4G32 Valve Spring

[Torana68]

well I just checked some Mits books and :
No 2 32 60 63 29 early 70's non pollution chain drive
No 6 24 64 67 21 GSR Lancer (8 74 book and an earlier book) chain drive

we did have all the specs on here but they got deleted both my Mits books spec the No 6 for the Lancer GSR engine, which book you got that says the GSR had a no 2 with no 6 specs?
Roger

[toruhiwi]

That's the 10/74 publication which is a Chrysler Engine one, reprinted from the Jap one I would think. Covers 4G33, 4G32 and 32GS engines. (Galant A53, A54 and Lancer A72)

Those figures you have for the #2 are the same as GTO cam. Do you think they had 2 different #2s, early & late?

Baffling.

Roger

[Torana68]

well I can only hope they confused themselves if its a Chrysler one thats definately possible otherwise there is a chance of getting a pretty crap No 2.... (mine were all Mits quotes not Chrysler ones)
Roger

[toruhiwi]

Was editing my previous post...take a look

[kodos]

I'm not going to enter into an argument with the spec gurus lol (just jokes guys)
BUT, physically comparing the #6 and the #5 cam, the lift on the #6 is no where near the #5 regardless of timing
Just my 2c
Oh and I'm no engineer either, just commenting on what my aircraft trade books told me about reverse wound dual valve springs

[shuggy]

standard #1 chain drive cam is as follows
in 20 - 48
out 51 - 17

stock gs chain drive cam
in 24 - 64
out 67 - 21
(published October '73)

#2
in 32 - 60
out 63 - 29

#6
in 24 - 64
out 67 - 21

so #6 is the same as the GS cam

and here are the 4g30 (1.3) and 4g31 (1.5) and 4g31gs stock cam specs

4g30
in 18 - 50
out 48 - 20

4g31
in 20 - 48
out 51 - 17

4g31GS
in 32 - 60
out 63 - 29

[toruhiwi]

Roger,
No argument here, I didn't expect a GTO or GS (#2 or #6) cam to be anywhere near a #5 in lift or timing.
Just trying to identify some of the cheaper/more available options.

The #4 I have is, I think, classified as a mild track cam and is closer to the #5, which one might classify as a rally cam.

No specs for #4, #5..... anyone....???

Shuggy,
Thanks for that info. I have none on the 4G31GS. It seems to confirm there was an early #2/GS and a late #2/GS. Changeover time seems to overlap in different applications, '72/'73 mostly. In reality, little between them.

Roger

[77GDWAGON]

From the info i have

No. O cam 1.3/1.5 (i have one)
No. 1 1.4/1.6 early ( edit; another book shows 1.2 4G36)
No. 2 1.6 GS
No. 3 1.7 GTO
No. 4 Factory works cam for C1 option on GS motor
No. 5 Factory works cam for C2/3 option with factory works flat top pistons (46/74 77/43)
No. 6 1.4/1.6 pollution motor
No. 7 i got this from a jap import motor that had heaps of pollution control crap

[shuggy]

with pollution cams, arent they designed so that to have longer lift so that the induction of exhaust gas into the intake doesnt stunt the power as much?

this would mean that a pollution cam is still a lot better than a stock

im pretty sure i have a pollution cam in mine being a mitsubishi Cold RD '87 engine, and it goes alright, sounds awesome on open throttle

[shuggy]

i just saw in tiny writing in my '73 engine book..

(camshaft identification mark: 2) for 4G32GS

so #2 cam timing in '73 is 24 - 64 67 - 21

[shuggy]

well I just checked some Mits books and :
No 2 32 60 63 29 early 70's non pollution chain drive
No 6 24 64 67 21 GSR Lancer (8 74 book and an earlier book) chain drive

we did have all the specs on here but they got deleted both my Mits books spec the No 6 for the Lancer GSR engine, which book you got that says the GSR had a no 2 with no 6 specs?
Roger

where did you get this #2 cam from? pre '73 or post '73?

[shuggy]

sorry for my 4th post in a row, back on topic here are the specs for standard vs GS springs

4g32/33 =
free length - 45.85mm
load - 27.9kg @ 37.3mm (closed valve)
- 59.4kg @ 28.5 (open valve)

4g32gs =
free length - 46.3mm
load - 27.9kg @ 37.3mm (closed valve)
- 62.0kg @ 27.8mm (opne valve)

this also tells us that the #2 GS cam from '73 4g32GS's has 0.7mm more lift that the standard #1

[Torana68]

From the info i have

No. O cam 1.3/1.5 (i have one)
No. 1 1.4/1.6 early ( edit; another book shows 1.2 4G36)
No. 2 1.6 GS
No. 3 1.7 GTO
No. 4 Factory works cam for C1 option on GS motor
No. 5 Factory works cam for C2/3 option with factory works flat top pistons (46/74 77/43)
No. 6 1.4/1.6 pollution motor
No. 7 i got this from a jap import motor that had heaps of pollution control crap

Thats as I understand it, cept the 2 is also the 1.5 GS cam, I dont think there would be a No2 with two different specs, the jap books are right Id guess the Chrysler book is wrong , I cant see Mitsubishi having two different spec cams both marked 2. I can see the No 6 being in anything that has pollution control and instead of saying the no 6 is the same a a late GS/GSR cam you should be saying the late GS/GSR has a std pollution cam same as the one fitted to the std engine. Pollution cams are not preformance cams and I wouldnt consider .7mm more lift as an advantage, it wouldnt make any difference . People have been ditching pollution cams for years for a reason.

