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  1. swe_gvr4_1991

    Clutch -450-600hp recommendations

    I also recomend the TMZ clutch package. I have a old school TMZ TZ/FE with SS-X pressure plate. It have held up for years now. Pedal feel is on the heavy side. But modulation is ok even for street driving.
  2. swe_gvr4_1991

    WTB: 482 MAF sensor

    If you can't source a #482 over there, i can get one for you here in sweden. Shipping will be expensive though.
  3. swe_gvr4_1991

    Need help please!!! ECU issue or not?

    galantvr4503; Shoot me a PM and I will give you my email address so you can send me your tune and I will take a look at it.
  4. swe_gvr4_1991

    FS: badges

    I will buy atleast 2 pcs from you once they are available.
  5. swe_gvr4_1991

    Still fighting bouncy WOT values (FINAL)

    I see two patterns here. One is that the RPM seems to bounce first. The reason for this can't be many. Faulty CAS, or you're limiting power. In your case the limiting of power comes from the rich condition. When I started writing my SwD code I pushed the AFR as rich as it would go to see if the...
  6. swe_gvr4_1991

    Still fighting bouncy WOT values (FINAL)

    I bet that RPM bounce can be felt in the car. What does the log look like if you free rev the car while stationary? Go slowly from low RPM to high RPM. In say 5 seconds time. That way we can see if there is some sort of CAS problem.
  7. swe_gvr4_1991

    68HTA oil feed set up

    The 16G framed turbos should spool very quickly. If they don't there are a few possible reasons. One of the being the tune ofcourse, another is the routing of the intake tract, filter, IC, and piping. I have a super short route for mine. It's not even a total length of 1 meter I think (3-ish...
  8. swe_gvr4_1991

    68HTA oil feed set up

    Boost is at 30 PSI @ 3600 RPM.
  9. swe_gvr4_1991

    68HTA oil feed set up

    You might be correct. But nonetheless it's in the same territory.
  10. swe_gvr4_1991

    68HTA oil feed set up

    I can do the math on that if needed. Since this log was pulled using speed density you can only do a estimation of airflow. If a MAF were connected you could measure airflow directly. This graphs also stops well before the max rev and therefore you cannot estimate the max airflow of the 68HTA...
  11. swe_gvr4_1991

    68HTA oil feed set up

    I run 30 PSI (2 bar). It's a weekend warrior. Yes it's a TD05H CHRA. Boost curve: click
  12. swe_gvr4_1991

    68HTA oil feed set up

    I run my 68HTA from the stock oil feed in the head. No ill effects. Been running it like that for years now. I have a FP oil feed lying on a shelf. Might try it out some day.
  13. swe_gvr4_1991

    The End of Another Part (Clutch Master Levers--NLA)

    I want to buy one from you. Need to have a stock part over here in europe, just in case.
  14. swe_gvr4_1991

    Charcoal canister removal

    When the fuel in the tank warms up during a running engine the vapors expand. This is what the charcoal canister takes care of. The ECU opens/closes a solenoid that leads those vapors into the intake tract so they get burned. If you plug the vapor line you will have a huge build-up pressure in...
  15. swe_gvr4_1991

    Service manual digital files.

    I think the OP is talking about the complete CD collection that Vineet Singh used to provide. There is alot of good info on that CD.
  16. swe_gvr4_1991

    Relay running hot after rewiring fuel pump

    I suggest running the pump directly off the battery for testing. Ofcourse with the relay in place. This way you can eliminate alot of other potential issues. If the heat issue remains then some part of your wiring is to weak/small.Then revert back to the rewire mod and replace the culprit wire.
  17. swe_gvr4_1991

    Relay running hot after rewiring fuel pump

    What amperage is the relay rated at?
  18. swe_gvr4_1991

    Part under mass air flow meter

    Please post your cars VIN number and I will check.
  19. swe_gvr4_1991

    Hesitation at high RPM's - all gears. w/logs. (RESOLVED)

    Good to hear that it got resolved. Keep up the good work and thanks for posting your efforts.
  20. swe_gvr4_1991

