A PROTON SATRIA GTI WITH 156KW AT THE WHEELS THANKS TO 4G63 TURBO POWER!
Who would've thought a bit of inbreeding could open so many doors? No, we're not talking about strange Uncle Irwin and his 'little problem', rather the day Mitsubishi decided to hand its aging Lancer/Mirage platform to Proton. Not surprisingly, Mitsi didn't palm off its better engines as part of the package deal, but what they did offer had some major design similarities to the rally-famous 4G63 turbo motor - and that's left the door wide open for aftermarket tuners to mix uncles an nephews...
Ivan Yeoh - the new owner of Adelaide's RPM Performance Centre - recognised the immense power-to-weight potential of slotting the bulletproof 4G63 2.0-litre DOHC turbo into the snout of a Proton Satria. He's seen a couple of these conversions in Malaysia and thought, heck, why not be the first in Australia? The split second after making up his mind to go ahead with the project, Ivan picked himself up an immaculate second-hand Satria GTi; the GTi model having its fair share of appeal with a body kit, big rims, an eye catching trim, sports suspension and more power than the base Satria models.
Ivan says the standard Satria GTi handles very well - Lotus can be thanked for tuning its suspension settings - but the 103kW 1.8-litre DOHC motor was nothing scary. Even after the fitment of a trick 2-inch 'split' exhaust with twin polished JUN B.L. mufflers, straight-line performance was not a strong point - especially not compared to Ivan's (now sold) light tuned R32 Skyline GT-R... Anyhow, the Proton 100,000 kilometre new car warranty went out the window when the guys at RPM hauled out the original 4G93 motor and dropped in an ex-Galant VR4 turbo import engine. With both engines based on a similar Mitsubishi design (the 4G series), the conversion was relatively straightforward requiring grinding some webbing off the inside of the gearbox housing, fitting an early Evo engine mount and a 500hp Bosch fuel pump fed by the standard Proton pump. Oh, and a vent had to be added to one side of the bonnet to gain enough clearance against the timing cover. Even the standard Satria transaxle bolted to the new mill, with a machined flywheel and Extreme ceramic button clutch slotting in while everything was apart.
For the first few months, Ivan ran the new turbo engine using the VR4 computer and loom, which came supplied with the engine. With the intake and exhaust systems requiring complete revision, however, a K&N pod filter was attached to the Mitsi airflow meter and a custom 500 x 250mm front-mount air-to-air intercooler was built to suit (involving flicking the standard driving lights). This is plumbed from the compressor to the throttle body using ceramic-coated mandrel pipes and silicone hoses, with a Turbosmart Type 3 Supersonic blow-off valve audibly announcing sharp throttle lift-offs. On the other side of things, a 3-inch mandrel front and intermediate pipe accepts post-turbocharger gasses while, at the rear, that too-good-to-chuck twin muffler arrangement is obvious to see.
With boost pressure set to a mild 13 psi, Ivan's Satria was given a thrashing on RPM's in-house Dyno Dynamics chassis dyno. The result? A rampant 136kW at the front tyres - around 70 percent more power than the stock powerplant...
The next progression was to ditch the VR4's notoriously restrictive Karman vortex airflow meter and the standard ECU. Just as soon as the stockie EFI hardware hit the bin, a MicroTech LT8 programmable system (with an internal map sensor) was been wired in and tuned. Furthermore, now with absolute control over ignition timing and air-fuel mixtures, it was decided a little more boost was in order.
With a high-low switch working the standard TD05 turbocharger to deliver up to 17 psi, the Satria clawed its way left and right on the dyno rollers kicking out an impressive 156kW at the wheels; we're now talking almost double the original power of this already supposed hot hatch! Ivan noted that boost pressure did drop off through the top-end of the dyno run, however. At this stage, it's assumed the stockie turbocharger is being pushed to its limits.
And - speaking of pushing to its limits - a 156kW ATW Satria is a real handful on the street. Despite the fitment of adjustable Koni dampers, Ivan says neglecting to feed the power in gradually causes bulk wheelspin - in first, second and third gear... Still, it's great fun being able to scare Rexes in-gears!
Inside, the Satria GTi already has a fairly comprehensive caboodle. There are grippy Recaros, leather wheel, power windows, carbon fibre look dash inserts and an aluminium gear knob. All Ivan's had to do is slot in an Autometer boost gauge and a shift light - oh, and a thumper system. Killer tunes flow from a Clarion CD/tuner head unit to JBL 2-way front and rears, dB Max tweeters, a 1000-watt amp and a Sony X-plod 12-inch subbie in a ported box. Weight isn't such an issue when you can dial up max boost at the flick of a switch...
As the new owner of RPM Performance Centre we wouldn't be surprised to see Ivan's car tucked in the corner of the workshop, with any spare time focussed in its direction. There's still more to be done, y' see. To achieve Ivan's goal of someday running an 11-second quarter mile pass (yep, you read right!) there's a big turbo, aftermarket traction control and a pair of slick drag radials working their way down the pipeline.
With an end result like this it's no bad thing that the Satria once swam in the Mitsubishi gene pool!
No comments:
Post a Comment