4g93 Mivec Conversion

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david09

New Member
Hey guys.
Im new here, just bought a 2002 Lancer cause well it's a lancer basically. Should get some pictures up one day. Anyway, she's running the stock 4g93 SOHC which isn't a bad engine but I will be looking for a little more grunt soon. So was looking at putting the 4G92 Mivec DOHC head on the 4g93 body. i've done a bit of looking around on the net and seen it done but just wondering if anyone here knows a little more (doing all research before i hunt the parts down). As far as i'm aware its fairly straight forward. The head bolts straight on but i need a different timing belt. They also recommended tuning the original ECU or gettin a new one to run the hybrid engine better. Also some sites mentioned changing the 4g93 pistons to the Mivec ones.
Basically if anyone has got a little insight into this particular conversion i would be very grateful!
 
are u aware of the costs of doing a mivec head conv. for almost everyone it is out of their budget and power gains are not thaaaat great for the money your putting in

i personally consider the 92 head a waste of money unless you really have not much else left to build on your engine, its a piece to polish off a build

if you want power, maybe look into a 4g94 (2.0L i4 sohc) you can swap those engines in utilising the same head as the 93 and same manifolds etc, and they only cost ~$400-500 for the long block (which is really all you need) matty and i just did the conversion on his 4g93, for $500 its very much worth it power wise he says

also something to consider, do the 4g94 2L conversion first... then see if u like the power, build that engine, and if u feel liek more power later on in the build you can always bolt the 4g92 head onto the 4g94 2L as a crowning piece

for the 92 head swap you need the whole head including covers for camgears and all aswell as the lower cover for the timing belt
all the parts for a 92 head swap wills et you back ALOT, be prepared to spend well over the $1.1K mark
 
There is a thread in the FAQ section on mivec.co.nz which details how to do this conversion.

I cannot tell you the cost but to be honest I think Res may have been a bit too pessimistic with his explanation. The car should make considerably more power throughout the revrange and the rpm limit will be slightly higher too. It all depends on what your future plans are though, which should dictate what you could do now.
In the end of the day you need to find out the cost and see if it's worthwhile for you. You can do the head swap today, and later on when funds allow you can do a bottom end rebuild, cams, higher final drive etc and have an impressively quick car. Though going turbo is always better bang for buck.
 
im not pessimistic, i call it realism, everyone in there begginnings and even later on have ideas of grandure (sp?)
hell even i have grand unrealistic ideas that i think are realistic these days.

the most important thing (since 99% of ppl dont actually follow thru) is LEARN something from that crush you have on the 92 head while your interested spend that time getting info to store in your brain, who knows some of it might come in use later down the track

i'll start you off with what i know of the 92 head;
the CE engine variant (which we use) is mivec dohc, it bolts to the 4g92, 4g93 and 4g94 blocks, it has larger intake ports than its 93/4 counterparts even though it has less displacment. the intake manifolds of the 4g92's are excelent intake manifold upgrades for the 93/4 heads allowing for extra port size, 4g92 heads/engines are found in NewZealand, they cost what a normal engine costs, the pain is importing it costs an arm and a leg.
back on the intake manifold, the 92 manifold is designed for horse power output, has a large plenum and long runners, suited to high revving, the 93 manifold has medium sized runners and plenum (comparativly in this example), the 93 plenum is the middle range plenum, has decent all round working, the 94 plenum is small and runners are medium, this plenum is known for low end power and toque in the low range of the rpm.

but i will say, there are cheaper and easier ways to make power than a 92 head, if you are jumping on the vtec-esk bandwagon because its cool, well i agree it is kinda cool, but its not everything!
 
Long runners are suited to low rpm, short runners for high rpm.

The MIVEC head should net a healthy gain throughout the revrange though, and extend the usable rpm. Yes you start with a 1.8 and you remain with a 1.8, so you're never really going to gain a huge amount of torque.

To be honest a good option would be the 2.4L but it's obviously more expensive.
 
All depends what you're looking to spend and what you want out of it. Is this a street or track build? As res said, the 4g94 would be a very good swap... makes power nice and low in the rev range whereas the mivecs are designed for high revving to produce power, so would make a good track option. The biggest issue you face with this sort of swap in aust is availability of parts. The ce base was never released in Australia with a 4g92, let alone the mivec version. So everything you need for the swap will have to be imported first which pushes the price right up there.
Tuning will also be an issue, and to get a decent tune on such a swap you'll likely need a standalone ecu, which will add another 1.5-2k on the price
 
All depends what you're looking to spend and what you want out of it. Is this a street or track build? As res said, the 4g94 would be a very good swap... makes power nice and low in the rev range whereas the mivecs are designed for high revving to produce power, so would make a good track option. The biggest issue you face with this sort of swap in aust is availability of parts. The ce base was never released in Australia with a 4g92, let alone the mivec version. So everything you need for the swap will have to be imported first which pushes the price right up there.
Tuning will also be an issue, and to get a decent tune on such a swap you'll likely need a standalone ecu, which will add another 1.5-2k on the price
 
Been in a rage with a 92, driven my 94. All i can say is the 94 makes more useable torque, and goes hard. Doesn't rev as high but that doesn't matter too much unless all you're after is high revving noise. And then if you want 92 head on the 94. It will be costly though.
 
