Forged 4G15 - Pick List Continued

Why Forged?
The 4G15 shat a rod, no idea why. /selecting-bearing-piston-sizes-for.html
Instead of just stick another rod in from a spare motor and new bearing and rings the owner decided to freshen it all up!
More photos: /bent-rod-z27ag-4g15-more-to-come.html

I will be going down the same road in about 6months.

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More on our motor - 4G15T

/z27a-4g15-engine-re-assembly-torque.html

Total displacement mL  1,468
Bore × Stroke mm       75.5 × 82.0
Compression ratio        9.0
Compression chamber   Pentroof
Camshaft arrangement   DOHC
Number of valve Intake 2
Exhaust                         2
Valve timing Intake opening  BTDC 34° − ATDC 6°
Intake closing                      ABDC 30° − ABDC 70°
Exhaust opening                  BBDC 50°
Exhaust closing                   ATDC 10°
Fuel system Electronically controlled multipoint fuel injection
Rocker arm - Roller type
Auto-lash adjuster - Equipped

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Parts

/rcolt-rebuild-pick-list-part-numbers.html
& more details below on rods etc


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Generic 4G15 - http://en.wikipedia.org/ 

The SOHC 4G15 displaces 1.5 L (1,468 cc) with a bore and stroke of 75.5 mm x 82.0mm.

A version of the 4G15 was produced with gasoline multi port injection. It has approximately 92 hp (69 kW) on the 1993 Mirage model. There is also a DOHC 16 valve variant which is uncommon. A DOHC MIVEC turbo variant of the engine is also still in production to date (4G15T), serving in the Mitsubishi Colt series, offering 163 hp (122 kW) on the latest Colt Version-R (with exhaust enhancement). The most powerful version yet of this engine is found in the Brabus Smart Forfour, with a total output of 177 hp.

Applications:
Mitsubishi Colt
1991-current Mitsubishi Colt T120SS (Indonesia, 86 PS)
Mitsubishi Maven
1995-2002 Mitsubishi Mirage (US)
Mitsubishi Lancer
Mitsubishi Dingo
BYD F3 (China) 2007-2008 model years 4G15S, EFI, distributor-less ignition
Dodge Colt
Eagle Summit
Hyundai Excel
Proton Saga/Iswara
Proton Satria/Wira
Soueast V3 Lingyue
Smart Forfour
Zotye Nomad 2009
JAC, CHINA
Briance, china

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Some Info via Juri

4G18 crank and stroke that motor to 1600cm
You would be the first to do it with the 4G18 on a 4G15T
4G18 is only 1587ccm compared to our stock 1467ccm (or 1487ccm with +0,5mm pistons - Max on our 4G15T would be +1mm pistons and a resulting 1506ccm)

1st oversize is ok. Gives you also +20cc  -> 1467->1487ccm.

Maxspeedingrods are China but so are most of our parts i guess.

Our stock rods are the same compared to the 4G15 NA engine

Greek guys on a budget only used better rods with stock pistons which were changed to full floating function to boost their cars safely to 280hp.

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Rods - http://www.pauter.com/4340_rods.htm

4340 X-BEAM BILLET ROD / MIT-180-450-1310F 4340 rods for Mitsubishi Mirage 4G15 1.5L
Length = 5.157

Approx Pricing of 4340 C'moly steel
Price each = $215.00US
set of 4 = $860.00US

Pauter 4340 X-Beam Connecting Rods Mitsubishi Mirage 1.5L, set of 4

Pauter Billet 4340 X-Beam Connecting rods for the Mitsubishi Mirage 1.5L engine are precision CNC-machined from the finest 4340 forgings available. Each rod is heat-treated to Rockwell C36 and then full-coverage shotpeened. The rods are then end to end balanced in sets and then final sized on the big and small ends. Each rod comes standard with ARP 2000 bolts rated at 220,000 psi tensile strength and aluminum-bronze wrist pin bushing. Each set comes complete with (4) rods and (8) rod bolts.

