FTO AUSTRALIA

The 6a13 comes in a NA flavour too, doesn't it?

sh*t yeah completly forgot about that

Wow cool and dat sounds great!!! i think that's a great idea to spend $5000

after doing some research on the internet
the results showed that

6A13 SOHC 24 valve engine - rated 120kw factory

http://www.srikandi.com/product/?id=Gal ... cification

says the galant has 167hp and the fto has 197 so why would you want to swap?

seems the only way to go is the 6A13TT

jonowong wrote:after doing some research on the internet
the results showed that

6A13 SOHC 24 valve engine - rated 120kw factory

http://www.srikandi.com/product/?id=Gal ... cification

says the galant has 167hp and the fto has 197 so why would you want to swap?

seems the only way to go is the 6A13TT

You do also get a 6A13 DOHC engine which is more powerful than the GR with lots more torque. Well that's what I was told but I've never found the actual performance figures

I couldnt find any info on the 6a13 dohc though i did happen to find an engine mitsu releasei n japan a 1.8l v6 6a11 how weirds that

I dont think the 6a13 dohc non turbo was from the galant. I found this spec sheet of all 1990 mitsus and I cant find a 6a13 dohc on it.
http://www.hks-power.co.jp/products/plu ... ubishi.pdf
or those without the jap pack

http://66.102.7.104/search?q=cache:gzuZ ... dohc&hl=en

Guud even if 6A13 has dohc there's a nother problem, it's not Mivec.... grrrr

You could adapt the Mivec heads to it, but I don’t know if it would fit properly. (might be to high)

Sorry about the confussion.
The twin turbos would not fit in the engine bay without some serious remoulding of the firewall. I was talking about using the 6A13TT engine which has strengthened internals and quad cams ( I think? ) . But doing without the turbos ie NA. The twin turbos are miniscule and provide very little boost. I cannot quote you the figures for HP for the 6A13TT without the turbos but it must be more than the 6A12. This would entail some custom exhaust work making new manifolds but for $5000 it should come in under budget.
If ever you then have another lazy $5000 to spend after this you can go the big single turbo ( ie Danny ). This has the potential for 400hp atw.
Jeff

Another option as mentioned earlier is making a hybred engine. Using the 6A13 bottom and and strapping on the mivec 6A12 head. I do not think anyone has been able to do this. RPW had this as a project 2 years ago but it has seemed to disapear. I am sure if it worked they would have released it by now as an upgrade.
Jeff

i doubt the 6a13dohc without the turbos would provide much more power then the 6a12 mivec, the hybrid idea sounds entertaining and im sure its possible, it is still listed on rpw's website, maybe someone should find out what there status is, and if they have dropped the idea

akumi wrote:Is there anyway way that i can increase performance for my FTO without spending more than $5000, i want 200kw at the wheels. Hahahaha sorry guys i'm just bored.

your main key to more horsepower is breathing in and out.

so with 5 grand to spend and not wanting turbo i would concentrate on my heads and cams ( and also a decent set of tuned extractors and cold air induction )

But the key to big gains for NA engines has always been in your heads, So get them taken off send them off to be flowed and CNC machined and a set of new cams

sorry, $5k for 200kw at the wheels is just not doable, unless you use 2nd hand parts and self-labour.

Use NOS!!!

You can mate some 6A13 blocks to the MIVEC head...
So you get 2.5 MIVEC
RPW does this...

they havent done it yet
also I dont understand how using the mivec heads with a non mivec engine. I thought the only difference (or at least difference to make power) between the mivec and non mivec was the cams were timed according to the revs ( with different cams)
Could you install mivec heads in a gr and turn it in to a mivec engine ?
I would of thought you would have to use the entire top end of the mivec engine

G_A_V wrote:they havent done it yet
also I dont understand how using the mivec heads with a non mivec engine. I thought the only difference (or at least difference to make power) between the mivec and non mivec was the cams were timed according to the revs ( with different cams)
Could you install mivec heads in a gr and turn it in to a mivec engine ?
I would of thought you would have to use the entire top end of the mivec engine

yanno the more i think about this.. the more i look at my cams (seeing as i have a spare set)... the more i wonder how the hell you setup the exhaust cams (they change lobes when mivec kicks in)...

i'm just not convinced about a 6a13 mivec just yet... but can't wait to see someone do it

G_A_V wrote:they havent done it yet
also I dont understand how using the mivec heads with a non mivec engine. I thought the only difference (or at least difference to make power) between the mivec and non mivec was the cams were timed according to the revs ( with different cams)
Could you install mivec heads in a gr and turn it in to a mivec engine ?
I would of thought you would have to use the entire top end of the mivec engine

Technically, I dont see why not. You sure can swap d existing head of the GR to a MIVEC HEAD but in order for you to make use of the high end power you will have to use the standard MIVEC pistons (higher comp) not to mention d ECU swap from non mivec to mivec ones. So basically, ders no ppoint of doing the head swap alone....Doing a complete motor swap is much practical.

smorison wrote:yanno the more i think about this.. the more i look at my cams (seeing as i have a spare set)... the more i wonder how the hell you setup the exhaust cams (they change lobes when mivec kicks in)...

Yes looking at the cams with out looking at the rocker set up at the same time would do that.

There is a electricly controlled valve in the rocker setup that opens at a set rpm (6000 rpm ) this directs oil pressure to a differant part of the rocker setup so that a differant part of the rocker setup comes in contact with the differant cam lobe and this cam then takes over operation of the valves. Sorry if it dosent sound right or is hard to understand but it is Hard to explain with out using the parts to show you.