    Hesitation at high RPM's - all gears. w/logs. (RESOLVED)

    Your VSS seems to be ok. But you can see the impact on the speed item in the logs when the hesitation occurs. This also indicates a properly working VSS.Those threads seem to hold good info.The MAP sensor itself is not bouncy. It enclosed in a decopuled unit that is designed to withstand...
  21. swe_gvr4_1991

    Hesitation at high RPM's - all gears. w/logs. (RESOLVED)

    At first glance it seems like your CAS is giving out a bogus signal. But before we go there, can you overlay the VSS data too?Do these only: fuel rpm vss afr
  22. swe_gvr4_1991

    Upgraded Camshaft and Base Timing

    I also have 272/272 and I idle at 1100 RPM to keep things happy. If I idle at 850 the whole car shakes. These vibrations may look, feel, and sound cool but it will kill parts in the long run. So +1 on raising the idle.
  23. swe_gvr4_1991

    Is this piston useable?

    Quoting Olson: Clean it up smooth it out and run it.+1
  24. swe_gvr4_1991

    isc 106 failed how do i test when thier is no fpr solenoid or boost sel.

    Easiest solution is to de-pin the ECU connector for those two solenoids since you don't have them anyway. If you ever need to use the outputs again you can re-pin the connector with flying leads.
  25. swe_gvr4_1991

    So, why would my OL thresholds be changed when my speed density was installed?

    My guess is the same as GST's. I think they couldn't get a proper tune in closed loop at idle and part throttle so they did the 0's as a band aid. This is just speculation but there really is no other reason to do that kind of tune otherwise.
  26. swe_gvr4_1991

    ECMLink global fuel VE adjustment excel workbook

    Yeah that's a nice feature. Funny thing is that it's possible to do the same without a MAF, through code. Not on Link tho. That way you can avoid the MAF overrun issue. No official code though.
  27. swe_gvr4_1991

    ECMLink global fuel VE adjustment excel workbook

    This is how I did the passive version of the auto-cal in TunerPro: click
  28. swe_gvr4_1991

    ECMLink global fuel VE adjustment excel workbook

    Wow. I always thought this functionality was already in Link...Auto-calibration has been around for over a year in SwD. I guess it's time to shoot Tom a email and see if he can add it to Link. The step to full on-road auto calibration is small. That was actually what I did first before making...
  29. swe_gvr4_1991

    ISC test with megasquirt

    Yes it's a 6 pin unipolar stepper motor. Here's the schematic from the manual:
  30. swe_gvr4_1991

    ISC test with megasquirt

    Did you wire in the MS yourself? When we installed MS in my friends Volvo years back we simply did away with the ISC and used a stopper on the throttle. Then adjusted the warmup settings in MS. That way the car has perfect idle when warming and once it reaches normal operation temp.
  31. swe_gvr4_1991

    2g ecu in a 1g/gvr4

    I'm with Allan here. The EVO123 ECU is the easiest direct replacement. The plugs are 2G style as mentioned. The CAS is the same type as on our GVR4, Lancers, etc which makes this swap easy compared to a 2G USDM ECU.
  32. swe_gvr4_1991

    What is the best 272 cam out there?

    Don't know if this is gonna contribute much, but you can run HKS 272's on stock valve train. I have ran mine for years. Rev to 8500 max on mine.
  33. swe_gvr4_1991

    [N/A to Turbo conversion] hesitation after 3000 RMPs

    Thanks for getting back with info. Make sure you have the MAF reset wire hooked up also.
  34. swe_gvr4_1991

    Fuel pumps

    You will be more than happy with a in-tank mounted 044. I have ran mine like that for many years. Removed the check valve and mounted a straight piece in place. Starts right up on every crank. Running 47 PSI base pressure on my RC 1000's with max boost of 2 bar (30 PSI). Never once have I seen...
  35. swe_gvr4_1991