Features
- Precision CNC-Machined from E4340 Chrome-moly forging
- Heat-treated to Rockwell C36
- Full coverage shotpeened
- End-to-end balanced in sets
- ARP 2000 bolts rated at 220,000 psi tensile strength
- Aluminum-bronze wrist pin bushings

Pauter offers unique single rib design E- 4340 chrome-moly forged rods. The clean, windage-reducing design and strength of these Pauter rods has proven to be extremely popular with racers, and their consistent high quality and excellent finish has resulted in many satisfied customers.
4340 Billet Rod Specifications:

E4340 vacuum melt chrome moly forging – CNC machined
Heat-treated to Rockwell C36; full coverage shotpeened; end-to-end balanced in sets.
Pauter 220k psi tensile strength MSP220 steel, J-formed, rolled thread racing rod bolts (standard.)
Aluminum-bronze wrist pin bushings (standard.)
EDM pressure-fed oiling to pin available for extra (see below)
Custom pin diameters and center-to-center rod lengths can be ordered at no additional cost. High-performance bearings, tool steel wrist pins and forged aluminum pistons can be ordered specifically coordinated to your rod order (please inquire.)
Keep in mind that we are geared for the production of custom sizes in all engine series.

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Technical information about your Pauter Rods

Bolt Torque
 - ALWAYS oil the threads and underside of bolt head thoroughly before installation!

WARNING!
 - Never assemble rods without thread lubrication.  Incorrect torque figures and/or seized threads will result.

These torque specifications are accurate for engine oil only, moly lubes will not give the same results. After drawing beam and cap together to seat both pieces evenly, torque should be reached in incremental steps of about 10-15 ft/lbs from one bolt to the other.

 - NEVER torque one side completely while the other is loose.

ARP 2000 bolts
 - 5/16"-24 thread bolts (3/8" socket) = 32 ft/lbs
 - 3/8"-24 thread bolts (7/16"/11mm socket) = 50 ft/lbs
 - 7/16"-20 thread bolts(7/16 or 1/2" socket) = 70 ft/lbs
 - Stretch method: .0055"

Rod Cap Removal
To remove the rod cap from the rod body, we recommend loosening and backing out the rod bolts approximately 1/4" then carefully tap on the head of the bolt with a soft-faced hammer (aluminum, brass or plastic) until the rod and cap part at the split line and the alignment sleeves are free.  You can then remove the bolts.

In Case of Rod Beam/Cylinder Bore Interference
Some makes of small bore-long stroke engines may require minor notching of the cylinder block to allow full rod rotation cycle without interference.  This should be done prior to final engine cleaning and assembly.  Allow 1/16" minimum clearance and watch location of oil ring at BDC.

DO NOT MODIFY ROD BEAM!

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Other Manufactures - http://www.mirageforums.net/

*Pistons and Wrist Pins;
- CP Pistons: http://www.cppistons.com/products/sport_compact/
- JE: http://www.jepistons.com/
- Ross: http://www.rosspistons.com/
- Wiseco: http://www.wiseco.com/
- Arias: http://www.ariaspistons.com/
- Venolia: http://www.venolia.com/main.html
- Manley: http://www.manleyperformance.com/sc/
These piston manufacturers will make custom forged or hypereutectic pistons to order.

*Connecting rods;
- Crower: http://www.crower.com/index.shtml
- Eagle; http://www.eaglerod.com/
- Scat: http://www.scatcrankshafts.com/
- Manley: http://www.manleyperformance.com/sc/
- Pauter: http://www.pauter.com/4340_rods.htm
MIT-190-480-1334F[1.8]
These manufacturers will make custom H-beam or I-beam rods to order.

*Crankshaft;
- PowerZone: 4g15 stroker kit (1600cc}
- Scat and Eagle: Custom made to order.{Website locations listed above.}

*Strengthened Fasteners;
ARP: http://www.arp-bolts.com/
Main Stud Kit, ConRod Bolt Kit, Head Stud Kit

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Pistons - http://www.mre-books.com/

Piston-to-Wall Clearance
The right clearance between the piston skirts and the cylinder walls is absolutely essential. If the
piston-to-wall clearance is too large, the pistons rock back and forth in the bore. This prevents the
rings from sealing the cylinder properly, and can crack the skirts as the piston slaps from side to
side. If the clearance is too small, the piston will literally stick in the bore, scuffing the skirts and
destroying the wall finish. There’s a thin line between too much and not enough, but providing the
correct running clearance pays dividends in both durability and horsepower.



