B-Line Performance
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I like it. Reminds me of this guy who put one in his Mighty Max...
Pajero Mk2 SWB MIVEC Build
- Thread starter CharlieNorth
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CharlieNorth
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I looked at his build when I was planning mine. He is losing a massive amount of power running the horribly restrictive intake and an ECU that will not properly control the engine with it's staged maps. I expect at best he would see about 240 - 250Hp, down a bunch from the factory claim of 265. Once tuned I will be seeing the high side of 300. More than one tuner is saying with the long tube stepped headers in the 320+ range. We will see what the truth will be. Either way it should be interesting compared to the 3.8 high compression DOHC I have been driving going on 15 years now in my SR.
B-Line Performance
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Looks like he made some improvements here. Isn't that the SR manifold, dual plane?
CharlieNorth
Well-known member
Not the dual plane, that looks to be a 97+ intake, decent but nothing special for what that engine would like.
I looked into that one, the throttle is considerably smaller than what is on the Galant or Eclipse, the runners are straight, not tapered. I am sure it is fine for mid power but leaves quite a bit on the table.
I expect I will be changing to the 3.8 Endeavor intake, the big plastic FWD one. This will offer the most mid range power the engine can offer. But the original Eclipse intake will be fine for my build and get this running.
He shows that he is running a 3Kgt NA ECU, last I knew these lack the dual mapping needed unless there is a new code I am not aware of.
I looked into that one, the throttle is considerably smaller than what is on the Galant or Eclipse, the runners are straight, not tapered. I am sure it is fine for mid power but leaves quite a bit on the table.
I expect I will be changing to the 3.8 Endeavor intake, the big plastic FWD one. This will offer the most mid range power the engine can offer. But the original Eclipse intake will be fine for my build and get this running.
He shows that he is running a 3Kgt NA ECU, last I knew these lack the dual mapping needed unless there is a new code I am not aware of.
Toasty
Looking for that thing i just had in my hand...
That was the reason i opted for the v8 swap, I didn't fully trust the efficiency of the aftermarket ECU operating the MIVEC and intake in an on/off manner. Leo explained it to me and how it could make even more power with proper tuning but it sounded like it was out of my realm, plus having owned a factory MIVEC Outlander GT i'd be super disappointed if it didn't function exactly as i'd expect it to. Had i known the Eclipse PCM would control the V5A51 i would have gone that route instead of the 1UZ/A650 route. Oh well, i'm committed now.
CharlieNorth
Well-known member
A viable option but harder to source is the manual transmission Eclipse Mivec. If not just for the ECU. Engine is the same. Sourcing the tuning is still a bit stupid but you can run any of the simpler transmissions be they manual or auto. I would not expect the manual setup is much different than the V8 swap other than the engine / trans sets in easier. The true time consuming part in mine is the driveline is all electric. There are over 150 wires needed to make this happen. 20 or30 do not need to be touched, the rest do.
There are simpler ways to do the install but I do not care for the compromise just to say I have a MIVEC. That Mivec pickup is a nice toy, I am building a tool.
When I swapped the '05 Galant 3.8 under the '95 3.5 DOHC heads I was ********** impressed with the overall power. The Galant has dome pistons while the 3.5 DOHC has dished. I have not verified it since I never took the time to CC these but I expect it has the better part on 12:1 compression. Runs fine on Non ethanol pump gas and with that compression quite good with ethanol but the fuel yardage sucks. I can tow a 9K gross through the hills fine but the gear ratios are far from optimized. Too wide a ratio.
There are simpler ways to do the install but I do not care for the compromise just to say I have a MIVEC. That Mivec pickup is a nice toy, I am building a tool.
When I swapped the '05 Galant 3.8 under the '95 3.5 DOHC heads I was ********** impressed with the overall power. The Galant has dome pistons while the 3.5 DOHC has dished. I have not verified it since I never took the time to CC these but I expect it has the better part on 12:1 compression. Runs fine on Non ethanol pump gas and with that compression quite good with ethanol but the fuel yardage sucks. I can tow a 9K gross through the hills fine but the gear ratios are far from optimized. Too wide a ratio.
B-Line Performance
Member
Take a look at the last video again. Its dual runner.
Toy vs tool? Is your 2 door Montero going to be a work vehicle?