[shuggy]

so you think #2 is early GS cam and #6 late GS cam?

[toruhiwi]

77GDWagon,
Thanks for that info, cleared up some grey areas.

So my #4 is a C1, goes very well with the twin 4G35 carbs. It was originally bought from Japan about 1974, cost about $450AUD then!

The #6 was in all 4G32GS belt drive motors to Europe....no pollution gear there at that time... '79 to '81. Their std 4G32 had a #1.
The 6 is certainly much better than the 1..........I have a spare 4G32 balance shaft (Jap grey import single carb) that we changed the cam from a #1 to a #6, years ago. This completely transformed it.

Roger

[Torana68]

Id be carefull about that one in the US Mits biggest market pollution issues started in '72, in '77 they brought out the MCA (mitsubishi Clean Air system) to comply with pollution regs for '77/78 no idea what europe was doing but as it was a small market they probbaly got what Japan got engine wise, dont know for sure but an educated guess (a 6 could be a slight improvement Ill never know Id rather a real 2 or a regrind)
PS what was a Europe GS engine anyway? there were no Galants GS sold outside japan, GSR's went to Europe

[toruhiwi]

Europe, meaning EEC countries....I think you will find this was a bigger market than Australia

Lancer/Celeste(Hatchback) 1600GSR for one.

[Torana68]

Mits started exports in Australia... then the US then Europe, Europe was not a huge market for mits in the 70's The US and home market was, and thats what they built for . What Im suggesting is they didnt make special "dirty" engines they sold what they had which from '72 was turning towards clean engines. I cant be sure but who can? without going through parts books.. but anyhow if you hae a Euro book what spec was a Euro GS engine? as I suggested there were no external to Japan sales of the early GS galants but yes the GSR was, but not the early ones (As far as I know)

[77GDWAGON]

Here are some specs to look over
Cam No. Long Dia of cam Valve timing
Intake Exhaust
0
1 36.363 36.412 20/48 51/17
2 36.519 36.571 24/64 67/21
3 32/60 63/29
4 36.519 36.571 46/74 77/43
5 36.777 36.829 46/74 77/43
6 36.517 36.569 24/64 67/21

This wont display as i wrote it so it may be hard to read

[shuggy]

is this from the works manual? or a custom supplier?

[toruhiwi]

Here are some specs to look over
Cam No. Long Dia of cam Valve timing
Intake Exhaust
0
1 36.363 36.412 20/48 51/17
2 36.519 36.571 24/64 67/21
3 32/60 63/29
4 36.519 36.571 46/74 77/43
5 36.777 36.829 46/74 77/43
6 36.517 36.569 24/64 67/21

This wont display as i wrote it so it may be hard to read

These figures for Nos 1,2,3,and 6 are the same as I have. Thanks for the figures for #4 & #5.

The #0 (some marked #102) specs:- Lift 36.151 36.203. Timing 18/50 48/20 Fitted to 4G30 1.3lt

A point of interest is, the #3 was fitted to ALL GTOs with SOHC Saturn, regardless of single or twin carbs.
The cam timing for the MR DOHC was :- 32/52 52/32
These are from 2 factory manuals dated 2/'71 and 3/'72

Roger

[Torana68]

deleted double post

[Torana68]

I have no idea what you guys are referencing but heres some of mine with factory 2 and 3 specs , they are different, (and this 2 is a preformance cam, as was intended in the early 70s)



and if you dont want to believe the 6 (and dodgy 2 ) is anything but a pollution cam this if from Chrysler and clearly states the purpose of this set of cam specs.




so wheres yours?
been looking ....the spec for GSR in Germany in '73 was the pollution cam , twin downdrafts and 9.5 pistons, the spec for a GC style Galant GS (according to a Chrysler Aust book even though we didnt get them) is the same, possibly they used the pollution cam to pass the most basic idle CO tests when you had the twins etc, I guess its possible some GSR's for certain markets had the No2 GS type cam , 4g32 GB's here which have to pass the idle CO test (ADR 26) have a No1 then they switched to No6 spec (whatever its stamped) to comply with ADR 27 in later engines

[shuggy]

we have stated here 2 different #2 specs..

24/64 67/21
and
32/60 63/29

are there 2 variations?

[galant573]

Found this data on Isky Racing Cam, just wondering if this is a cam#5's equivalent or anywhere close?

MITSUBISHI/DODGE COLT 1600 SOHC
Grind #: 440
Type: Dual
Intake: 39-61
Exhaust: 63-37
Valve Lift: .478
Valve Lash Cold: .010
Advertised Duration: 280 deg.

[Torana68]

something like a 3? you wont get a 5 unless you have a new blank. I also heard he doesnt do those anymore? (The ISKY one)

[galant573]

I'm not quite sure but I think they still do, you just have to call in first. The #3 is way better than the #6, right?

[Torana68]

yep

[galant573]

4g32gs =
free length - 46.3mm
load - 27.9kg @ 37.3mm (closed valve)
- 62.0kg @ 27.8mm (opne valve)

Does anybody know if this type of spring is still available, or maybe some aftermarket springs with the same specs?

[toruhiwi]

Is it colour coded?