1980 JDM 4th gen RWD Galant Coupe - V6 MIVEC TT swap underway

[fuel]

oh hey guys, I'm sure a few of you remember me, I pop in here from time to time.

This is where I last got with my coupe:

http://i97.photobucket.com/albums/l230/te71se/Eterna/IMG_2609.jpg

after custom making adjustable platform coilover suspension for it:

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF0937.jpg

the original plan was to do a DOHC swap using a Lancer Evo III RS head onto the original G63B SOHC block with E39A Galant VR-4 pistons etc

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF0934.jpg

However I've decided to throw away that idea and do something more difficult and no doubt very expensive and time consuming.

It all started with an idea I got when I had my 6A12 MIVEC V6 out of my 7G Galant rebuilding it on the stand.. conveniently next to my coupe... which I got to thinking on how I could perhaps mount the V6 back into the coupe instead of my 7G. Well after a few days of research I decided it would be too much hassle for what it was worth (considering it wouldn't be a huge gain in power), and thought if I were ever to do a V6 swap it would have to be with the older and bigger brother 6G72 sibling.

Well fast forward a year and I got that crazy idea again... and went out and acquired two engines.

the first I'm sure alot of you will be familiar with - the 6G72 TT from the 3000GT VR-4 (or what we call GTO's)
http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1373.jpg

second being a 6G72 MIVEC from a mid 90s F36A JDM Diamante 30M - in stock standard N/A form this engine puts out 270hp!

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1376.jpg

they are essentially very similar in the bottom end (with minor revisions to swap from one side of the engine bay to the other), but the MIVEC heads are where all the magic comes from. For this swap I'll be using the complete MIVEC motor with the 3000GT Turbos attached, thicker head gaskets from the 3000GT to lower compression ratio, the tim sump from the 3000GT motor as opposed to the MIVEC alloy sump as it's easier to modify to clear the crossmember.

So I've made a start, by pulling the existing engine and box out:

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1377.jpg

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1378.jpg

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1379.jpg

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1382.jpg

aaand that's about as far as I have come so far! next up is when I get time to work on it again, I'll be lowering the V6 into the hole on the engine crane with the engine bay totally cleared (ie brake booster/master and clutch master removed as well as fuel filter/lines, wiring loom etc) and see how everything fits up.

Any comments welcome!

[G-spot]

wow a 6G72 MIVEC :)

[DryBear]

What transmission are you going to use?

[fuel]

good question!

not entirely sure yet, am hoping to find a Triton V6 2WD 5speed but failing that perhaps a W58 or R154 Toyota box with custom bellhousing or adapter plate using a donor auto bellhousing from a V6 Pajero (Montero)

[whokilledhoughes]

nice

[Jeffylou87]

Sounds like a cool project..

[mysticj]

6g72 mivec, those things are hard to come by. More HP than the 3.8L Mivec and those 3.5L Mivec, limited to 280ps! Mitsubishi should kept those engines around for another five years.

8G owners should be interested in this swap.

[fuel]

6G72 MIVEC is 270PS (199kW) and 300Nm of torque while 6G74 DOHC MIVEC in Pajero Evolution is 280PS (206kW jap limited, possibly alot higher) and 350Nm of torque.

so stripped the engine bay some more and lowered the V6 into the hole pretty much where I want it to sit:

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1409.jpg

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1410.jpg

front of the motor is about inline where front of the 4cyl was

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1411.jpg

rear of the motor would just clear the clutch master cylinder, however I need to either find a slimmer brake booster or cut down the spacer behind the brake booster - brake master is fine for space though.

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1438.jpg

room between driver's side chassis rail/steering box and engine block, with no mounts fitted

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1413.jpg

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1416.jpg

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1417.jpg

and on passenger's side - a bit more room

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1414.jpg

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1415.jpg

and the sump, the rear section of the tin bottom of the MIVEC sump hits on the front edge of the crossmember, and the engine is resting on it sitting about 20mm higher than it could be mounted, so it needs to be notched further by approx 25-30mm

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1428.jpg

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1426.jpg

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1427.jpg

stripped down the GTO TT motor

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1419.jpg

the tiny TD04s, they don't actually share the same compressor housings or exhaust housings, they are different per side and may look a bit weird if I mount them a bit forward in plain site - am thinking of using CD5A Lancer GSR TD04s or even WRX TD04s as they are cheap enough to pick up a pair of.

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1437.jpg

the illusive and hidden oil squirters!

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1421.jpg

and that's about it for now. I hope to go visit some wreckers to find out more about mounts from a Pajero/Triton etc over the next few days.

[starh4x]

goodluck

[fuel]

thanks! I'll need it for sure!

[Stewi]

nice work so far, best of luck

[fuel]

ok some more progress today - went to the a wreckers this morning and found a Pajero V6 and checked out its mounts, they looked promising and mounted in the same spot despite being mid sump:

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1442.jpg

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1443.jpg

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1449.jpg

so $50 later they were mine and used the original Eterna rubber section of the mount and it all bolted up sweet:

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1452.jpg

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1453.jpg

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1455.jpg

but it moved the motor back about 1", which means I can't use the original clutch master cylinder and I'll probably have to cut into the firewall for the thermostat housing.

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1456.jpg

the engine sits at a good height with plenty of clearance from sump to crossmember height wise:

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1457.jpg

but as mentioned earlier the sump will need to be notched.. but makes it tricky with the two piece metal section.. I might just get rid of that altogether and have an alloy plate welded in place and just wing the sump. It needs to be notched up until about the dipstick tube (which is seen at bottom of the shot)

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1458.jpg

while I was there I placed the turbos approx where I want them to be mounted, they are just resting on the mounts but seems to have a bit room on the passenger side but not so much on the drivers side:

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1459.jpg

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1461.jpg

and that is all for now

[beam514]

hmm interesting. nice work so far

[kolio]

wow, i am very impressed! this is going to be sick!

