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New Owner of 1837/2000

Brett Adams' Galant VR-4

iceman69510

Turn Right Racing
Staff member
Joined
Mar 5, 2001
Messages
10,907
Location
Michigan
Looking good as usual. I really like the magazine montage. I should get a print copy. I wonder if it may still be on the news stand being the last.
 

turbowop

Well-known member
Joined
Apr 29, 2001
Messages
11,971
Location
Yakima, WA
Looks great. In The News did mine too back in the day. They do nice work. Mine hangs in the garage now next to the car.

I'm surprised you went to the smaller diameter slave with the twin. I actually preferred the larger one since it required less throw. Then again, my twin was an old, non-gear drive Quartermaster. Maybe they release a bit different. With my single I'm back to the red 3/4" slave.
 

GSTwithPSI

Well-known member
Joined
Jan 1, 2012
Messages
3,442
Location
SoCal
Quoting bobdole:
Looks super nice.


Thanks, Charles. Digging the new Delica!


Quoting CutlassJim:
What are the sources of the two different slave cylinders?


The green is OEM, the new one I picked up from RockAuto.


Quoting iceman69510:
Looking good as usual. I really like the magazine montage. I should get a print copy. I wonder if it may still be on the news stand being the last.


Doubt it, but you may get lucky. I tried to pick up a few copies late in the month and they dried up quick.


Quoting turbowop:

Looks great. In The News did mine too back in the day. They do nice work. Mine hangs in the garage now next to the car.

I'm surprised you went to the smaller diameter slave with the twin. I actually preferred the larger one since it required less throw. Then again, my twin was an old, non-gear drive Quartermaster. Maybe they release a bit different. With my single I'm back to the red 3/4" slave.



Pedal pressure was never an issue, so the travel is what I was after. It's a struggle to drive on the street with the twin sometimes. I was just trying to get some extra travel, which I hoped would make it a bit more tame. It definitely helped, but it's still a bitch in heavy traffic, and stop and go. I do miss the drivability of the single disc setups, but then again, I don't really drive the car enough for it to really bother me. It does shift like butter at 9k, so there's that as well...
 

slugsgomoo

Well-known member
Joined
Oct 16, 2003
Messages
3,737
Location
Tacoma, WA
Brett, have you put a 2g accumulator on your car? With the 2g FWD slave, and the accumulator, it slows it down and gives you a bigger window so you get some actual feel. People who haven't driven a twin still had problems driving my car smoothly at first, but it's definitely much easier once you get a couple miles with it. The hardest part was that I bought a brand new accumulator, and the OEM hydraulic line is NLA so I had to make my own. I'm SS to the accumulator, and then hard lines on the accumulator & accumulator to slave for mine.
 

GSTwithPSI

Well-known member
Joined
Jan 1, 2012
Messages
3,442
Location
SoCal
I knocked out a few little projects on the Galant over the lest few months. I started by replacing all the turbo coolant lines with stainless braided lines. I added DEI fire sleeves to hopefully extend the life of the lines since they see so much heat due to the proximity to the turbine housing.
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My battery sh*t out. The car usually sits for long periods of time, and I never remember to put it on the tender. I think age and the lack of use took their toll finally, so I just picked up a new Optima red top. I remember back in the day when you could pick one of these things up on sale for $119 bucks, these shits are expensive now!
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In a last-ditch effort to make my QM twin more tame and streetable, I decided to add the 2G clutch accumulator everyone always suggests. All said and done, it made a tiny improvement, but overall the clutch still sucks ass to drive on the street. I think I can chalk it up and say there's nothing I can do to make this thing anymore enjoyable to drive when I'm not balls out banging through the gears...She's just never gonna be a lady in the streets.
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Found what were probably some of the last Super Street hard copies left on the shelf in the San Francisco airport while I was flying on business. It was cool I found a few of the older issues featuring the Galant, but also sad knowing these copies would be some of the last ever to be seen on the newsstands.
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Aaaaaand a few pics just cuz. Thanks for following along.
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bobdole

Well-known member
Joined
Aug 23, 2007
Messages
834
Location
U.K.
Looking good as always.
 

iceman69510

Turn Right Racing
Staff member
Joined
Mar 5, 2001
Messages
10,907
Location
Michigan
Hey Brett,

How about some photos of those turbo braided lines installed? I'd like to see how that worked out.

Sizes? What are the push lock type fittings for, one of the water lines?

Thanks.
 

slugsgomoo

Well-known member
Joined
Oct 16, 2003
Messages
3,737
Location
Tacoma, WA
if you got extra copies, I'd buy one from you. I was never able to find one in print sadly /ubbthreads/images/graemlins/frown.gif
 

GSTwithPSI

Well-known member
Joined
Jan 1, 2012
Messages
3,442
Location
SoCal
Well, it's been a interesting couple months with the Galant.