[Wiseco]
What kind of piston-to-wall clearance can I run?
A.
The factors that affect this are cylinder wall thickness, whether the block is filled, the overall compression height of the piston, piston material and thickness, and whether a marine engine is to see fresh-water cooling. Most small blocks get .004 piston to wall clearance and most big blocks get .005 due to the use of our 2618 high-strength alloy. For heavy blower and nitrous applications, Wiseco recommends adding .001 to the standard clearance. Special note: Clearance numbers are obtained from measuring the largest diameter of the piston, typically at the bottom of the skirt. All measurements should be taken 90 degrees from the pin centerline.

Machining Recommendations via TDM Enterprises 

Final thing, make sure who ever is maching the engine, does not go wild on piston to bore clearance. I can't recall if it was Blake or Niels, but one of them ran a stupid piston to bore clearance, because his machinist said it was turbocharged. Wiseco are well aware that these pistons are for a turbocharged engine, and give you a recommendation based on this. I think the one in question had 4.5thou or maybe 5 thou. Which is just stupid. I only ever run that size on 4G63/RB26 on engines that would have limited run in time, and are going to see very big rpm and boost. Generally, even for 600hp@wheels, 3thou is sufficient.

Suggest Clearance on Piston Kit Spec sheet is 0.0035 (0.08889999999999999mm)

Spec sheet 1: Bore 2.9920" = 75.9968mm (.5mm oversized)

Spec sheet 2: Bore 3.0120" = 76.5048mm (1mm oversized)

NOTE: Bore Size = 3.0120 & it is measured at the lowest point of the piston skit, or 1.300" from the bottom of the oil ring. Opposing side of the pin.

Gapping the rings - /Manuals/RingEndGap.pdf

What grit hone job? http://www.enginehones.com/technical.html

What GRIT should I order? 
Hone grit is one of those topics that will vary vastly from OEM manufacturer, ring designer to professional engine builder and will depend on how bad the cylinder wear is and whether a deglaze will do the job . If you have a poor condition bore with rust or deep grooves you will need to use a 120 grit hone to remove the rust and remove the deep grooves. Then follow up with the appropriate grit depending on ring application. For a basic deglaze to refresh the engine just use the grit depending on ring type. EngineHones.com has built several engine mules (our guys race too!) to investigate the grit question with on-track results. The table below which was derived from our engines, ring manufactures and technical literature. Our best seller to commercial engine rebuilders and power-sports shops is the 240 grit hone. Our guidelines are as follows:

Iron Cylinder Ring Type:
OEM Iron rings: 180 or 240 grit
Chrome rings: 240 or 320 grit
Moly Rings: 320 or 400 grit
Plasma Rings: 320 or 400 grit
not sure ring type: 240 grit

Manufacturers Recommendation:
Hastings: 240 grit
Akerly & Childs (Ductile Iron): 240-280 grit
Akerly & Childs (Moly): 400 grit
Perfect Circle (Ductile Iron): 240-280 grit
Perfect Circle (Moly): 400 grit
Speed Pro Hellfire (Ductile Iron): 240-280 grit
Total Seal (Ductile Iron): 240-280 grit
Total Seal (Moly): 320-400 grit
Harley Davidson(stock): 320 grit
Wiseco (chrome top): 320 grit
Mahle (Moly/Chome top): 280 grit


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Main Studs - ARP 207-5401 Main Stud Kit
 - 2.0L (4G63) DOHC (2007 & earlier)

ARP main studs are manufactured from 8740 chrome moly steel, heattreated in-house to 200,000 psi tensile strength, and precision J-form threads rolled after heat-treat to create a fastener that has threads 2000% stronger than others. All kits come complete with hardened parallel-ground washers and aerospace quality nuts. Reduce crankshaft flex and main cap fretting with these premium quality main studs. Don’t settle for anything less than the best!

http://arp-bolts.com/pages/technical_torque_us.shtml


INSTALLATION METHOD FOR MAIN STUD KITS /207-5401.pdf
 200,000 PSI 10 mm Diameter

1. To ensure proper thread engagement and accurate torque readings, clean ALL threads in the block. Chase the threads if necessary with ARP Thread Chaser.

