lets talk natrually aspirated

[Exhaust power]

I think the DOHC head and a custom set of cams would prove very beneficial in a N/A setup. Throw in the hyundai motor, ported head, custom cams, custom ITB setup, custom header and standalone engine management. With a setup like that you could make in the high 200's if not low 300's. There are plenty of N/A K-series motors making great power. My friend runs a K24 block (2.4 from a TSX) with a K20A head, edelbrock mani, header and standalone and he makes 290whp. His setup is fairly mild for what it is. The large expense of this build would be the top end, your going to invest the most money in the valvetrain and head. If you had the budget you could even experiment with doing a MIVEC 9 head and custom cams, having the variable intake cam timing could prove to make substantially more power.

that horse power is very possible. hopefully underated can hit some good numbers to get people more interested in N/A. even those 2ZZ toyota engines that yammha made 1.8l make great power with just bolt-ons

That jun prelude with the 2.2 h22 was putting down 270 whp. and being on there forums alot i was seeing people do bolt ons and be in the 180whp+ club.
when i was looking at doing it up N/A i was looking at every kind of engine numbers like the k24, ka's, the scions motors lol etc and they seem to make decent power so i dont see why not here on the 4G64.

If we can get a schematic on the mivec wires it would be possible to wire it in to a engine management system to control the switch over. And drop custom 67mm sonata pistons in there would pick up that 9.5:1(stock) compression ratio. And the parts mentioned by you and you got some crazy #'s.I know some guy on club3g swapped the 6G75 mivec but had the cam profile switch on a actual switch. I read theres alot of wires to mess with so a schematic is deff needed. I do have Mitchell at school i should take advantage of that for possible future plans.

edit underated's thread https://www.thegalantcenter.org/showthread.php?t=27038

[blue8g]

If I can get my hands on an 8g.....I'm doing NA build...

[IVORY_G]

Its funny that this thread was started bcz I have been thinking the same thing. I4 NA builds are considered taboo on here, bcz every1 ops for boost. For reasons being that there is more support, more potential for HP, and that it cost less money.
I was looking at the TSX and noticing myself how much horsepower that they pulled out of it from the factory, & thought of how many other imports have made some decent numbers staying NA. I think its a plausible idea with the right amount of info, research, and brainstorming. Hopefully we can come together to figure out what our options are.

[mrg7243]

the reason our motors dont respond as well as the other import motors out there, is due to the low compression. think about it, when a turbo car is out of the boost they are sluggish cause there is not ass to it, but once boost spools it pulls harder because it pushing more air that is compressed, allowing for a more "explosive" combustion forceing the piston down harder.
Picture a cylinder and its combustion chamber with the piston at the bottom of its stroke containing 1000 cc of air (900 cc in the cylinder plus 100 cc in the combustion chamber). When the piston has moved up to the top of its stroke inside the cylinder, and the remaining volume inside the head or combustion chamber has been reduced to 100 cc, then the compression ratio would be proportionally described as 1000:100, or with fractional reduction, a 10:1 compression ratio.
A high compression ratio is desirable because it allows an engine to extract more mechanical energy from a given mass of air-fuel mixture due to its higher thermal efficiency. High ratios place the available oxygen and fuel molecules into a reduced space along with the adiabatic heat of compression–causing better mixing and evaporation of the fuel droplets. Thus they allow increased power at the moment of ignition and the extraction of more useful work from that power by expanding the hot gas to a greater degree

So instead of dropping in a custom sonata piston, why not give CP piston, JE piston, Wiesco Pistons, one of three give them a call and say i want some custom pistons for the 4g64, and tell them what compression ratio you would like.
i would say around 10.5 or 11.0 would be a good ratio to start, along with a
ported head,
full custom exhaust,
5-speed with a lieght wieght flywheel,
outlander manifold, with the diamante TB(ported also)(if you decied to stay SOHC)
1 over valves(may also have to be custom)
underdrive pulleys
RPW camshaft
Springs
ADJ cam gear
tuneable ecu, maybe the EVO, just reflahs it fo a N/A tune
.030 over bore will give a boost in literage haha
maybe a stroker kit.

[mko]

that horse power is very possible. hopefully underrated can hit some good numbers to get people more interested in N/A. even those 2ZZ toyota engines that yammha made 1.8l making great power with just bolt-ons

That jun prelude with the 2.2 h22 was putting down 270 whp. and being on there forums alot i was seeing people do bolt ons and be in the 180whp+ club.
when i was looking at doing it up N/A i was looking at every kind of engine numbers like the k24, ka's, the scions motors lol etc and they seem to make decent power so i dont see why not here on the 4G64.