CharlieNorth
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CharlieNorth
Well-known member
Oh, and to answer, multi use vehicle, Trail rig but no intention to drive over stone walls as I did with my Turbo Gen1. Weekly trips into town when not in my '72 Colt or the GVR4, we do not drive daily. And towing, either my Glastron CVX 20 or my Superboat, Neither are a tough pull but when my car trailer is up to full load that gets felt.
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CharlieNorth
Well-known member
I stand corrected, I had not looked at the 3rd vid you were referring to. and yes, that is the earlier SR manifold.
Not my favorite manifold but others might have different experience. My findings with my 3.8 SR conversion I could not detect any improvement in low end power or fuel consumption at low RPMs with the changeover in runners. In my case I would say the transmission downshift point could well be masking any improvement the long runners might offer. In my 90K + with this motor it only recently could be lugged down low, such as 35mph uphill in overdrive. And that is only when below freezing out. I am thinking the cable from the throttle to valve body might have stretched or such over the decade. It now acts like a manual trans in 5th gear torquing along running slow.
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CharlieNorth
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CharlieNorth
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Today I am continuing with wires. The 08 Eclipse PCM has five connectors on it. Three of them are discrete for the driveline while two interface with the chassis. Those are where I have been concentrating recently. I spent a bunch of time with the powertrain previously allot of which was interfacing the engine to the transmission.
An interesting thing I find, this Pajero is wired for most accessories such as the headlight washers, cruise control and such while those two mentioned were not installed. The HL washers I am installing with bits from my second SR. I do need to source the earlier Non airbag column switch though.
The cruise control on the Gen2 and 2.5 rigs need multiple devices added to utilize but this is pre-wired for them. The later TBW rigs, 95% of the system is internal to the PCM. All I need to make a functional cruise system is to ad the steering wheel mounted switch assembly with two small gauge wires into the PCM. The brake pedal switch needs to be swapped from this 2 wire to a 4 wire switch and a few changes to wiring in the interior wires since multiple switches and devices are not required. My swap I so far have made no changes to the wiring or chassis, as in my swap is plug and play and is reversable to stock diesel config.
Here are a few pictures where I am playing, or is this work. I set up a folding camp table in the living room where I have floor to ceiling windows. Being it has been snowing out for a few days now it is not bright light coming in. A bit easier on the eyes.
An interesting thing I find, this Pajero is wired for most accessories such as the headlight washers, cruise control and such while those two mentioned were not installed. The HL washers I am installing with bits from my second SR. I do need to source the earlier Non airbag column switch though.
The cruise control on the Gen2 and 2.5 rigs need multiple devices added to utilize but this is pre-wired for them. The later TBW rigs, 95% of the system is internal to the PCM. All I need to make a functional cruise system is to ad the steering wheel mounted switch assembly with two small gauge wires into the PCM. The brake pedal switch needs to be swapped from this 2 wire to a 4 wire switch and a few changes to wiring in the interior wires since multiple switches and devices are not required. My swap I so far have made no changes to the wiring or chassis, as in my swap is plug and play and is reversable to stock diesel config.
Here are a few pictures where I am playing, or is this work. I set up a folding camp table in the living room where I have floor to ceiling windows. Being it has been snowing out for a few days now it is not bright light coming in. A bit easier on the eyes.
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CharlieNorth
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Today's current task is making new mount brackets for the AC compressor and alternator. I am utilizing the 08 Eclipse parts which one might think to be real easy, BUT, there is always that simple yet complex word, These need to be raised up since they are sitting over the front Diff. The work is not nasty but entails new brackets to the engine. This is the first trial hanging of a 110A alternator about 2" higher than original. I might need to wait till I pull the engine to go much further but I do have a new set of '05 Galant heads that could be set on a block to build on.
I did more machining on the upper bracket and the alternator now sits where it should, I think. As such I updated the Pics
I did more machining on the upper bracket and the alternator now sits where it should, I think. As such I updated the Pics
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CharlieNorth
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Belts are available in 10mm increments of length. Once the AC compressor is mounted I will measure what I need.
This will be done with the PS pump as well. This engine was only fitted with a pump for rack & pinion. The flow rate and pressure of that pump is considerably different than what our recirculating ball steering need such that there will be custom work on that as well.
This will be done with the PS pump as well. This engine was only fitted with a pump for rack & pinion. The flow rate and pressure of that pump is considerably different than what our recirculating ball steering need such that there will be custom work on that as well.