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Old 12-05-2001, 09:18 PM   #1
awd92gsx
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Has anybody done it? Seen it? Heard of it?

I'm about to do it.
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Old 12-06-2001, 06:42 AM   #2
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With the availability of 4G63 SOHC's and the advantage of running almost half a liter more displacement, why not? 1.5mm more bore and 12mm more stroke on every piston.

The swap is actually very easy. The only aftermarket parts that will be needed are pistons, and maybe rings...I've even figured out what you need to use to use your 4G63 DOHC head on the 4G64 2.4L block and, of course, 1G big rods.

So, in reality, what's not to like about the possibility?

More displacement, More Torque, No Crankwalk.



[Edited by awd92gsx on 12-06-2001 at 08:46 AM]
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Old 12-06-2001, 08:39 AM   #3
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Wink

The swap is actually very easy. The only aftermarket parts that will be needed are pistons, and maybe rings...I've even figured out what you need to use to use your 4G63 DOHC head on the 4G64 2.4L block and, of course, 1G big rods.

There's your answer. Yeah me and my buddy are going to put one in his 92 Laser RS. The only thing we need to work out is the compression with the DOHC head on it. We don't want to end up with a 13:0-1 ratio or a 5:0-1 ratio. Have to do some messuring and math in the near future.

Clinton
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Old 12-06-2001, 05:07 PM   #4
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Putting one in a 1G is going to be a little different...

There are no engine mounts on the block on a 2G 4G64, which means you have to use one from a truck or an older Galant, or maybe even a Dodge Caravan...

However, the older 4G64's don't have the right kind of timing belt tensioner, so something else will have to be done.

I actually have a few ideas about that one, too...but need to check some things first...
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Old 12-07-2001, 07:02 AM   #5
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You do know that the head gaskets dont match between the 4G64 and 4G63 head right? the 64 block has oiling holes in different locations.

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Old 12-07-2001, 06:19 PM   #6
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Which gasket are you referring to? The head gasket? You can use the head gasket from a '95 Galant GS DOHC 2.4L. I have compiled a list of the parts that a N/T Spyder or Galant needs to do the DOHC conversion.

http://www.geocities.com/awd92gsx/4g64swap.html

I've just got to do the list for doing the 4G64 into the 2G turbo conversion now.

The 4G64 block is, to me, a better proposition than a stroked 4G63. If nothing else, the 4G64 has 1.5mm more bore on every cylinder and I've never seen a 4G64 crankwalk...
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Old 12-07-2001, 06:36 PM   #7
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Quote:
Originally posted by awd92gsx
The 4G64 block is, to me, a better proposition than a stroked 4G63. If nothing else, the 4G64 has 1.5mm more bore on every cylinder and I've never seen a 4G64 crankwalk...
I've never seen a 4G64 with oil squirters, or with a knock sensor. Also I've never seen a 4G64 run 10s with the stock block. And last time I checked it wasn't the 4G64 that was rated as the 2nd strongest stock 4-cylinder engine.
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Old 12-07-2001, 07:21 PM   #8
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That's because you didn't realize the 4G64 and the 4G63 are based on the same casting and having oil squirters put in is a simple task for any competant machine shop, besides, are oil squirters really needed? How many fast cars are out there that don't even have oil squirters?

You also didn't realize the 4G64 has all of the holes that are needed to run a knock sensor and halfshafts...

Try as hard as you might, there is no replacement for displacement.

A 2.4L with all the same mods as a 2.0L will be just as strong, make more power, and be more reliable in the long run.
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Old 12-07-2001, 08:08 PM   #9
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Oil squirters help a lot on a street driven turbocharged car. You should double check about the hole for the knock sensor, because even the NT 4G63 block doesn't have that hole. I don't see why they would make one for the 4G64. Also, the equal length half-shafts really don't help as much as some people say it does. But if you got some laying around you might as well put them in.

Now as for your 2.4L being more reliable in the long run. That is very doubtful. But putting that aside, that engine has some nasty stroke, and as such has some nasty rod angles (even worse than Hondas). Also because of the long stroke the piston velocity is tremendous at high RPMs. All of this, simply put, means there's no revving this "badboy" past redline. Or else your project will be cut short VERY quickly.

