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Hey everyone just a few quick questions
just bought a 2000 6g74 long block form a scrap yard ( planing on a swap soon)
also purchased forged rods and pistons from 3sx (8.5:1 Comp ratio)
my questions is to squeeze the most HP out of this motor
Single or Twin turbo? i would really like to turn the boost up 15+ Psi
and what turbo(s) are recommended
go single twin turbos would be a project from hell and you can easily make 15+ psi with a single turbo try some thing around a .50 trim
i have nothing but time and money trying to hit the 700+ HP mark
Youll be fine with single, and as far with Hpower wise...what other work you doing on the motor besides forged Pistons and rods?
From what i understand the crank is also forged and with the four bolt main i should be good on the lower internals
as far as the upper im having a custom port and polish and soon purchasing a rpw custom camshaft,camshaft gears,
their valve kit also for the 6g74 and a complete stud kit to keep everything together
talk to SPD_FRK, if i remeber he was going twin turbo at one point, maybe he still is idk, but he is a good resource for these motors.
ARP Studs I hope? and What stage camshaft did you go with?
will do thanks for your help
Yes arp all the way...
as far as the camshaft stage two for now
DOHC swap it!
DOHC ftw
I hope you plan on spending a lot of money on the trans............
you should have went with the 6g75. Stock 75 heads flow so much better than p&p'ed 72/74 heads. Plus the extra displacement from the start is well worth it as well.
@Galant306m Dohc swap? heads from Montero?
@TahitianGreen im planing on a 5 speed swap but i hope the differential can handle the power
@M-Rod now you tell me ! ha ha I'm actually thinking of using a 75 crank not sure how its all gonna fit together but i think the added stroke should put me in the 3.6-3.7 range
just worried the the deck isn't high enough
you can use the 75 crank since the 74 and 75 share the same deck height. A previous member here used a 74 block with a 75 crank and heads. Do keep in mind he used higher compression pistons since the 75 heads have a larger combustion chamber. If I'm not mistaken he was at 3.7 to 3.75 liters of displacement.
@M-Rod i Purchased low comp pistons (8.5:1) from 3sx to accommodate the turbo i plan on slapping on there. Also what 75 heads (what car?) should i use i dont want to deal with mivec
or is here a thread where i can find all this info
Look thru SPD_FRK's build thread that should help you out & just get the non-mivec heads
https://www.thegalantcenter.org/show...hlight=SPD_FRK
thanks @ Rach
your welcome
Twin turbo setup is not a far reach on these motors, nobody on the 8g or 3g platform has really done it yet though to prove the point. There is a lot to factor in with a twin setup though which with the smallest overlook of something can be damaging.
A single charger setup will easily put you at 15+psi of boost depending on the turbo you run. Which I would need to ask, what turbo/s have you looked at using for the build at this point in time? A .50 A/R turbine side will spool rather quickly on RPMs and kill any mid-top end performance (where a good turbo setup usually builds boost and the peak power). You for a single charger you would want a turbine housing with at least a .70 A/R to spool in the 3000-3500+ RPM range.
One other thing to mention is the CR you are building, be aware that the engine will be a total "dog" until you hit boost pressure. Running that low of a CR will be "OK" for a turo application, but you will have very little to sluggish throttle response outside of boost. An ideal setup for this would be in the 8.5-8.7 CR range where you still have some throttle response outside of boost, yet still a safe CR to run a fair amount of boost pressure.
The last we know of the 6g72 turbo build that was done for boost made over 530WHP which is pretty good. Making it to the 700HP mark is more realistic for a drag car and not a FWD sedan. Keep in mind the 74 heads are identical to the prevous 6g72 heads and will have no flow (even with heavy PnP work) in the top end where you will need it. The best way to reach that power goal for a drag car will require extensive head work (best route is the 75 Non-MIVEC heads) and using a set of Stage 3 or higher RPW cams. with higher boost pressure (30-40psi), you will need a massive fuel system to feed the engine, and with the help of a methanol injection system it could be done.
I would suggest sitting down and taking a closer look at what your ultimate goal is for the driving activity of the vehicle. As it sits now, you could have a decent street/strip setup with the right turbo matched to the build so far. My only fear for you right now is with the CR and running a larger turbo that you will not be happy with the end results of the "slug" feel outside of boost.
I don't get on the forums much anymore, but if you or anybody else needs some help feel free to shoot me an email.
@SPD_FRK thanks for all your insight
maybe 700Hp is a bit outta reach......for now ha
and i guess i'll be selling a set of heads soon lol
thanks again
I know there was 1 club 3g member who has twin turbo v6. That was about 3+ years ago
It seems all the info i need is here just not organized very....