I don't drive the car much, but a few weeks back I started noticing the car was running funny as boost started coming on. I didn't think much of it at first, but soon realized the problem was getting worse. I loathe wrenching on the car these days, so some irrational part of me just hoped the problem would fix itself...But of course, that didn't happen. Since I rarely ever have issues with the car (it's been years at this point) I just think I got a little too spoiled.

So, into the garage I went to start troubleshooting.

I initially thought it was an ignition problem. I swapped out my COP for a OEM coil to no avail. On to my next suspicion, fuel.

After much dicking around, I found increasing the fuel pressure at the regulator made the car run better. My initial thought was my A1000, which are notorious for wearing out prematurely on E85 exclusive cars, was failing. Since I've been wanting to take my fuel system from way overkill to something more reasonable, I figured now was the time to make some changes. I decided to ditch my A1000 and dual 340 in-tank setup for a single Bosch 044 and Bosch Motorsport BR540 in tank fuel pump. Now, what I didn't realize is that finding a NOT f***ING KNOCKOFF 044 pump these days would be nearly impossible. So much so in fact, that I had to order my parts from EFI Hardware in MoFuckiN AUSTRALIA.

WAT?
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Anyways, after some waiting for parts to get shipped around the entire world, I got the new pumps and did a quick clean install, ditching the Aeromotive stuff for all new German engineered Bosch greatness.
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Annnnddd...Naturally, all my new parts didn't fix anything and I was left back at square 1 troubleshooting again LOL

By this point, I had also added a fuel pressure sensor that I could log with ECMlink. I used that to grab some logs, which didn't really lead me to any definitive conclusions. Fuel pressure (and the regulator) seemed to be working fine.

I went back to the fuel pressure regulator, and once again found increasing pressure made the car run better. At this point, I started to think my injectors were the culprit. In retrospect, this should have very obviously been my first check, but I digress. Can;t be great all the time I suppose.

I pulled the lines, fuel rail, injectors, and fuel filter, and confirmed some of my suspicions:
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The filter was full of this mood dust sh*t. When wet, it was solid. As soon as it dried, it crumbled into nothing. At this point, I was convinced my injectors had ingested a metric shitload of mood dust, and needed a good cleaning. So, I sent them off the FIC, who confirmed that suspicion:
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Once FIC sent me the flow sheet confirming the injectors were likely at fault, I started putting the pieces together:

1) The car sat while I was on deployment with E85 in the tank for nearly 8 months (f***up #1)

2) When I got back from deployment, I upgraded the fuel feed line with a 6an tank to rail, and swapped from a 10 micron paper element to a 40 micron stainless (f***up #2 and #3...you're not supposed to use paper elements with E85 and 40 microns doesn't filter out all the particulates).

3) The combination of stagnant fuel coupled with the 40 micron filter element let debris in the system pass into the injectors, clogging them up.

Somehow I couldn't put all thins together until this point in time.

So, got the injectors back from FIC and installed them in the car, crossing my fingers and hoping my issue would be fixed.
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Additionally, I wised up and decided to run a dual filter setup to try and minimize and future occurrences of this happening. Probably overkill, but whatever. The 818 filters are cheap insurance. I decided to fabricate a Fuel Lab 818 dual fuel filter setup with a 40μ stainless element feeding into a 6μ fiberglass element (all E85 compatible this time...). The dual pass filters just before the rail should take care of any crap heading toward the injectors.
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Put everything together, and used ECMlink to activate the pumps and check for leaks. With everything dry, I cranked the car up and went for a drive. SMOOTH AS BUTTER. In fact, this thing hasn't ran this good since I had it out at Streets of Willow.

With the car finally fixed, I kinda fell in love with it again. I wonder if I'm ever going to be able to let it go, or if this thing is legitimately a forever car...

Lastly, I don't get everything right. I share with you all in hopes you don't f*** up the same stuff I do. Live and learn. But please, do learn 🤣

Thanks for following along (y)
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david

New member
Joined
Jul 24, 2015
Messages
2
Location
Richfield, MN
Some of you guys might remember a while back when Anthony (oldman tau) originally put 1837/2000 up for sale, but then decided not to sell it. I told him if the day ever came and he changed his mind, to let me know. Well, last July, Anthony gave me a call. Shortly after, 1837/2000 was mine. After a long wait, I finally got it shipped cross country here to the East Coast. It's nice to have a VR4 in the garage again. /ubbthreads/images/graemlins/smile.gif


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