If we can get a schematic on the mivec wires it would be possible to wire it in to a engine management system to control the switch over. And drop custom a 67mm sonata pistons in there would pick up that 9.5:1(stock) compression ratio. I know some guy on club3g swapped the 6G75 mivec but had the cam profile switch on a actual switch. I read theres alot of wires to mess with so a schematic is deff needed. I do Mitchell at school i should take advantage of that for possible future plans.

edit underated's thread https://www.thegalantcenter.org/showthread.php?t=27038

get 7g pistons, they are 9.5:1 CR stock. Then pick the head with the smallest combustion chamber off Sonata, Evo8 or Kia. That will bring you to around 10.5:1. Get the intake manifold that comes with the head and port it to the size (gasket match it) of the biggest TB there is available (IDK if its the Diamante, the EVO or the 4g Eclipse). Surely the intake mani will be made out of aluminum, so get a gasket for it and match the ports of the mani and the head to the gasket. Youll need to be very careful because youll be removing alot of material. Youll need to go deep in the runners, close to where the valves are because thare are cast flaws that need to be shaved. There are cast flaws in the chambers behind the valves that need to be shaved too. Then do the same thing with the exhaust side(gasket match it). Get the+1mm valves and have a machine shop to do it for you. This is just to cover the basics. Cams, adj. gears and all that is just more money

Then the intake - Ill keep saying that the Stock MAS is very restrictive. Switching to MAFT with GM MAS will provide much more air flow. I guess CAI would be good enough

The exhaust - dont go over 2.5'', hi-flow.... whatever you wanna do...its all good

[deeznutz]

I think the DOHC head and a custom set of cams would prove very beneficial in a N/A setup. Throw in the hyundai motor, ported head, custom cams, custom ITB setup, custom header and standalone engine management. With a setup like that you could make in the high 200's if not low 300's. There are plenty of N/A K-series motors making great power. My friend runs a K24 block (2.4 from a TSX) with a K20A head, edelbrock mani, header and standalone and he makes 290whp. His setup is fairly mild for what it is. The large expense of this build would be the top end, your going to invest the most money in the valvetrain and head. If you had the budget you could even experiment with doing a MIVEC 9 head and custom cams, having the variable intake cam timing could prove to make substantially more power.

i also have a friend running that same combo but boosted, the car is insane.

[duh2150]

just putting a evo 8 head on brings you to like 10:1 and putting a kia head on lowers it to like 8.5:1

[Galant306m]

Forge it, dohc swap it, 5spd with a 150 shot and be happy with 230whp and no problems

[mysticj]

G4JS with an Evo 8 head--12:1CR
Jun 264 cams
FP Beehive Springs/Retainers
Skunk2 IM and TB
RPW 4-1 Street Header
Reflash

You won't break the bank on this setup

[Prophet]

Brandon aka Underated4g64 got his Galant running just fine right before leaving for basic training...

http://www.dnaelite.com/gf/phpbb/vie...hp?f=63&t=4394

He also had a video of it posted on YouTube but it looks like he took it down...

[duh2150]

I've read his build a ton of times inspired me to do Kia Dohc on boost, I'm actually glad I can read the topic again thanks for posting up that link he went NA, I went boost

[mrg7243]

definalty inpsiring, N/A seem more achievable than i ever though, not the bang for your buck, but definatly a choice now

[blue8g]

definalty inpsiring, N/A seem more achievable than i ever though, not the bang for your buck, but definatly a choice now

N/A always has been a choice...people just went the more common route/'easier' route of FI

[mko]

Theres no FI with the N/A

[blue8g]

Theres no FI with the N/A

WHAT? All I said was that NA was always an option. People chose to go FI instead.

[Stewi]

If budget wasnt an issue, I would then just do a 4G64 bottom end with a 11:1 comp piston, .040 overbore and MIVEC Evo9 head with a standalone and custom cams. You may spend $6k but its gonna make 300+whp

[Isaurio]

Great info, Evo head with the G4JS pistons sounds about right, also cams and spring from rpw, diamante tb or q45 tb. And a good ECU tune EVO ecu will be best.

[Isaurio]

If budget wasnt an issue, I would then just do a 4G64 bottom end with a 11:1 comp piston, .040 overbore and MIVEC Evo9 head with a standalone and custom cams. You may spend $6k but its gonna make 300+whp

YEAP is all about the bread

[mysticj]

If budget wasnt an issue, I would then just do a 4G64 bottom end with a 11:1 comp piston, .040 overbore and MIVEC Evo9 head with a standalone and custom cams. You may spend $6k but its gonna make 300+whp

Well, if you add the Evo 9 head onto the 4G69, it will have 10.5-11:1cr.

[Exhaust power]

I thought i read evo head valves dont have enough clearance with the sonata pistons?

But keep in mind this would be a set up thats dependable and cost efficient for many to come, who would want to make power thats attainable with out getting everything custom or expensive parts. $1000-1500 bucks would be a decent price range to raise our lousy 105-115(5spd)whp to 180+. MIVECS,VTEC etc have the luxury to run big cams,high comp pistons with out changing/ loosing low end torque and idle smoothness.

which is narrowing it down to the reason for sonata pistons are there 10.0:1 with the G4JS dohc . If i would to drop the pistons in the sohc your talking about a 10.5.1 to a 11.0:1 comp. sonata pistons are cheap brand new and easily found on ebay.

as what sounds Good right now is a GJ4S head swap with pistons,evo cams ,CAI ,I/H/E,6G74 TB. And i want to do a custom intake box instead of a cold air intake. Cant remember what company it was but they where proving that a perfectly sealed CAI box had better gains.


I got a bunch of info from these threads i cant find the exact evo head on 4g64 block discussion though.http://www.club3g.com/forum/3g-eclip...formation.html