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4G37 -> 4G67 Complete!!

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DavemanDSM

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Discussion starter · #1 ·
Ok everyone..I know there's a few questions out there about the 1.8 4G37 N/A to 1.8 4G67 N/A swap. I have successfully completed the swap by myself and I'm ready to answer any questions out there about this job. About the power, yes there is a lot more power and you ask why the 4G67? Well that is what they (I’ll leave the vendors name out of this) sent me when I asked for a 4G63. On the brighter side I get to keep most of the gas mileage and get more power. Why you ask? My 4G37 had very bad compression in #2 cylinder and need the engine replaced so I decide to make this a project car.

There's a lot of crap running around about..trannys and fuel pumps and all kinds of crap that you don't need to do along with things you do need but are not listed such as alternator, driver side engine mount, engine wiring harness issues and how to get your tachometer working. Also this does apply to the 1.8 4G37 N/A to 2.0 4G63 N/A swap as most of the parts are from 1991 2.0 4G63. By the way this was very time consuming and fairly expensive and I don’t recommend it unless you want to learn everything there is to know about the DSM.


Dave
 
#2 ·
Hmm, what is the 4G67 in? And whats the difference between the 2 1.8's that makes the one better than the other?
 
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Discussion starter · #3 ·
My 4G67 came from a 1989 Mitsubishi Galant. It is identical to the 4G63 block (bore is 81.5mm to 85mm, stroke is the same 88mm) and the head is very similar (differences 43cc to 47cc combustion chamber and some differences in the cams) with a 9.2 to 1 compression ratio. Mitsubishi sold the engine Tech to Hyundai and they used it in their used in their Elantra 93-95. Overseas this block was bored out to 85mm different pistons and a 4G64 crank was used to make this a 2.3L Stroker.

Dave
 
Discussion starter · #4 ·
Sorry missed this part. Difference in engines is single overhead cam to dual overhead cams and horsepower from 93 4G37 to 135 4G67. I think of the 3G67 as the younger brother and the 4G37 as the half brother. :)

Dave
 
#6 ·
So did you have to use a special harness!?!? Injectors!?!? SO MANY ???'s!!!

:freakout::freakout::freakout::freakout::freakout:

Does it share the same every thing as the 4G63 or 4G37, timing components, exhaust manifolds! OMG I'M FREAKING OUT! A DOHC 1.8!!! I could turbo that!
 
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#7 ·
And I just spent alot of cash on the 12V head and 4G32T turbo and manifold :(
 
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Discussion starter · #8 ·
GTAhot92,

The 4G67 shares the same as the early 6 bolt 4G63 with the exception of the pistons which are 81.5mm not 85mm. You will need the wiring harness from the DSM 4G63 (make sure it matches the tranny you plan to use it in or you will be in for a bit of a surprise) along with all the engine components like intake exhaust manifolds, coil pack, power transistor, MAF, CAS, TB and the list goes on. A good parts/donor care is helpful. I'm not sure if it is the same 6 bolt crank but mine is a 6 bolt and being that this engine came from a 1989 Mitsubishi Galant, I would say it is the same. If you were to turbo it, I would make sure you lower the compression via new pistons and/or increasing the combustion chamber size or just use a 4G63 turbo head which would be my choice.

Also I would do the balance shafts removal or if you want to support the oil pump buy a lathed balanced shaft because you can rev the hell out of this little motor.

Dave
 
#9 ·
So in reality, it's just as complicated as converting to the 4g63. Darn, if thats the case then it would be more understandable to do that conversion. I do recon that, that's what you were trying to do and the vendor sent you a wrong motor. Which it having just as much as a 2.0 N/T I don't think there was much to compromise. Now if it shared everythig with the 4g37 that would be a whole different story! I guess I'm still doing the turbo 12v project then. Thanks for the info!


BTW, have you been onto www.dsm1eights.org?
 
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Discussion starter · #10 ·
It is not that complicated if you have a few things along with someone that has done it. I had to learn everything from scratch and searching multiple web sites for answers to my questions.

1) The whole 4G63 wiring harness: the 5 connectors by the ECU, 3 connectors to the right of the firewall hole, and everything on the engine side (this is for Manual Tranny).
2) A complete engine and all its sensors (CAS, MAS, TB…) to include the ECU and relays. This is the hardest part, as it is difficult to find some of the parts 15-20 years after the fact. The salvage yard and eBay can be your friend.
3) A few extra things usually missed are the driver’s side engine mount and the rear engine bracket that mounts the engine to engine mount.

The one thing I learned from this project , anything that can go wrong will go wrong with a DSM :)
 
#11 ·
^ Agreed 100%!

I know, and now I have rebuilt my car and my roomies TSi. I know what has to be done. But in the case of switching everything to a 2.0 harness might as well put a 4g63 in it. Now if you had a 2.0 car with no motor then I can see if you got your hands on that 1.8.

Now does this 1.8 have a better VME than the 2.0 liter? If so it may produce more N/A power.
 
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#12 ·
GTAhot92 said:
So did you have to use a special harness!?!? Injectors!?!? SO MANY ???'s!!!

