Awsome conversions I'd like help with

[foxbrand]

I have some radical modifications that I would like to have some information on what would be possible and various info related to conversions...

6g74 or 6g75 MIVEC cylinder head swap onto a 6g72 engine, is it possible? Also are swapping on the none MIVEC 6g74 and 6g75 cylinder heads? Were the MIVEC and none MIVEC 6g74 and 6g75 engine sold in the US? what is the stock 6g72 cylinder head combustion chamber size? what is the combustion chamber size for the 6g74 MIVEC and the none MIVEC cylinder heads? What is the the combustion chamber size of the 6g75 MIVEC and none MIVEC cylinder heads? With the 6g74 or the 6g75 cylinder heads, what would my compression ratio be for each in the MIVEC and none MIVEC cylinder heads? How would I intigrate the MIVEC so it will work with my ECU? Could I use my stock plenum and lower manifold with the new cylinder heads? I know there are none MIVEC versions of both the 6g74 and 6g75 engines that come in SOHC versions and DOHC versions, if possible could, could anybody give info on swaping these onto my 6g72 engines?

Could I swap in the newer INVECS-II transmission and half shafts from a 9g Galant into my 8g? Do the transmissions in the 9g Galants have diffrent gearing compared to the gearing in the 8g v6 automatics? Are the new INVECS-II a 5 speed gearbox?

Could I swap on the active aero system from a 3000gt VR4 onto my Galant? How would I intigrate it into my wiring system? Could I use the front active aero into my front bumper?

This goes with my first question, I heard that there was a direct inject version of the 6g74 engine, could I swap these onto my engine? Were these engine sold in the US? How would I set up my fuel system to work with both the direct inject and port injection? What are the sizes of the combustion chambers of the DI 6g74 cylinder heads? What cam set up do these cylinder heads use?

Do I have to use a diffrent lower manifold with each of the diffrent cylinder heads? Do only specific plenums work with the DOHC and SOHC cylinder heads? Could I use a Diamante lower manifold with my stock plenum and stock cylinder heads?

Any help with any of these conversions would be appreciated,

[SPD_FRK]

Forget about the automatic transmission, period. If you are looking for performance, given the questions you have asked, the A/T will rob you of power to the wheels. The wiring and ECU side of making the newer transmission work is beyond reasonable, all those sensors and controls run off the newer ECU which is CAN and not OBD like the previous generations of the platform. Find a 5spd and enjoy the power it will put to the wheels, along with the abuse it will withstand for higher HP goals.

The active aero system on the 3K GT, not sure why you would put that on the Galant...but have you taken any measurements? I am fairly certain that the 3000GT is quite a bit wider which will require some fiberglass work to fit onto the Galant. Also, wiring that system in is another issue as I have no information on how they work or how one would activate the system even as I believe that could be part of the ECU controlls on the 3000GT.
Those are a lot of questions to ask...best advice I can give you at this time is to read more on the swap threads here on GT. We have a lot of information specific to the full 6g75 swap, 6g74 swap, along with the Stroker engine setups. For the price of buying a set of 74/75 heads you are muchbetter off doing a full engine swap to one or the other. Whether you run MIVEC or Non-MIVEC heads is up to you, but keep in mind you need a way to controll the MIVEC system. In addition to the MIVEC or Non_MIVEC route, keep in mind that you also have no aftermarket cams available for the mIVEC heads at this time. With the Non-MIVEC heads you can install a set of RPW cams to get more lift over what a MIVEC head would give you. The head CC size is currently unknown as far as I am aware...nobody has taken a set of the heads to get them CC'd.


The 6g75 swap thread covers a lot of the details of what parts you need, what works, and what is best. Be sure to read that thread here and as well as the same topic posted over on Club3g.com.

[foxbrand]

Ok, screw the MIVEC and 6g74/5 cylinder head swap, the 6g72 and 6g74 cylinder heads are exactly the same product, does anyone know about the direct injection 6g74 cylinder heads? Anything?!
SPD, I have to drive some fairly heavy traffic on a daily basis and I am really purposing my Galant for drag racing, I have heard from friends with Eclipses and from my American History (he had an Evo), drag racing takes a huge toll on your clutch if you have a lot of power in the northern end of the RPMs, the purpose of running a 5 speed automatic is that they are allegedly stronger than my 4 speed, I left foot brake so launching on a drag strip for me allow me to get my R/T's in the lower .3's, my reflexes aren't what they used to, but they're are getting better, however, RPD, you do bring up a good point, the automatics suck up a bit of power, I could of sworn that the INVECS transmissions had there own computers, I do know for a fact that aside from the new INVECS autos on the 9g Galants (well first 2 model years) have another gear, there is really no diffrence, same wiring set up, but I would like to know, could this bolt in?