    [N/A to Turbo conversion] hesitation after 3000 RMPs

    Quoting GTX: So, here is the question, what needs to be done to JDM ECU to run smoothly with 2G MAF?The bare minimum is to have a chip burnt with the 2G MAF compensation maps in it. The MD165808 ECU (E952 chip) is already setup for 510cc injectors but will not handle the 2G MAF properly.
  36. swe_gvr4_1991

    AEM / Innovate peeps

    That cal table is totally messed up. You should have a linear scale from lowest AFR to highest. Look at your 2 left most cells. They have a huge jump. Your resolution is going to be awful at best.
  37. swe_gvr4_1991

    Oil pressure drops completely after oil thermostat opens

    I know they look totally different. Can you post up pics of them? Trying to find the rated pressures. One of them opens up at 7 PSI or close to that.
  38. swe_gvr4_1991

    Oil pressure drops completely after oil thermostat opens

    Sounds like the thermo just opened and the oil flow went into the oil cooler and simply triggered a low oil state light. Check the level just after the light comes on. Engine off. Then recheck after a few minutes to see how much the level rises. You should lose some oil when engine i pumping...
  39. swe_gvr4_1991

    Crankwalk?

    Was the balance shafts eliminated on this engine? If so how was the inner bearing surface oil hole blocked?
  40. swe_gvr4_1991

    Speed Density setup

    Never use the P-port since it has inherent lag. Also don't use the blow off valve line. Use the FPR nipple or PCV. Most users use the FPR port and it has a nice response time.You can always test for 0 point on your MAP sensor by hooking it up to a 5 volt source and measure the voltage with...
  41. swe_gvr4_1991

    Speed Density setup

    If link shows 0 psi when you select a different sensor than you think you have, then you should trust link since that is what the ECU sees. If you're stubborn and still set a different sensor then all the work will go down the drain.
  42. swe_gvr4_1991

    Technical infortmation for registration of VR4

    I am the admin and i have accepted you.
  43. swe_gvr4_1991

    Technical infortmation for registration of VR4

    Hi! Join the Swedish Mitsubishi Club. We have a few 8G VR-4's registered that are road legal. They would surely help you out. click
  44. swe_gvr4_1991

    Eprom ecu

    Both boards seem to have the IC102 board in them. If so you need to do some repopulation of the boards resistors, diodes, and jumpers.
  45. swe_gvr4_1991

    Upcomming build help (new to the Galant)

    There has been many D4's converted to turbo over here in Sweden. None, not even one has hit 250 hp without breaking the trans. Search for the transmission workshop manual and you will see for yourself that the D4 parts are nowhere close to handling the power. The easiest way is just to import a...
  46. swe_gvr4_1991

    Upcomming build help (new to the Galant)

    Hi and welcome!The GTi has a very weak transmission so that has to change. There are FWD DSM transmissions available from the US crowd. Or are you running a Dynamic-4 Galant? If so then that trans is even weaker. In any case, none of those will hold even 250 hp i'm afraid.
  47. swe_gvr4_1991

    MD131842 ECU

    Great pic of the PCB. It makes it much easier to identify the parts. I have done a few guides of how to convert various boards into USDM. This board seem to be easy to convert aswell. From a quick look i can see that there are various jumpers, diodes and resistor that are in place that must be...
  48. swe_gvr4_1991

    JDM vr4 needs dsm link.

    That is correct. But there is the ABS issue. USDM cars use the ABS pin #11. If your JDM car is also ABS it should be fine. If not you will hear a very loud humming sound from the ABS pump if you have one. The humming is what kills the pump. On a car without ABS there shouldn't be a wire...
  49. swe_gvr4_1991

    MD131842 ECU

    Please post pictures of the ECU board. There can be some other obvious differences to address also.
  50. swe_gvr4_1991

    JDM vr4 needs dsm link.

    The deal with the USDM vs JDM Cyclone code is that in the JDM that part of the code is active since it's hardwired in the ECU, routed to the EGR pin. Cyclones don't have EGR as you know and instead uses this for the Cyclone. On a USDM code the routine is still there but does not activate...
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