Dyno 19T HL +AEM EMS+E85 Manual galant VR4 ..We need to talk ..loool..

[SAF68]

Anderz , yes i bought , the prims conrod on eBay : http://www.ebay.pl/itm/Forged-rods-M...item4ac3d788bb

SEAN-NZ , the crankshaft on 6A13 is Awesome , we have exactly the same on 6g72/74 ( 3000GT) and he can support 930awhp easly , don't need to go to billet cranck .

Saf

[SEAN-NZ]

well i stand corrected then lol

[SAF68]

I saw 6g75 crankshaft ( same like 6g72/6g74/6A13) going to 1140awhp and no issue ... Head bolts are bigger on 6g72/74 , but you need to know , that we haven't problem of head lift to 600awhp ... The stock head gasket is the same 6G72 vs 6A13 , is MLS ( multi layer steel ) and on 3000GT , with stock head gasket and stock head bolts , he can support easly 600awhp.
On my red 3000GT , i have headlift problem , but i'm with 930 at the wheels and now i ordered A1 stud and ring fire head gasket , but i have friend in USA run with A1 stud and stock head gasket and made 1000awhp + ..
6A13 engine is awesome , but the conrod are stupid ... we don't need , bigger thortlle body , camshaft or other goddye ... Just a stronger short block , better ignition coils , and standalone ems
Now , i'm @ 1.5 bars (21 psi) and the result is nice : 487awhp with e85 and stock cr piston ... but i was out of fuel ( aeromotive stealth 340 without hotwire) .. i'll order a 485 walbro and hotwire... My futur dyno will be @ 28 psi ( 2 bars ) stronger engine , better fuel pump and i'm sure that i 'll can go easly to 600awhp

Saf

[AKKO]

I hear what your saying but you make a lot of generalisations here, every build is subtely different hence part combinations used will also vary for best results for the given application (like stock turbos, granted different target audience I know).

[SAF68]

AkKO , it's not a generalisation , Mitsubishi is Mitsubishi and crankshaft is cranckshaft .. To make a strocker 3.5 engine on 3000GT with use the 6G74 cranckshaft from pajero .. To make a 3.7 engine on 3000GT , we use 6G74 short block from jdm pajero and 6g75 cranck shaft from the last eclipse 3.8 engine .

The 6A13 vs 6G72 cracnk are exactly the same , just 6a13 is shorter. Mls head gasket are the same , stud head bolts are the same material ... You need to know , that the stock head bolts on 6g72/74/75 are better the ARP ... You need to know that the stock thorttle body ( 65mn i'f im right ) can support 880awhp on 3000GT... An other exemple , now i'm with stock 3000GT ignition coils and my timing is synced . I made 487awhp with stock cams shaft , i don't need to go with regrind or billet cams ..See my dyno sheet ..

521807_593082150702110_1735591634_n.jpg

-Stock shortblock
-Stock intake manifold
-Stock thorttle body
-Stock camshaft
-Stock heads ( no porting )
-Stock valves

what I mean is that you can , what I mean is that you can save many £££££ , just need the right combo parts

Saf

[AKKO]

Not disagreeing but not everyone has your budget/resources...
Others are looking for best they can get without changing turbos for instance and as such requires different approach/parts...

[Adam.Findlay]

AkKO , it's not a generalisation , Mitsubishi is Mitsubishi and crankshaft is cranckshaft .. To make a strocker 3.5 engine on 3000GT with use the 6G74 cranckshaft from pajero .. To make a 3.7 engine on 3000GT , we use 6G74 short block from jdm pajero and 6g75 cranck shaft from the last eclipse 3.8 engine .

The 6A13 vs 6G72 cracnk are exactly the same
Saf

Im sorry what?
6G72TT and 6A13TT cranks are not the same. 6a13tt uses 54mm big ends where 6g72 uses 53mm. 6a is a 81mm bore where 6g is 91+mm so all the bearings journals will be spaced differently (the different bore size also proves that the MLS head gaskets are not the same either). 3000gt's use a 8 bolt flywheel where 6a uses same as late evos with 7 bolt flywheels.
and thats just the differences I know off the top of my head.
The 6g72tt is known for its strong factory bottom end where as the 6a, although it can and has been proven to support 500hp on standard internals is pushing the limit. Sean was correct @zentac did have issues with crankshaft warping and micro cracking causing bearing failure (as far as I am aware).

