Have a search in the archives- datsik has done the conversion and reckons that it was hard work. Shame cos the 20v is a killer engine.

Pro 240c- I'm going to head in to see malcolm crockenberg about the conversion- he has got an engine in stock so hopefully I'll be able to get some photos, measurements and a bell housing stencil to see if its possible. I'll keep you posted.

Sunnys do rule.- That's what I reckon too but you have to consider that one day you might want to get rid of it- I dont want to build a ride that's so "unique" that no one else wants it

Weight was one of the main reasons I was considering it in the first place. I havent got any figures for the mivec, but from memory an A-15 is 93kgs, a CA18DET is 128Kgs and a SR-20DE is 139kgs..... The way I figure, with the SR, an extra 45kg (plus bigger brakes) over the front axles cant be a good thing.
The Mivec would have to be lighter than 139kgs and has more power (but a bit less torque) and revs harder.

Been looking about on the net for 4G92 MIVEC info and there are a lot of people out there who reckn they dont come up with the goods on the dyno. Could just be chatrooms perpetuating buls**t though

That's one seriously expensive half cut... I think there's a fair bit of demand from the westfield & PRB crew. It would make a killer conversion tho

Killer1200- my first brilliant Idea was a honda vtec uniill I found out the bloody things run backwards, but I'm still here fishing for originality.... I've got "approval in principle" for a CA18DET conversion which has a lot more potential, but the CA's are getting a bit long in the tooth and arent going to look too flash in 5 years time

Pro240C- I had thought a bit about the gearbox issue- celica conversion was the obvious choice...... Is it just a matter of grafting a bellhousing (with appropriate spacing and alignment) onto whatever gearbox you want?? Perhaps somthing from the light commercial range . Then match the clutch to the gearbox and machine & redril the flywheel to suit?
I am pretty sure the gearbox for the MIVEC is the same design, bellhousing etc (just doifferent ratios) as the rest of the mitsubishi front drivers, cos there is a mob over here that does conversions into lancers & mirages. Finding a cheap donor bellhousing from a knackered gearbox should not be to difficult.

I have read the threads about 4-AG and rotary conversions and I agree that it is better to keep it nissan....(I dont want to start that debate up again!!!!) But, if you want 120+ kW normally aspirated 1.6L that runs unleaded and gets good economy when youre not fanging it, there is not a lot in the nissan stable that will do the job. The only potential contender is the SR-16VE and the last time I saw a half cut advertised it was $7k!!! and it is FWD only so the dizzy is in the wrong spot etc.

The Mitsuibishi MIVEC 4G92 1.6l (131kW) has a crank angle sensor (no Dizzy probs) and the coolant outlet does not come directly out the back of the head as it does on many front drivers.

Has anyone looked into this conversion???

So 40's are worthwhile if the motor is built and still give a noticeable bit extra on a stockie..... But is it worth the extra money over a 32/36 downdraught?...... or a set of SU's??

I've got a pair of 1.5 in SU's on an L series manifold, but they need a full recond- I'm trying to decide if its worth the effort to sort them out and find/ fabricate a manifold for them. The engine is an A-15 with mild cam extractors & lightened fly & stock carby..... goes alright but not great, still takes about 10 sec to get to 100

First I'd seen of it, but I dont spend a lot of time here...... yet.

Nice avatar woodydat, I had to read it a couple of times before I got it

You should be sweet with the new block as long as you get it bored out to fit the pistons. You want to get your crank balanced to the pistons and rods you are using, but putting them in a different block shoudnt make any difference.