Matty can you elaborate more about the 4G92 MIVEC?
I have never had any experience with it.
 
It's just a 1.6 designed to be fast that means that it has to rev it's nut out to make power. It makes less torque and takes longer to get there. 94 max tq at 4250, whereas the 92 you have to get to 7000rpm for less torque. This is the reason the 92 mivec has the close ratio box to make up for it's lack of torque. So cost vs power 94 was my choice and servicing, parts and reliability factor that in too. I'll be looking at dynoing mine soon to see what it's making before being tuned just for a figure to put down.
 
The car is going to be a street car not track. realisticly i'm looking into the best straight swap performance i can get so not chucking some superbeast random mitsibishi engine or other brand in the engine bay. The reason i was looking at the 4g92 mivec is because they seem to respond the best to tuning, i havent seen many 4g94 that have been well tuned so im not sure what sort of power gain you could get out of them. I get they are far cheaper though.. which comes into alot of the decision making. Really i want to keep up with an integra dc2 mivec.
 
If u wana keep up with a stock dc2 my mate was pullin almost flat 15's on semi slicks ur gona have to drop about a second off ur times, ur gona spend it up workin an na motor to get decent times, cam work, TB upgrades, manifold upgrades exhaust, internal work. Honestly turbo a standard 93 and u'll be faster than a dc2. Henrys 1.5 litre was pullin low 14's on stock internals.
 
As Joshy said, turbo would probably be your best bet. Hens used to do kits for under 5k installed and tuned, I'm sure he still would for you. And if a 1.5 with stock internals can make a 14.4, correct me if I'm wrong but you could probably go close to getting into the 13s with a turbo'd g93 if setup and tuned correctly.

Another option would be a mivec 6a12 engine from an fto. They're probably easier to come across than a 4g92 as they were factory delivered in Australia, and are 150kw at the fly stock. However a turbo'd g93 will probably still be quicker if done right.
 
yeah i looked around at a few guides on them. This one site mention a 180kw return from 4g93 and 200kw from 4g94. thats turbo's and everything but they rekon with forged pistons and values you could get up to 250kw with both when you up the psi on the turbo. maybe i'll just stick with the 93 and and get her ready for a turbo, dunno if it'd be worth dropping in a 94 for the extra 20kw. I don't think australia has a big enough underground street racing syndicate to need a whole lot more power than that :)
 
What everyone said is true, unless you have wicked connections with people in fruitful places, doing 15s will cost you money.

I think the quickest way is maybe let us know what your budget is, and if you are capable, or have the ability via a friend or something to fabricate/install/build yourself. Then members can suggest a possible route you could take based on budget and ease of build.

ie, if you have 10K and dont want to do any work, just throw the money at a performance shop and get them to put a GSR motor in.

or if you have 3K and are willing to weld up your own manifolds, or install and tune your own standalone, then you could build yourself a relatively cheap turbo/hich comp NA build.
 
david09 said:
maybe i'll just stick with the 93 and and get her ready for a turbo, dunno if it'd be worth dropping in a 94 for the extra 20kw.
Click to expand...

there is no substitute for displacment.
an extra 20kw is alot considering the conversion will cost <$500, you cant gain that much power per dollar on any other mod to my knowlege

getting a car ready for turbo is a big deal, need to upgrade the braking, get mods plates, tuning plass tests and everything, its also a long haul of a car build, just be preared for it to take a very long time to get a finished engine
 
Wiki says
4G93- 88kW
4G94- 92kW

Not sure how you got 20KW.

So even if it costs $400 for the swap, that's $100 a kW.

Henry's Turbo 1.5s were making around 130 (atw IIRC) and that was more or less a bolt on build ( no internals).

If your half handy and shop around, don't mind doing some spanner work, your could do a simple turbo build for around 3-4k,
Which is more or less the same exchange rate, and you have turbo.
 
if you want a budget build, speak to tron, hes the man when you need info on parts, sourcing parts, what fits what, bargain hunting, he's like a spare parts guy thats had 30 years experience at mitsubishi.

honestly. you'll spend a *poo*load more in the long run, for half as much as a turbo build. if u takeinto account brakes and stuff, your gona do that anyway wether it be NA or turbo.

i suggest if your on your p's, start building your engine to suit a turbo build (find info on parts, where to buy them, what u need) so that once you get your blacks, its all good to go.
 
Yeah im on my p's so i'll get the engine ready for a turbo i think will probably be the best option. I'll be doing most of the stuff myself so hopefully should save some cash there. The 180KW quote is from a website that the guys have done performance upgrades to the 93 and 94 engines so its not the stock readings. might still look into the 94 engine still not sure if the engine swap is worth all the work unless she's a straight bolt in, they are pretty cheap on ebay though
 
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