But on the subject of cranks I am looking at building a motor with "on the cheap" rods and pistons just for the purpose of revving the nuts off it to see how many rpm's the stock crank can take before it flys to bits. (as again zentac is the only one I have seen in all my searching over the years to push a 6a13tt to the absolute limit) if it breaks at well below what I want to rev it to I will be deeply investigating Billet crankshafts.

[c0xxy]

Im sorry what?
6G72TT and 6A13TT cranks are not the same. 6a13tt uses 54mm big ends where 6g72 uses 53mm. 6a is a 81mm bore where 6g is 91+mm so all the bearings journals will be spaced differently (the different bore size also proves that the MLS head gaskets are not the same either). 3000gt's use a 8 bolt flywheel where 6a uses same as late evos with 7 bolt flywheels.
and thats just the differences I know off the top of my head.
The 6g72tt is known for its strong factory bottom end where as the 6a, although it can and has been proven to support 500hp on standard internals is pushing the limit. Sean was correct @zentac did have issues with crankshaft warping and micro cracking causing bearing failure (as far as I am aware).

But on the subject of cranks I am looking at building a motor with "on the cheap" rods and pistons just for the purpose of revving the nuts off it to see how many rpm's the stock crank can take before it flys to bits. (as again zentac is the only one I have seen in all my searching over the years to push a 6a13tt to the absolute limit) if it breaks at well below what I want to rev it to I will be deeply investigating Billet crankshafts.

think that might be a language thing, i read what he said and didn't take it to mean interchangeable but the same technology/materials

[SAF68]

think that might be a language thing, i read what he said and didn't take it to mean interchangeable but the same technology/materials

That's right , thank you ... I said :

The 6A13 vs 6G72 cracnk are exactly the same , just 6a13 is shorter.

Adam , i made many Mitsubishi cars like EVO , 3000GT/GTO , Skyline , Supra etc etc with 700awhp and more , i have master Mitsubishi Tec and EFI tuner confirmed , and i repeat , The stock 6A13 can support 600awhp without problem

AKKO , how many people , owner spend many ££££££ on cars with bad result? It's not budget question , it's only to find the right combo parts ! See with Foxdie on the board and ask for the clutch, i saw many owner with carbonetic clutch or twin disc clutche for 400hp cranck ...Excuse me all , but it's stupid to spend 1000£ on this clutch ...Save the money and take the good parts ... I don't know if you understand my position ?!

Saf

[zentac]

Im sorry what?
6G72TT and 6A13TT cranks are not the same. 6a13tt uses 54mm big ends where 6g72 uses 53mm. 6a is a 81mm bore where 6g is 91+mm so all the bearings journals will be spaced differently (the different bore size also proves that the MLS head gaskets are not the same either). 3000gt's use a 8 bolt flywheel where 6a uses same as late evos with 7 bolt flywheels.
and thats just the differences I know off the top of my head.
The 6g72tt is known for its strong factory bottom end where as the 6a, although it can and has been proven to support 500hp on standard internals is pushing the limit. Sean was correct @zentac did have issues with crankshaft warping and micro cracking causing bearing failure (as far as I am aware).

But on the subject of cranks I am looking at building a motor with "on the cheap" rods and pistons just for the purpose of revving the nuts off it to see how many rpm's the stock crank can take before it flys to bits. (as again zentac is the only one I have seen in all my searching over the years to push a 6a13tt to the absolute limit) if it breaks at well below what I want to rev it to I will be deeply investigating Billet crankshafts.

I use to rev mine to 8500 all the time, what limit are you looking to take yours to. Its the breathing side you need to look at it struggles to get gasses out on standard cams when the rpm gets that high.

[Adam.Findlay]

I use to rev mine to 8500 all the time, what limit are you looking to take yours to. Its the breathing side you need to look at it struggles to get gasses out on standard cams when the rpm gets that high.

lots! 10k is the goal. hence the need to build a test motor before going through the trouble of making a billet crank.
heads will be well ported and I have already half finished a set of billet cams for it too.

[zentac]

the oil pump wont like last at 10k, you will need to go dry sump and if you are looking for decent power a mechanical fuel pump with electric pump primer.