2. Clean and inspect all hardware prior to installation. Look for obvious defects or shipping damages, plus proper fit, length and dimension.

3. Screw the studs into the block “HAND TIGHT ONLY”.
NOTE: LOCTITE MAY BE USED IF A PERMANENT MOUNTING OF THE STUDS IS PREFERRED.  THE FASTENERS, HOWEVER, MUST BE TORQUED PRIOR TO THE LOCTITE SETTING UP.

4. Install the main caps and check for binding or misalignment.

5. Lubricate the stud threads, nuts and washers with ARP ULTRA-TORQUE FASTENER ASSEMBLY LUBRICANT. Then install the washers and the nuts onto the studs and tighten them hand tight. ARP recommends using the ARP ULTRA-TORQUE FASTENER ASSEMBLY LUBRICANT that is provided with each kit as opposed to motor oil. This is due to higher friction on the studs as well as inconsistencies in the clamping force of the fasteners when motor oil or other low quality lubricants are used. PRELOAD (TORQUE) RECOMMENDATIONS

6. Following the manufacturers recommended torque sequence tighten the nuts in three equal steps to 60 ft lbs  with ARP ULTRA-TORQUE FASTENER ASSEMBLY LUBRICANT.

FOOTNOTE: When changing from factory fasteners to high strength fasteners, clamping force and tolerances will change, therefore it will be necessary to check the main bearing bores for proper size and out of round condition after installation of the studs and align hone the cylinder block if necessary. The main bores should always be align honed using the same fasteners and lubricant which will be installed during final engine assembly at the recommended preload.

Universal Torque Specs


http://arp-bolts.com/pages/technical_torque_us.shtml

Listed here are the general torque recommendations for most ARP fasteners. Recommended torque is equal 75% of the fastener’s yield strength. Simply read down to the correct fastener size, then across to find the torque value for your application. Always lubricate the fasteners prior to applying torque to ensure accurate readings.

NOTE: The torque values represented here are intended to be for general information only, not for specific installations. On specific installations, where supplied instructions deviate from the torque values listed here, always follow the specific instructions packaged with each kit. Find the instructions for your kit here.

U.S. STANDARD TORQUE VALUES
Recommended Torque to Achieve Optimum Preload (Clamping Force)

10mm 
Torque ARP lube (ft-lbs) - Preload (lbs)

: 54 - 9,970
  :170,000/180,000PSI (1,171 Nmm2)

: 62 - 11,305 
  :190,000/200,000PSI  (1,309 Nmm2)

: 70 - 12,640
  :220,000PSI (1,515 Nmm2)


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Head Studs - ARP Custom Spec - Oversized

Info via TDM Enterprises

- Block drilled and tapped (I would recommend doing this by machine. Worst case scenario, mount and level the block on a drill press. Drill and tap it with the tap in the drill, turn it by hand. That way it will keep it perfectly straight to the block.)

- Head drilled to suit larger stud.

- Oil passage on the head machined to feed head. The stock oil feed is around one of the head studs, you need to open the passage to suit the larger stud. Very simple, can be done easily with a dremel.

Oil port mod is common on the 4G63 e.g. /4g63t-head-oil-port-mod.html

"I have found out a restriction can occur when excessive milling of the head has been done.
Resulting in low/poor oil flow through the cylinder head that can cause lifter tic, cam tower gaulding, and in some cases on turbo engines that feed the turbo oil from a port on the head, to cause the turbo to fail."