:freakout::freakout::freakout::freakout::freakout:

Does it share the same every thing as the 4G63 or 4G37, timing components, exhaust manifolds! OMG I'M FREAKING OUT! A DOHC 1.8!!! I could turbo that!
Click to expand...
GTAhot92 said:
And I just spent alot of cash on the 12V head and 4G32T turbo and manifold :(
Click to expand...
Damn you were pretty quick to jump ship there.

To the OP, pics of the swap? Props for doing something different, but it seems like a pointless swap. You just traded up a reliable non interference engine, for an engine thats inferior to the other option.
 
Discussion starter · #13 ·
I will post some pics later today or tomorrow.

As I mentioned in the first post, I ordered a 4G63 and was sent a 4G67. To return the motor to the vender, I would have had to pay shipping to and from, adding about 200 more to the engine cost. I did some research and found that the 4G63 produced 140 hp @ 4800 n/a and the 4G67 135 hp at 6000 ( your numbers may vary :) ). Now the reason I replaced the motor was out of necessity, before I blew the 4G37 and caused more problem like tranny issues. I’m in the process of building a 2.3 stroker, have the block bored out to 86.5mm, Eagle rods, and WISCO pistons. I’m researching the 4G64 crank (new or remanufactured) plus ran out of money for the project because I just bought a 93 Talon 2.0 n/a with a broken engine from a friend (may have to wait a month or two).

I started this post because during my research I found questions about whether the 4G67 would even working in the DSM. This questions has now been answered, YEAH!!

As for a point less swap, a 46.7% increase in hp and the same highway gas mileage(This is my DD). Now all I have to do is replace the engine with the stroker, no swap needed. :)
 
#14 ·
Damn you were pretty quick to jump ship there.
Click to expand...
I was excited I thought it was a replacement head for the 4G37.... Lol, not giving up on the 4G37!

I have learned that if a 1.8 dsm was to be swapped out to go with the 4G32bT out of a CSM. That way everything all fits in place. Those guys are capable of making decent numbers on that 1.6 litre.
 
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#15 ·
If I blow up the 1.8 with the turbo, which I highly doubt anyways lol. I will do a 4G32 swap.
 
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#16 ·
DavemanDSM said:
As for a point less swap, a 46.7% increase in hp and the same highway gas mileage(This is my DD). Now all I have to do is replace the engine with the stroker, no swap needed. :)
Click to expand...
How much torque does it make? The 4g37 makes around 120ftlbs at around 2k

GTAhot92 said:
If I blow up the 1.8 with the turbo, which I highly doubt anyways lol. I will do a 4G32 swap.
.
Click to expand...
The 4g37 is pretty much the new version of the the 4g32. what ever the 32 can do, the 37 can do better.Its extremely common for the 32 guys to swap to our heads. So with two basically identical engines, why would you want to switch to the one with less displacement?
 
Discussion starter · #17 ·
These are the Specs I found related to the Mitsubishi 4G67, not the Hyundai version.

To answer your question the conversion is 117.17 ft-lbs @4500 rpm.

A final note on gas mileage, I got 31.85 MPG in the winter. My 4G37 only got 28.5 MPG during the winter probably because it would not warm up. In the summer it was close to 32 MPG. Never did figure it out, replaced the thermostat twice with no change.

4G67
Displacement, cc 1836
Engine model 4G67 ECI-MULTI
Max.power (Net), kw(PS)/rpm 135 ps (99.29 kw) / 6300 rpm
Max.torque(Net), N*m(kg*m)/rpm 16.2 kg*m (158.87 N*m) / 4500 rpm
Power density 8.81
Engine type Water cooling serial 4 cylinder DOHC16 valve
Engine information
Fuel system ECI-MULTI (electrically controlled gasoline injection)
Turbocharger No
Fuel type Unleaded regular gasoline
LEV system (Low emission vehicle) No
Compression ratio 9.2
Bore, mm 81.5
Stroke, mm 88
Fuel consumption at 10-15 modes, l/100km 9.8
Fuel consumption at 60 km/h, l/100km
 
Discussion starter · #18 ·
One other thing to add regarding the 4G37 to 4G67.

The SOHC 4G37 1.8L has a volumetric efficiency of 78%. Meaning that when your piston reaches the bottom of its intake stroke, the air in it is at 78% of atmospheric pressure. DOHC motors run around 85-95% efficiency from the factory.

This has a direct relation to power produced. The more fuel/air mixture you can get in the cylinder the more power will be produced. A turbo uses a similar principle but they are well over 100% volumetric efficiency based on the amount of boost (they cause pressure above current atmospheric pressure when your piston reaches the bottom of its intake stroke).

The 4G67 can also rev much higher, by at least 1000 (even more with the balance shafts removed) than the 4G37. But with a similar displacement the torque will be close.

The only question I have is why did Mitsubishi not use 4G67 instead of the 4G37. I know money will come up but with the 4G67 the wiring harness, ECU, Fuel pump relay, block and all engine hardware could be shared between the 1.8 and 2.0.
 
#19 ·
El Chuco! Lol

Nah, if I blow up the 1.8 which I doubt anyways cause I'm not gonna run alot of boost. I wanna get a 4g32bT motor, with the lower compression that is built to run the turbo. I can find on of those used I bet. It's just a thought and will prob never happen.
 
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#20 ·
^^Was this motor available when they started them?
 
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GTAhot92
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