2.0 4G94 into 4g15 Mirage

Wiggles

New Member
I'm sure there are plenty of threads, but can't seem to find definite answers. Noobville here.

I have a 2.0 CH and a 1.5 Base model Mirage in my possession, both manual.

I will need:

2.0 Engine + Everything attached(Will remove aircon and get new belt to suit)
Manual box
Drive shafts from 2.0
Engine Loom from 1.8
ECU from 1.8
Key to suit ECU(Is it possible to get my current key coded to the new ecu?)

Regards to exhaust, does the 1.5 headers fit or will I need to use the headers to CAT from the 2.0 and get the rear made?
 
If I was doing this I would bring over 2L loom and ecu for the plug and play. Also the key barrels from the ch will go straight into the doors and boot of a ce. Unsure if the ignition barrel will come over but Id be 90% sure.

As for the way you mentioned, g15 and g93 ecu dont have a key code, just an imob unit which is coded to the key. So youll need that.

You will need headers from a 1.8 or 2L down to the cat. Rest you can keep.
 
Thanks mate! Worth putting the fusebox from the CH in?

Any idea where to find the imob? Worst case with the ignition, i'll steal whole cradle off of the CH if i have to haha
 
A mate of mine is selling this setup ready to go with an ecu which doesn’t need any ingnition fiddling
 
That's interesting to know.

Plan was to do a 6A13TT conversion(Have all the bits from my old Leggy), using the CH box. But got a bubs on the way and won't have the spare cash. So figure I might just throw the whole CH gear into it instead.
 
Are CH keys any different to CEs?
Since the key barrels can be swapped over

Early CH keys are similar to Ce keys. Unopenable, chipped. Difference is the imob unit in the ch is integrated into the ecu.

Late Ch keys have the remote key, like the CJ’s. These are prone to falling apart, buttons breaking and when this happens, it creates a poor contact along the blade to charge the key battery. Battery goes low on charge, key reader cant read it. Car dont start.

thats the run down
 
Early CH keys are similar to Ce keys. Unopenable, chipped. Difference is the imob unit in the ch is integrated into the ecu.

Late Ch keys have the remote key, like the CJ’s. These are prone to falling apart, buttons breaking and when this happens, it creates a poor contact along the blade to charge the key battery. Battery goes low on charge, key reader cant read it. Car dont start.

thats the run down

So mine being an earlier CH, this would be the similar key. And being that the imob unit is in the ECU, would there be another external unit as well? Happy to do some looking into it is you're unsure
 
No external imob in the 2L CH. all in the ecu.

So mine being an earlier CH, this would be the similar key. And being that the imob unit is in the ECU, would there be another external unit as well? Happy to do some looking into it is you're unsure
 
Where’s @matty when you need him.

Or heck his ride thread in the coupe section. Might give you some answers.
 
His was 1.8L to start with so easy preezy.


Dunno why people persist with key swaps etc. just unlock the ecu.

Did that on my Magna ecu. Still uses Oem lancer keys and ignition.
 
My main strife is money, considering i have all the gear to just swap it over, this works for me.

Have the whole CH to strip for parts, so why not. Don't mind spending the extra time over spending the money.

Was going to use TME with the vr4 conversion as i have all the gar from the legnum i stripped, bought the CH for the gearbox and shafts as after researching the fto box i had there was just too many issues i could come across with the shafts(had a lsd box with shafts, but also a hub conversion from an fto but now idea what model or year)
 
My main strife is money, considering i have all the gear to just swap it over, this works for me.

Have the whole CH to strip for parts, so why not. Don't mind spending the extra time over spending the money.

Was going to use TME with the vr4 conversion as i have all the gar from the legnum i stripped, bought the CH for the gearbox and shafts as after researching the fto box i had there was just too many issues i could come across with the shafts(had a lsd box with shafts, but also a hub conversion from an fto but now idea what model or year)


Well if you got time go for it. There’ll be wiring heachaches galore. one of the guys on the Auslancer FB Page did a whole CH wiring and 4g69 retrofit into a red mirage. Would be a similar thing you need to do too.
 
My main strife is money, considering i have all the gear to just swap it over, this works for me.

Have the whole CH to strip for parts, so why not. Don't mind spending the extra time over spending the money.

Was going to use TME with the vr4 conversion as i have all the gar from the legnum i stripped, bought the CH for the gearbox and shafts as after researching the fto box i had there was just too many issues i could come across with the shafts(had a lsd box with shafts, but also a hub conversion from an fto but now idea what model or year)

You’ll spend half your time planning out the wiring and half the time actually doing it. People are often scared by wiring, but if you have patience, take photos and lable everything, it’ll be smoother than you think.

The engine harness is seperate from the rest of the body wiring in the CH, same with the CE I think. I had this all mapped out to sell with my g69 conversion - planned to bring engine harness and only the wiring from ECU to cluster (+ maybe ignition barrel). All of the body electronics like lights and horn can stay the same. I was going to bring in the CH engine fuse boxes too for easiness. I think the only things you would need to consider from here is the cluster wiring and the A/C switch.

(Cluster plugs are different between CE and CH, get the wrining diagram for both then depin and repin one wire at a time)
(A/C has one pin running into the ecu, which you will need to join into the 4G94 wiring)

The next step would be removing redundant CE power supplies and plugs ect.

I hope this helps.
 
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