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Noob here
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Lol oh and he did post picks in pharms build thread but was then flamed, and the thread locked.

Lol i know i dont post here much and have not contributed ANYTHING to this community, but it seems like the catholic church around here sometimes when new info is brought up.

but meh...what do i know im just a '11 right?
 

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1 r/t 2 envy
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is anybody got a good how to for this or shall that info forever be in the shadows TRADE info for$$$$ anybody interested!!!!! please PM me
 

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Moderator
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There are How Tos all over, you just have to read and ask the right questions.
 

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Rotary fanatic
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anyone have a link for how to mount the 2g subframe to the rear? Ive been searching for awhile and cant seem to find a good DIY/How to?
 

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Chuck Nasty
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2g gsx rear is bolt on. just use gsx gas tank
 

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This is for Mr. Silvertune.

I've been looking at subframes for 10+ years, and I always visit the galant vr-4 forums(with the awd 6a13). The guys over there that do AWD swaps all use the alloy(aluminum) subframe from the v6 and have zero clearance issues. Keep in mind they used 4+ different subframes depending on engine and year.

Here is a pic of said alloy subframe


and others
 

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Oh, and here is another thing. Seems as though mitsu added "extensions" for subframe to chassis bolts on v6 cars. This is why the subframe needs to be modified so much on an i4 car. Not sure if any of this helps you at all, feel free to pm me with any questions.

 

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Discussion Starter #331 (Edited)
Ah, you have found the appropriate place for discussion. I implore you. Importing a subframe is not easy. Particularly given the fact that it also requires a transmission and a transfer case.

The reason the 4 cylinder guys cut the shit out of the stock steel subframes is because that's the easiest thing to do. Domestic cases are over frame setup only, modifying the steel subframe is easier because you can cut and weld without a tig welder or real professional welding skills. Beyond that you need custom spacers to put a V6 subframe on the i4 car.

Now... you can't put a 4 cylinder subframe on a v6 unibody. Putting V6 on the four require some spacers since the frame literally comes down further on the 6 making it geometrically impossible to mount the 4 cylinder subframe on the v6 car. Technically you could try cutting the V6 subframe like the 4 but it's more difficult to brace it since the average mechanic does not weld aluminum. Much less 2"+ thick cast aluminum.

So the only option for V6 guys is what Pep did, import an Evo 6 transfer case. You want the 6 because it shares gear ratios with the domestic cases, so the rest of the swap is the same. A little clearance work and the case sits under the V6 subframe just fine. The problem is the evo 6 case is weak and due to it's foreign nature is expensive to upgrade. Beyond that you still have to get an adapter made to bolt the engine to the block and by the measurements I took today that will require custom axles. Not impossible but not cheap.


So, V6 AWD. Find an evo 6 tcase, adapt the trans to the engine, make a custom rear mount and axle, upgrade anything else as you need for your power goals. Have fun.
 

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Yep. got all that. Sorry silvertune, I guess my findings say start with v6 body to do i4 awd swap. Believe it or not, with the right people finding that subframe is not very difficult. A visit to galant/legnum vr-4 forums and they can easily be had.
 

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AWD & TT
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111 Posts
Welding "aluminum" subframe - is very bad idea, cause of it's not the 7005 or 6061 alloy. You just can't make it stable, even with welding specialist while welding with Argon gas and special welder with electrodes, without welding additional struts/brace to enforce it...
 

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This is for Mr. Silvertune.

I've been looking at subframes for 10+ years, and I always visit the galant vr-4 forums(with the awd 6a13). The guys over there that do AWD swaps all use the alloy(aluminum) subframe from the v6 and have zero clearance issues. Keep in mind they used 4+ different subframes depending on engine and year.
[/IMG]
What you have to keep in mind is that the 8G GVR4 does use a very similar subframe to what is in the 3G eclipse. That being stated, the actual suspension (struts, control arms, etc.) is 2G DSM based. The reason that subframe works for AWD is due to the style of transfercase used on the GVR4. The output of the tcase sits down low, reversed from the EVO style tcase that sits up high. The trans on the 6A13 is very similar to an EVO transmission, bolt pattern and all as the 6A series engines share the same transmission bolt pattern as the 4G6x series blocks.

If you had the Galant VR4 tcase and a transmission that would bolt up to the V6, someone who stated cutting and welding would need to be done would have to eat his shorts. Then again, the GVR4 tcase is not very strong and has basically no diff upgrade options and the diff is an open style. The modifications to the subframe to allow an EVO tcase leads to a much more durable unit that can be equipped with LSDs.
 

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Discussion Starter #336
To run a domestic Tcase requires cutting the subframe. You'd effectively cut the stock aluminum subframe in half doing so. So yes, you'd have to weld.

Nobody is importing a subframe either, chances of them actually bolting up to the car are pretty much nothing. The eclipse 4 and 6 unibodies are different, you can put a V6 subframe on the four with custom spacers but not vice versa, whose gonna spend a grand on a subframe that might not work?

The easiest thing to do by far is import an evo 6 transfer case. You can use a V6 subframe without issue and they're way cheaper in import than a giant subframe.
 

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To run a domestic Tcase requires cutting the subframe. You'd effectively cut the stock aluminum subframe in half doing so. So yes, you'd have to weld.

Nobody is importing a subframe either, chances of them actually bolting up to the car are pretty much nothing. The eclipse 4 and 6 unibodies are different, you can put a V6 subframe on the four with custom spacers but not vice versa, whose gonna spead a grand on a subframe that might not work?

The easiest thing to do by far is import an evo 6 transfer case. You can use a V6 subframe without issue and they're way cheaper in import than a giant subframe.
The Aussie Diamante AWD tranny uses the W5A51like the Evo 7.5 or better yet based off the Evo 7.5 tranny with an Evo 6 transfer case. And the Diamante and 3G and the US 8G Gallant share a very similar chassis.
 

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Discussion Starter #338
The 3G itself has two different unibodies in the context of the front subframe alone. There are more differences also. And that is intermodel and you're saying a different chassis from a different continent might work? There is simply no basis for certainty that any subframe will fit. All the chassis are "similar". Everything is a big fat "might". Hell a cobra IRS subframe "might" work at this rate.

The way I see it at this point is if your not about to drop cash on something then don't open bring it up. It's been proven the v6 frame is fine with an Evo 6 tcase on both the v6 and i4 motors. Shep builds the transfer cases so what's the gripe? There's you option. Cough up the cash or move along.
 

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Diamantes were imported to the US and the majority of the suspension works on the 3g regardless of engine choice. But following Pep method is the most logical answer.
 

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T-Money is T-Money
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Yep. got all that. Sorry silvertune, I guess my findings say start with v6 body to do i4 awd swap. Believe it or not, with the right people finding that subframe is not very difficult. A visit to galant/legnum vr-4 forums and they can easily be had.
the i4 guys can use the v6 subframe on their i4 bodies, I have the i4 body and using the v6 subframe :wavey:
 
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