[SPD_FRK]

Ok, screw the MIVEC and 6g74/5 cylinder head swap, the 6g72 and 6g74 cylinder heads are exactly the same product, does anyone know about the direct injection 6g74 cylinder heads? Anything?!
SPD, I have to drive some fairly heavy traffic on a daily basis and I am really purposing my Galant for drag racing, I have heard from friends with Eclipses and from my American History (he had an Evo), drag racing takes a huge toll on your clutch if you have a lot of power in the northern end of the RPMs, the purpose of running a 5 speed automatic is that they are allegedly stronger than my 4 speed, I left foot brake so launching on a drag strip for me allow me to get my R/T's in the lower .3's, my reflexes aren't what they used to, but they're are getting better, however, RPD, you do bring up a good point, the automatics suck up a bit of power, I could of sworn that the INVECS transmissions had there own computers, I do know for a fact that aside from the new INVECS autos on the 9g Galants (well first 2 model years) have another gear, there is really no diffrence, same wiring set up, but I would like to know, could this bolt in?

I am not sure about the direct injection stuff honestly. That may be for the import market stuff possibly.

Your build is honestly more of a street/strip setup than anything. You will need to build heavily around the daily driving conditions for yourself to make it "comfortable" and tolerable to drive as a daily vehicle. Drag racing period takes a toll on parts, not just in any RPM range. Launching, slamming gears, and heat are all factors here. Keep in mind that the newer Automatic transmission in the Galant and 4th Gen Eclipse are all running off a newer ECU (CAN vs OBDII). You will have to do a complete ECU swap, harness, gauge cluster and more in order to control the transmission correctly (no way to controll the additional solenoid other sensors due to the CAN Ecu system).

An A/T trans is good for drag racing, provided it is built correctly inside and out (clutch materials, friction plates, VB line pressures, Torque Converter, etc...). I can tell you right now that there are very few, if any reliable trans builders out there who can really set the A/T up correctly for this platform. I am still skeptical about some of the Torque converters being offered on the market as "high stall," with that it also brings along skeptisim about the materials and work being done to the valve body or full transmissions sold as "race" ready. As far as the 5spd A/T being "stronger" than the 4spd A/T, that is up for debate since not much haas changed in the design. That 5spd A/T is nearly a "copy cat" of the 6spd M/T transmission in the new Eclipse...essentially the same transmission case, just another gear crammed in (read weak points). The 5spd M/T that many of us are running is tried and true, for a good reason...internals are identical to the Evo Transmissions (This should spark a light bulb).

[foxbrand]

like the dual clutch in the new evo?
on an automatic trans post, how effective would cryo treating be? I actually know of a shop that builds transmissions for racing, but they mostly build transmissions for muscle cars and off roading.

[SPD_FRK]

:!: like the dual clutch in the new evo?
on an automatic trans post, how effective would cryo treating be? I actually know of a shop that builds transmissions for racing, but they mostly build transmissions for muscle cars and off roading.

No, if you spend some time reading on the Evo boards you will see a lot of them who are pushing more power are swapping back to the previous 5spd due to the smaller shaft diameters and stuff inside the new 6spd trans (thus why i said same case size with another gear crammed in). The V6 5spd trans is identical to the Evo trans with the main exception being the bell housing portion of the transmission case.

Cryo treatment is great stuff, we actually use it at my work freqeuntly for a lot of stuff. You could do this to some parts, but in the end it still comes down to using proper clutch materials and other modifications. I can tell you from my experience and line of work that I am in, most shops simply use a basic transmission rebuild kit, aftermarket valve body, or valve body components and simply raise the line pressures to change shift firmness. I know for a fact that the average transmission rebuilds and "race built" transmissions people build/sell are not using different clutch pack materials. These components are either one off or mass production (which very few companies do as its very expensive for R&D and tooling).

[foxbrand]

A friend of mine is pushing a lot of power with his 3000gt VR4, I mean a lot, he is at the limit for his MAF, 420 HP, he thinks he can run more power if he changes his MAF, what about swapping in an identical rotating assembley (con rods, pistons, crank shaft, wrist pins, ect.)? Could I also swap on half shafts that are for a 3000gt VR4?

[foxbrand]

Also, I don't plan on pushing out more than 370 hp when I fully build up the 'lant, so, could the automatic gear box take that with cryo treating?

[SPD_FRK]

A friend of mine is pushing a lot of power with his 3000gt VR4, I mean a lot, he is at the limit for his MAF, 420 HP, he thinks he can run more power if he changes his MAF, what about swapping in an identical rotating assembley (con rods, pistons, crank shaft, wrist pins, ect.)? Could I also swap on half shafts that are for a 3000gt VR4?

The 3000GT is a whole other platform, different transmission and drivetrain. That comparison cannot be made with the Galant. You will want to dig more ont he 3K GT stuff, the engine sits 180* from ours.

If you are only pushing under 400hp then you could get by with the stock A/T and a trans cooler, but even then you won't feel the true potential of the power. There is a reason why the 5spd swap is so heavily suggested and done on the Galant platform, hell even the 4cyl folks get a night and day difference on a stock engine.