[Adam.Findlay]

the oil pump wont like last at 10k, you will need to go dry sump and if you are looking for decent power a mechanical fuel pump with electric pump primer.

you will be surprised what the stock oil pump can do although dry sump is on the cards.
mechanical fuel pump is unessacary. this is all a wee way off yet. being a student doesnt allow for frivolous spending on expensive car parts

[zentac]

you will be surprised what the stock oil pump can do although dry sump is on the cards.
mechanical fuel pump is unessacary. this is all a wee way off yet. being a student doesnt allow for frivolous spending on expensive car parts

All I'm saying is on an EVO you would need both without question, but no one has tested those limits on the 6a13tt so good luck.

[Adam.Findlay]

All I'm saying is on an EVO you would need both without question, but no one has tested those limits on the 6a13tt so good luck.

thanks. hopefully testing this motor can bring up the strengths and weaknesses of the 6a13 as so far your old one was to my knowlage the highest HP out there

[SAF68]

Hey all ...
Some news of my car
I made a new engine with forged rods , pistons , new fuel pump walbro 485L , new custom head gasket with ring fire , custom 625+ headbolts etc etc etc ... Now engine is very stronger

1455846_743969752280015_1118257195_n.jpg

And this is my new head gasket :
http://www.youtube.com/watch?v=gDBga...ature=youtu.be

I have a racelogic and i recorded the time to make the 100 to 200 kph and this is the result @ 1.5 bars of boost : 9,50s( start 3rd gear and one shift ):

1599464_779402252070098_1592373843_o.jpg

And this some times to make a Versus :

100-200km/h:

2.0 – Renault R25 F1 car (800+ HP / 1,300 lb curb weight)
3.5 – Hayabusa Turbo (316 HP)
4.2 – Yamaha R1
4.3 – Suzuki GSXR-1000
4.5 – Kawasaki ZX-14
4.6 - Hayabusa (stock)
4.6 – Honda CBR 1000 RR
4.8 – Veyron
5.0 – Ducati 1098 S
5.3 – Koenigsegg CCX
5.6 – Suzuki GSXR 750
5.6 – Sportec SPR-1
5.7 – Koenigsegg CCR
5.8 – Mosler MT900 GTR
6.1 - Mclaren F1
6.2 - Pagani Zonda F
6.2 – Honda CBR 600 RR
6.3 - MRC RS6 Dev Car
6.4 - RUF RT-12
6.4 - Carrera GT
6.5 – Pagani Zonda R
6.5 – Kawasaki ZX6-R
6.7 - Enzo
6.7 - s2toy Audi S2 +-600hp
6.8 - GTB 599
6.8 – CBR 1100XX
7.2 - SLR
7.8 - Murci LP640
7.9 - C6 Z06
8.0 - Ford GT
8.4 - 997TT
8.4 - F430
8.4 - 996 GT2
8.5 - MathiasS Audi S4 MRC
8.6 - M6
8.7 - SL65 AMG
8.8 - Gallardo Superleggera
8.8 - M5
8.9 - S65 AMG
9.0 - 996TT X50/Turbo 'S'
9.0 - R35 GTR Stock
9.1 - Gallardo SE
9.1 - MathiasS M3 Supercharged 450pk
9.7 - 996TT
10.0 - E55 AMG
10.1 - DennizM3 E39 M5 450pk
10.2 - 996 GT3
10.2 - Viper SRT-10
10.5 - E63 AMG
10.8 - 993TT
11.2 - AM Vanquish S
11.2 - Audi RS-4 (2007)
11.3 - Audi RS-6 (2003)
11.6 - SLK-55 “Black” series
11.8 - Bentley Continental GT
12.0 - AM Vantage (2007)
12.2 - MathiasS E46 M3 SMG stock
12.2 - S4 B5 Stage II
12.4 - E46 M3
13.8 - Jeep SRT-8
14.7 - Cayenne TT (450 HP)
14.9 - EVO IV
16.4 - Supra TT (1995)
16.6 - WRX STi
17.1 - 350Z Coupe (‘06)

Saf

[SAF68]

Ps:

Stock heads , Stock cams , stock valves , stock thorttle , stock pulleys

Saf

[zentac]

Out of all those theres probably only the F1 car that can beat me I can do 0-130mph in 6sec and 0-167in 9sec

[SAF68]

It's a street car Sir ..

Saf

[AKKO]

Hi Saf, how is this progressing now?