I expected. Tell me more about your block and the mivec head. I'd rather assemble in the comforts of my shop. Does the mivec setup post a problem?

 

I have an VIII, I don't personally know what all it entails. Mike should probably know, PM him.

Our block is just that, 4g64 block, fully cleaned, bored, honed, surfaced, and rotating assembly. Manley rods, Wiseco pistons. Crank, and h2o pump adapter plate. Grab a 4g64 dohc timing belt, adj gears (or not) Bolt your stuff on and go. IF, you're an VIII. Mivec again requires some extra work.

 

1) Yea and i have only been able to find stock timing belt but it holds up good so far
2) Yea this part was kind of a pain in the a** becouse really its one cam gear that is off not both if i remember right. I think it was the intake would have to check my records.
3) The alternator bracket does NOT have to be modified to work!
4) That doesnt look like the water pump spacer but more like the picture of the gasket. The spacer is very thin though with a 63 gasket on one side of it and a 64 gasket on the other side. Works perfect for me no problems at all and everything lines up still as far as pulleys.

Thanx
Chris

 

where's mike on this mivec issue?

 

Smart of you... 100aw has turned into a fast fast rally. We made the mistake of running a short gear box there last time and sat on the tach for two days. Many of the stage roads there let you REALLY go after big numbers... just watch for the low water bridges. Ouch!

X-Games seems to reward more torque with the stadium sections being so tight.

I guess or myself I just wonder about the piston speeds involved in a long stroke 4G. If you watch the revs they will hold together well enough but what are your motors looking like when you take them apart? Pistons look good? Blocks still purdy?

I love the idea of a big displacement motor but color me shy.

 

whats up with the 2.5 and 2.6?

 

Just pulled my 2.0L out of my EVO IX last night.

We will be installing a 2.5L - I will have an inexpensive "kit" made and display it soon for everyone to see so the swap is straight forward as can be.

Mike Huml
Slowboy

 

2.4L block

2.5l is 87.5 mm bore and 102 mm stroke.

2.6l is 87.5 mm bore and 106 mm stroke.

Both billet crankshafts made by BC.

Hope this helps.

Mike Huml
Slowboy

 

I am eager to hear the results of the 102mm and 106mm stroke engines. Here is some data I put together regarding the 106mm stroke with 2 different rod lengths. The piston speeds are pretty high, but I believe the side loading will be significant on the pistons. An offset wrist pin and a well designed piston may be the solution! I am eager to hear the results.

106mm stroke
5.906" Rod (standard 4G63)
Rod to Stroke Ratio = 1.415
Max Velocity @ 7500RPM = 8634.9 feet per minute (143.9 fps)
Max Velocity @ 8500RPM = 9786.2 feet per minute (163.1 fps)
Piston Compression Height = 1.259"
Piston Dish Volume required for 9.0:1 Compression Ratio: -24.2cc (w/ .051” MLS gasket). This should be achievable.

106mm stroke
6.151" Rod
Rod to Stroke Ratio = 1.474
Max Velocity @ 7500RPM = 8604.9 feet per minute (143.4 fps)
Max Velocity @ 8500RPM = 9752.2 feet per minute (162.5 fps)
Piston Compression Height = 1.014"
Piston Dish Volume required for 9.0:1 Compression Ratio: -24.2cc (w/ .051” MLS gasket). This might be difficult to achieve.

 

SBR, Any updates? Very interested.

 

Do you have any short blocks with a ross on oliver setup?

 

The same 2.5l we ran at X games was freshened up and dropped in my street car over the past week - we decided to throw on the stock turbo and give it a whirl at 14-15 PSI.

The motor is our custom 2.5l - 10:1 compression - (hence only running 14-15 PSI on 93 winter fuel, we will have a Snow Performance kit on this week and crank up the boost) - stock cams, with a prototype intake manifold from HAFE Performance.

Dyno graph will be up soon - at 15 PSI it made 335 ft lbs and 337 WHP on the stock EVO IX turbo. Full boost right under 3k - interesting - I will have driving impressions tomorrow...

Just a brief update!

Mike Huml
Slowboy

 

man what are the results.

 

I want to hear results. I'm tempted to take out my 2.3 and put a 2.5/2.6 in I'm tired of lag but don't want a smaller turbo and this might help plus give more trq!!!