[foxbrand]

But what about swapping in just the crank, con rods, pistons and wrist pins from a 3000gt VR-4? Also, I will need to uprate my fueling system, what about swapping on the fuel rails from a 3000GT VR-4?

[SPD_FRK]

But what about swapping in just the crank, con rods, pistons and wrist pins from a 3000gt VR-4? Also, I will need to uprate my fueling system, what about swapping on the fuel rails from a 3000GT VR-4?

The bottome end of the 3.0L DOHC in the 3000GT Is essentially the same as what is in our 3.0L SOHC engines. The fuel system will need to be upgraded if you go forced induction, or a stroker setup (though the stroker setup is more fitted on the 3.5L Engine). Pistons you will not want to use from the stock 3000GT, unsure if fitment with the SOHC head is an issue, but if you are doing pistons go with CP or Ross for either boost or high compression.

The fuel rails from the 3000GT are a good upgrade though and will swap right over, check out the tech article section on here about fuel rails and you will see how restrictive the stock Galant rails are.

[foxbrand]

Speaking of stroker kits, do you know of who sells them? I know 3SX has one for 3000GT VR-4's, but the low compression pistons would just kill me for NA use.
Also, could I use bigger injectors for a 3000GT VR-4 on my Galant?
A quick, easy to do and reversable way of disable my EGR would be helpful.

[SPD_FRK]

The 3SX kit may work, but you will want to specify with them if possible to get a set of pistons for your specific compression ratio. I am not sure about the 3K GT Injectors, best bet would be to inquire with "boostzealot" as to what injectors he is running on his setup currently.

The EGR can simply be blocked with a plate, leaving the electronics hooked up is personal preference. I have yet to verify on our platform if the "bucking" issue the Eclipse guys are having from completely removing the EGR solenoids will present itself for us as well though.

[foxbrand]

How much does anyone here know about using forced induction on the 6g72 engine? I might be getting a turbo or supercharger kit sometime, I would just like to have some info on this, I know that a good number of people have turbo kits on there Galants, how effective is this? Anyone have headers go into a turbo? Would they be able to tolerate the boost pressure?

[SPD_FRK]

How much does anyone here know about using forced induction on the 6g72 engine? I might be getting a turbo or supercharger kit sometime, I would just like to have some info on this, I know that a good number of people have turbo kits on there Galants, how effective is this? Anyone have headers go into a turbo? Would they be able to tolerate the boost pressure?

viewtopic.php?f=77&t=577
viewtopic.php?f=77&t=576
viewtopic.php?f=77&t=605

Those links will get you started on the boosted aspect. The exhaust manifolds for a turbo setup are currently one off fabricated parts on the V6 and no other options (including the 3k GT platform) will work. Going forced induction is excellent dollar per HP depending on the turbo selection and other things. Very few on the Galant platform are running the V6 under boost...but there is a ton of ground work that has been layed out on the 6g72 boosted setup to build from.

[foxbrand]

There are turbo kits avalible for v6 Galants, apparently they connect to the stock exhuast, I just recently discovered this

[SPD_FRK]

There are turbo kits avalible for v6 Galants, apparently they connect to the stock exhuast, I just recently discovered this

I would be interested to see these kits. As far as the rest of us are aware Tearstone performance was the only one offering turbo kits of any kind for the V6 platform and they have since discontinued making them.

[foxbrand]

Turbo Specialties has a kit

[SPD_FRK]

Like I said, nobody offers an actual kit for this platform anymore. That kit you refer to is half of what is actually needed, and it is a "half-ass-engineered" product for what a proper setup is suppose to be. Notice they only offer a single manifold and run the turbo off one bank? Poor design, efficiency, and extremely limited turbo choice. Intercooler is also too small for any potential, their "fuel system" is another hint at how they cut corners on stuff.


Believe me, and all of us when we give you advice/information here. A number of us have been working on this platform for a number of years (some nearly a decade), and those of us here on GT truly are the "specialists" IMO on the V6 performance of this platform. We have all collaborated together on different options, interchangeable parts, and more over the years. You can be assured that the information you read and find here is absoultely up to date and correct.

[foxbrand]

Even if I buy the kit, I would just user some parts, the turbo, oil lines, injectors and fuel pressure regulator, if I move the battery to the trunk, I can cut the flange of the manifold and costtruct a up pipe (whatever the hell goes to the turbine and wastegate), then have the turbo where the battary used to be, Turbonetics Spearco has an air to air intercooler that has the intake and output pointed the same direction (one port is on top corner, the other is on the bottom corner), this would cut down on piping, RPW actually has there own brand (I don't know if they just sell them and they're from another company) of intercooler for air to liquid, looping piping around the engine so the intercooler is on the right side, I can route refrigerant from the a/c going into it, this would require less work with the body but I won't be able to use the a/c (in the cabin) and it would have to go full blast to cool the intercooler, I could just buy two manifolds and turbos (not complete kits, just parts) and with some playing around with the piping, I could go twin turbo