Learn a little bit about engines and you will see that the 4G63 setup is very nicely matched for a turbocharged engine. Hence the reason why you can put so much power through them.
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Old 12-07-2001, 10:36 PM   #10
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There are many street driven turbocharged cars out there without oil squirters, but in any case, putting squirters in the 4G64 block is very easy (remember, they are the same block, one is just milled 6mm more than the other and has a few more holes drilled through the deck, but, these are only oil drain holes from the head to the pan and are not pressurized.)

The Equal length halfshafts are an absolute must if you have an AWD. If you are to put it in an AWD it must have the holes for the driver's side axle bracket (which it does)

With .4 more litre of displacement, you shouldn't have to hit as high of an rpm to make the same power as you would in a 2.0L. If you look at a 2.6L you'll find it has the same stroke issue that the 2.4L has, but it has more than proven itself to be able to handle extremely high horsepower figures (Sakura). Even chevy guys understand the benefits of added stroke, hence the 350 to 383 conversion.

There are no proven fixes for 2G 4G63 crankwalk. After your crank walks a couple of times I'm sure you'll see the benefits of running a '64. Do a little more homework on the 4G64 and you'll see it has no reliability issues that the 4G63 has.
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Old 12-08-2001, 07:06 PM   #11
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beerglass, you quoted the post exactly as i read it.. and still you didnt point anything out that points to how he beefed up the block? i am not worried about the rods or pistons, i was thinking about the actual crankshaft bearing caps getting busted out from 350+ hp when they were made to handle alot less.. that was my point thats all..
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Old 12-08-2001, 09:39 PM   #12
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The caps are the same caps that are used on the 2G 4G63.


The ONLY differences between a 4G64 (2.4) block and a 4G63 (2.0) block are:

1) The 2.0 block was shaved 6mm more during manufacturing
2) The 2.4 had the holes for the oil drain tubes drilled through, whereas the 2.0L does not, although the tubes are in place
3) The 2.0L has the holes drilled and tapped for the oil squirters, although the 2.4L has the spots there to do it, so it's an easy mod, although, if I were doing that, I'd just do 1G squirters.
4) The cylinders on the 2.0L are 85mm in diameter, the cylinders on the 2.4L are 86.5mm in diameter.

As far as the block goes, that's it...the other differences are:

1) Different rods, pistons, and crank but the rods from a 1G will fit on the 4G64 crank

2) SOHC 16 valve cylinder head (a tiny few 95 Galants received a DOHC

Structurally, there are no differences in the 4G64 block than in the 4G63 block, but, for some reason, no 4G64 has ever crankwalked. I've heard somewhere that 4G63's tend to do that

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Old 12-11-2001, 03:24 AM   #13
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Question Compression Ratio's?

As Clinton said, we're thinking of giving this a go. My main concern is the compression ratio.

I'm not 100% sure that simply stating that one needs 1G pistons that are 1.5mm overbore is going to cut it.

Now, I'm no engine designer, but I'm pretty sure that compression ratio is made up of 2 (maybe 3) things.

1: Combustion Chamber Volume (cc's, usually)
2: Piston Dish Volume (cc's as well)
(Possibly) 3: Bore and Stroke

I'd think the bore and stroke wold have something to do with it as well. Think about it... you have x amount of air/fuel being compressed with 1997cc's (4G63), while the 2350cc's (most 4G64's) would have substantially more volume per cylinder. The volume of a 2350cc engine may be trying to be compressed in soemthing sized for 1997cc's... Then again, I'm fat and ugly, so I could be talking out of my ass. I'm simply not sure.

Anyone have some formulas for deriving compression ratios? I'm quite interested in this.

On another note, older Hyundai Sonata's came with a 4G64 (~92 or so). I know a couple guys have swapped 4G63's into Sonata's, so I'd feel that a 4G64 out of one of those would drop into a DSM. I'd figure they'd have the same mount locations, etc. Also, the availability of Hyundai's in boneyards is quite frequent.

Imagine... a DSM with "Powered By Hyundai" on the back of it.
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Old 12-18-2001, 09:51 PM   #14
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http://www.geocities.com/awd92gsx/dse4g64.html
http://www.geocities.com/awd92gsx/dse4g64swap.html
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Old 12-19-2001, 12:17 PM   #15
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Talk to someone at Doug's Dynopower, they've been turboing the 2.4 for a while, they'd prolly know they specs for 8.5:1 compression for the SOHC and DOHC.
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