Siance wrote:Just a couple of questions guys..
*How do you know what compression you are going to be running? even if you go with a 8:1 pistons, the compression may be higher because of the head deck height...so how can you tell.
Piston companies, for example Wiseco, make pistons for this specific bottom end / head combination. They have measured all the little like cc of the head to come up with the 8.5:1 compression ratio for their 6 bolt pistons. They actually post a range of what it could be based on either decking the block or surfacing the head, but its all based on stock heights which is where they get 8.5:1 from. 7 bolts are a different ratio I think, but you dont want to fiddle with a 7 bolt anyways.
*I could have sowrn i read some where that the 4g63 head is not totally plug in play with the 4g64 block, yes it bolts up, but don't you have to weld the water jackets, or something like that?
Again this confusion comes from the differences between 6 bolt and 7 bolt engines. 7 bolts do require some blocking off of holes in the bottom end. 6 bolt heads are bolt on, unless I've heard and seen otherwise. Here is a picture I put together to compare the headgasket, block and head of a 6 bolt setup. The headgasket is meant for the head, so if it blocks anything on the head, it would have done that on a 2.0 DSM motor as well.
*I want to do a 4g63T swap in my starion, but the more i think about it...It would be useless to build a 400hp 4g63 and hook to a d50 trans...Would you guys say that the cost to build the 4g64 and the 4g63 would be the same..??? I know it really depends on what you find...but whats cheaper in the long run?
It definatly is pointless to make any power and expect a D50 trans to hold up.... but I dont think that's really the cause of their weakness. I'm pretty sure that's becuase they were not meant to have over 5800rpm input shaft speeds, and you'll easily get it to 8000rpm with a 4G63 / 4 setup. The starion bearing setup is better at higher RPMs, but if you're going wideblock, you might as well go with the B2600/RX7 setup which is good for 10,000 rpm rotary revs and power.
As for the costs. The 4G64 / 4G63 build prices are identical and cheaper if you can get your block and crank cheaper (there is less demand for them than 4G63 turbo narrow blocks). They use the same rods, bearings, bolts, studs, etc. If you didnt have a micrometer you probably couldnt tell the difference internally. The only thing that you
might spend a little more on is the pistons, but only because less places carry them and there are less competative prices on them from mom and pop shops. Summit Racing is the way to go unless someone knows otherwise. This might at $50 to the cost of the build.
* What kind of fuel and computer whould i have to run, could i just use a 4g63 fuel computer + DSMlink combo?
Yes, that setup will work fine. I have heard of people using stock ECU and an SAFC as well, but for the cost of all that stuff (if you really add up everything you need to get it up and running and dialed in, you might as well get a used standalone and be done with it.
*I would think that the 4g64 is a complete bolt in the starion being thats it's a wide block....4g64 block and starion trans bolts right in correct?
It is bolt in as far as motor and transmission mounts and the driveshaft, but the real problem comes from the stuff on the back of the head like the CAS and water outlet. That's the real task we need to figure out on here. Is there a best method to clear the firewall?
*Now i know this kind of hybrid is new, but what kind of top RPM would i be looking at with the 4g64.....I have the 2.6 w/18g@15psi and it's pretty fast, but it will not rev for the life of it....runs out of stem @5 grand...
one of the reason i want to do this swap is because i want a more rev type engine, So whats the redline of the 4g64/4g63 head combo?
I have heard that its 7500 for the 2.4, but I venture to guess that 8K is fine too (just not on paper). Have you considered a 2.1L hybrid? That'll rev to 11,000rpm. Of course it gets ALOT more expensive and precision machining and tollerances are a requirement at this point. Plus you need hard to find rods and pistons and all the head work and cams needed for those high RPMs.