INSTALLATION METHOD FOR HEAD STUD KITS
 Part Number: 201-4302 Application: BMW 2.5L-3.2L (M50/S50US/S52US) Inline 6-cyl 
1. To ensure proper thread engagement and accurate torque readings, clean ALL threads in the block. Chase if necessary with ARP Thread Chaser, part number 912-0003 (M10 X 1.5).
2. Clean and inspect all hardware prior to installation. Look for obvious defects or shipping damages, plus proper fit, length and dimension.
3. If the cylinder head studs protrude into a water jacket, lubricate the block threads of the studs with ARP THREAD SEALER.
4. Screw studs into the block “HAND TIGHT ONLY”.
 NOTE: LOCTITE MAY BE USED IF A PERMANENT MOUNTING OF THE STUDS IS PREFERRED. THE FASTENERS, HOWEVER, MUST BE TORQUED PRIOR TO THE LOCTITE SETTING UP.
5. Install the cylinder head(s) and check for binding or misalignment.
6. Lubricate the stud threads, nuts and washers with ARP ULTRA-TORQUE FASTENER ASSEMBLY LUBRICANT. Then install the washers and the nuts onto the studs and tighten them hand tight. ARP recommends using the ARP ULTRA-TORQUE FASTENER ASSEMBLY LUBRICANT that is provided with each kit as opposed to motor oil. This is due to higher friction on the studs as well as inconsistencies in the clamping force of the fasteners when motor oil or other low quality lubricants are used.
PRELOAD (TORQUE) RECOMMENDATIONS
7. Following the manufacturers recommended torque sequence tighten the nuts in three equal steps to 85 ft lbs with ARP ULTRA-TORQUE FASTENER ASSEMBLY LUBRICANT.

Max Length 4.515"

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Head Studs - OEM

Mitsubishi 4G13/4G15/4G18 Elring  -  004.260

MD355550 - AJUSA 81030700 Bolt cylinder head / set 10 pcs /
Cylinder Head Bolts Set Proton/Mitsubishi ELRING 004.260

AJUSA 80032200
BGA BK3394
CORTEC O016813B
ELRING 00426 / 004.260
FAI Au... B1825
MITSUBISHI MD355550
TRISCAN 984204

Application & Descripition
MITSUBISHI
Thread Size M9
Thread Pitch [mm] 1,25
Length [mm] 101
Stretch Bolts
Bolt Head-/Nut Design
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Bearings - /rcolt-rebuild-pick-list-part-numbers.html

Conrod bearings - 4B1130 - OE P# MD143090 - AE Clevite CB1588AL(4)
Mitsubishi 4G15 1468cc Inline4 SOHC 3v 381
Mitsubishi 4G17 1343cc Inline4 SOHC 2v 380
Mitsubishi G13B 1298cc Inline4 SOHC 2v 387
Mitsubishi G15B 1468cc Inline4 SOHC 3v 386

Main Bearings - 5M1124 (Half Groove) - OE P# MD147999 - AE Clevite MS2075P **
Hyundai G4AJ 1468cc Inline4 SOHC 2v 257
Hyundai G4DJ 1468cc Inline4 SOHC 3v 257
Mitsubishi 4G15 1468cc Inline4 SOHC 3v 381
Mitsubishi 4G17 1343cc Inline4 SOHC 2v 380
Mitsubishi G13B 1298cc Inline4 SOHC 2v 387
Mitsubishi G15B 1468cc Inline4 SOHC 3v 386

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Stroked - /jasma-racing-crankshaft-stroker.html

Transplant this JASMA racing stroker cranks into your powerplant and get ready to pump out the power.

Features:
    Heat treated steel
    Nitrided harden
    Full flow oiling
    Profiled counterweights
    Machined for lightness
    Micro-polished to exacting tolerances.
    Straight shot and chamfer oil holes
    Large fillet radius on all journals
    Precious ground, micro polished, balanced & magnaflued
    Cross-Drilled holes for best rod journal lubrication
    Balanced crankshaft
    Greater torque and horsepower
    Similar to original 4G13/15 main and rod journal sizes
    Rod journal 42mm
    Main journal diameter 48mm
    Stroke 87mm
    Weight 11.7kg

    Conversion to 1.6 liter    

    Note :  
     Use standard size 4G13/4G15 main & con rod bearing.  
     U may select to use standard 4G13/4G15 con rod or standard waja 4g18 1.6 con rod.  
     Piston 4G13/4G15 cannot be use.  U may use waja 4G18 1.6 standard piston.
     Original 4G13/4G15 flywheel can be fitted in nicely using all original bolts.
     Original 4G13/4G15 crankshaft stroke 82mm.
     Main bolt tightening crank pulley to crankshaft still using original 4G13/4G15.