[therev]

cant believe i havnt seen this thread before! dude I want VIDS once this thing is running, its going to be soooo badass, Good luck

~Gabe

[eclipsh]

With the engine mounted that far back will you have room for the transmission without cutting up the car? Having the engine mounting points so rearward should help the car's balance though.

Second thought, where is the cross member and sump on the Pajero? Could you find a rear sump pan for your engine and would it help?

Very interesting build by the way. How much weight difference will you have over the engine that was in the car?

[DOHCstunr]

this is very cool. subcribed.

[mysticj]

this is very cool. subcribed.
+1

[fuel]

With the engine mounted that far back will you have room for the transmission without cutting up the car? Having the engine mounting points so rearward should help the car's balance though.

Second thought, where is the cross member and sump on the Pajero? Could you find a rear sump pan for your engine and would it help?

Very interesting build by the way. How much weight difference will you have over the engine that was in the car?

Thing is the V6 isn't quite as long as the 4G63 it replaced - the heads overhang the bellhousing quite a bit so even with the motor sitting where it is now on Pajero (Montero) mounts the bellhousing is about even where it was with the 4G63, and the crank pulley is about 1" further back than the 4G63.

The Pajero engine mounts mount straight to the chassis as opposed to a crossmember, and it has two smaller crossmembers which goes under the engine, and the sump is placed mid-ship which would not be ideal for me as my crossmember goes right under the middle of the engine. The existing front sump setup is ideal, it just needs to be modified a little bit to clear the crossmember properly. As the motor is a post '96 Diamante motor, I can't use the 3000GT or early Pajero V6 sump - I would have to continue with post 96 Diamante (which are alloy sumps) or mid-late 90s Pajeros which has the oil pump in the same position as the MIVEC motor as the front timing cover is different and the sumps aren't interchangable with the different oil filter/pump locations.

I don't know the exact figures but the complete 6G72 is probably approx 200kgs while the 4G63 is about 150kgs. At a guess it's a good 50-75kgs heavier anyway. I don't really mind as the stock weight of the car is 1300kgs so it's no light car to begin with, although the stock weight split is 51/49 so the V6 isn't going to upset the weight distribution terribly.

[wright06jhs]

Nice GL on the work.

[eclipsh]

Thanks for the detailed response. I'm looking forward to follwing your progress.

[platano]

i love posts like this man. ugly old school galants getting worked on = gangsta.

[fuel]

small update

wheels back on and dropped back onto the ground, just wanted to see how the suspension was sitting with the V6 in - it seems to be about the same level as with the 4G63 in, but the V6 is still missing a gearbox, manifolds, turbos, piping etc

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1464.jpg

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1465.jpg

fitted radiator and fan back in see where it sits in relation, I feel with that transverse mount chopped off flush there will be plenty of room up front for intake and intercooler piping:

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1467.jpg

deep valley of the V6 with lower manifold removed:

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1466.jpg

just comparing port sizes between the MIVEC and the twin turbo GTO V6, they're the same apart from slightly larger injector notch on the MIVEC:

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1468.jpg

trial fitting GTO turbo upper intake manifold onto the MIVEC bottom intake Y pipe section, needs a spacer to clear the taller MIVEC heads:

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1470.jpg

Thanks to Spence, Mike and Sam I think we've found a suitable replacement clutch master cylinder, off an AE86 no less:

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1475.jpg

does anyone know if the AE86 clutch master has the same 5/8" bore size as my stock master cylinder?

... and I removed air con.. there was just no way I could mount the stock V6 air con pump, and it would be too much hassle to try relocating it. So with the air con condenser and lines removed there's more room for a larger intercooler to sit up front, I'm thinking a stock Evo 6.5 TME onwards intercooler as they are decent sized and have 2.5" end tank piping:

http://i97.photobucket.com/albums/l230/te71se/Eterna/DSCF1476.jpg

also some news on the gearbox front, I've come across a Pajero 4WD V6 V5MT1 gearbox in the south island for cheap which I'll get freighted up to me, to at least have a look over and see if I can use any of it perhaps in conjunction with a 2WD gearbox tail section to lose the 4WD transfer case - if that fails I'll remove the bellhousing and use it to make a custom bellhousing to adapt to some other gearbox (still undecided yet).

[mysticj]

Either the V5M31 or R5M21 tranny will work. The V5MT1 I believe have the transfer case build into the transmission casing.

[fuel]

so does the V5M31 - I think you mean the R5M31? R5M21/22 would be too weak. Finding an R5M31 over here isn't easy, they don't appear to be in any domestic market Tritons - all the V6 2WD's were autos while the 4WD's were either manual or auto.

[mysticj]

so does the V5M31 - I think you mean the R5M31? R5M21/22 would be too weak. Finding an R5M31 over here isn't easy, they don't appear to be in any domestic market Tritons - all the V6 2WD's were autos while the 4WD's were either manual or auto.

So, is there any way of capping off the end of the tranny where the transfer case mates with the main tranny? Maybe borrowing some R5MXX parts?

[fuel]

if it's anything like the KM145/V5M22 and the KM132 (Star-Quest box), the main shaft is a different length between 2WD and 4WD to suit the transfer case hanging off the back. I think it would be very hard to find someone willing to sell just the tail section of an R5M31, let alone a whole box here.

[GmoEm2]

dude i love it cant wait to see this thing running lol