that's because typically the people that come here and ask about twin turboing their Galants actually have no clue what they're talking about (not referring to you, I'm talking about in the past). There also hasn't been much in HIGH performance here, though obviously there is still some. Club3G seems to have just a tad bit more of the bigger number stuff.Quote:
Originally Posted by 8gsofresh
That said, I hardly know anything about turbo's, so that's all I have to contribute :P
700hp really isn't necessarily "out of reach," but the final results of such a build just would not be street friendly or anywhere near "mild" for the streets. The heads will be fine for 500hp as we have seen those running into the 500+ mark. The only problem was how restrictive the heads were, even with boost pressure in the low to mid 20s. With the advancement on the 6g series engine platform now, the 6g75 heads have been proven to flow comparable to that of the Chevy LS1 heads (keep in mind they are a V8), that shows how capable the newer 6g75 engine is for either N/A or Forced Induction. We have already seen 400whp with I believe 8-10psi of boost in the MIVEC 3.8L. Granted the MIVEc does have a higher lift at 4000 RPMs when the MIVEC engages, but this is why I suggest running the Non-MIVEC heads as we can easily run a set of RPW Stage 3 cams with a high lift at all RPMs.Quote:
Originally Posted by 8gsofresh
The only other thing I want to mention here is (and unfortunately you have already purchased them) is the forged rods. We have seen the OEM 6g72 rods hold up to 20psi of boost making roughly 400whp, and the OEM 6g74 rods are holding into the 500+ whp mark, there is more information on the rods Here. Having the aftermarket forged rods is not really a "bad thing," but unless you are really pushing into the 550-600hp mark it may be a bit overkill to an extent.
I figured there was at least one in the Eclipse community who did the modification, just never saw much on it. From the time and research I spent for the TT plan on the 75 I did find it was pretty straight forward to build, just double the cost in a sense lol.Quote:
Originally Posted by qnz
Someone put 3000gt heads on their engine and boost it before i do
Well the idea is to get as much hp out of the motor with out breaking any thing so that the reasoning behind the forged rods I've seen a 3000gt with 1300+ Hp a 6g72tt just wondering why no one has tried to build a 8g like that
i figured with a larger displacement i could get pretty close to that with less boost
It would work, however with the engine orientation of the 3000 GT being 180* opposite of the 6g series engines in the Galant and Eclipse, the engine rotation is also reversed...meaning the cam timing is most likely not going to work too well I imagine. There is always the option of the DOHC heads from a an XG350 though...but that requires the distributorless ignition system.Quote:
Originally Posted by Galant306m
Well as it stands currently the most ever pushed (on this platform) is still held by a Galant at 531WHP. Not too many people have come close to that, and for a number of reasons besides the money investment. The vehicle at this point pretty much becomes one of two things, a track queen or a dyno queen. Things begin breaking more, tuning is vital, and any tiny issue becomes amplified to something major which ultimately leads to damaging effects if not resolved.Quote:
Originally Posted by 8gsofresh
The 3000 GT platform is widely seen with higher HP numbers, even for a street vehicle simply due to the AWD setup versus the FWD setup we deal with. Anybody could certainly spend the money and build an 800hp engine setup for the Galant or Eclipse, but with FWD it is pretty much useless except for burning off tires.
Meh cams will still spin the correct way....
do it mitch!
+1
There is no need to run that low of a compression ratio if the motor is being built specifically to handle the boost. I run 9.5:1 compression on my 4G64/63 setup and 21psi on regular 93 pump gas. You should have a compression ratio of at least 9:1 Its not like your trying to hit 1100whp and your running 42psi. As far as turbo's are concerned, If I were you I would be looking at the FP HTA86 or 88 or a precision 6765 DBB setup. Both those turbo's will spool up nice even with a .82A/R hotside and pull like hell to redline assuming you can get the heads to flow enough for that. Also definetly consider what your doing with the car, if your building it to chase a dyno# thats fine, but it might not be much fun to drive after that
Hmmm ill see if travis wants to build a tt dohc 9g
Don't know if the 9G engine bay has room for a DOHC head, well with the deck height of the 6g74/5 anyway.
Crank sensor and wheel aren't a problem on the 9G ECU but the finding a way to mounting the 9G cam sensor on the DOHC is a problem.
Adapting the W5A51 and AWD system from the Endeavor is not hard but will the auto tranny hold out to the torque output.
Meant 8g lol stupid phone
I am not sure, but don't the 75 heads still outflow the DOHC heads? It would be more of a "cool factor" to run a DOHC than something more perfomance capable don't you think?Quote:
Originally Posted by mysticj
As for the AWD stuff, well it is possible to use Evo T-Case and 2nd Gen A/T GSX parts...still just waiting for Pharmicis and their "source" to make the necessary bellhousing "kit" to swap over from the OEM 3g M/T bell housing.
This is probably just personal preference...but then again with the business I work in we are running journal bearing turbos with excellent results. I would personally suggest finding a turbo that is not ball bearing for a couple of reasons. First is the ability, should the occasion arise, to rebuild the journal bearing turbo cartridge wheras the ball bearing turbos have to be sent into the manufacturer to be rebuilt (read higher cost). Second reason is the shafts on the journal bearing turbos are generally (Specifically the Borg Warner line) is much "beefier" and an excellent choice for its overall durability. Spool up time on the Journal bearing turbo vs ball bearing (from what I have seen from my work) is maybe 200-300 RPMs later, but you have to just weigh the advantages/disadvantages then really.Quote:
Originally Posted by Stewi
Quote:
Originally Posted by SPD_FRK
My personal preference is journal bearing as well (mine has been rebuilt a few times), but for his power goals and to keep the car streetable, you would want a ball bearing turbo. Plus his opening post was that money wasnt of concern, so if he has it to spend, let him spend it.
yea but..... Originally Posted by qnzQuote:
Originally Posted by Stewi
well there are talkers and there are do'ers. talkers never do. and do'ers never talk
Lol