4g61t.org

Hey guys

Im just looking to get in contact with anyone whos ever performed this conversion before. Basically, i have a 93 X2 Excel and im looking to do a 4G61T conversion into it, but ive been having a fair bit of trouble finding definite info on this conversion (or the 4G63 conversion for that matter).

Basically, im trying to find out whats required. From what ive found/read, im fairly sure that the timing belt side engine mount need modification - but im not sure how exactly. Other than this, it sounds like the engine will basically bolt up to the stock Excel gearbox - but id prefer to change the gearbox if im doing the swap. To change the gearbox, do i need to change driveshafts/axles?

Im from Sydney Australia by the way, and itd also be great if anyone knows of anywhere i could find a 4G61 half cut? Ive looked at a couple of places without success, but at the moment my priorities finding all the details for the swap before i find a suitable engine.


Cheers, Luke.

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sleeper much?

I can tell you how to do it. But 'how' exactly depends on:

-How much have you got to spend on it?
-How much work can you do yourself?
-How much time can your car be off the road?

That would be excellent!!

Well currently im trying to figure out what parts i can and cant do myself (which i cant figure out definitely until i know specifically whats involved)
What it will cost is obviously very much dependant on how much i can do myself, and basically id prefer to do anything myself that i can. Hopefully this will keep the costs down.

I basically need to know exactly what has to be done, so i can then look at how im going to do it...

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sleeper much?

hey, i saw your PM. My car is a 94 X2 Hatchback with a jap 4g61t motor. The gearbox is standard hyundai. clutch is a daikan heavy duty and flywheel is from a mitsubish cordia. Brakes are from the lancer GSR frontcut used.

I bought the car from a friend so I didn't do the swap but there a archives in other forums that I can find and post links for you.

I don't know if is true in all cases, but the car had to have the front suspension modified to increase the track to allow room for the engine.

to the best of my knowledge, the t-belt mount(from 1.6 CSM or any J1) needs to be altered in order to have the motor sit lower in the bay so the hood can close. basically cutting off the tubular portion that holds the bushing w/through-bolt & flipping & then rewelding. if this is the case then I see no reason to seek out the CSM/J1 mount, just use the TEL part(for US/CAN peeps).

the front 'roll' mount remains stock, rear mount from J1 Lantra or turbo Colt/Mirage, not sure on tranny mount.

still not 100% on what axles to use either, I think it depends on what gearbox you end up running.

I have a t-belt mount from 1.8 J1 & intend to not modify it. of course I'll have to see how it all sits, but I'd much rather hack up my hood some way and have the engine sit in it's natural position.
this is the first I've heard about that.

although there is not much explicit info, here is the article on the 4G63 X2 sedan as featured in SCC.

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91 Hyundai Excel GS - stepbrother to the CSM
88 Piazza Turbo - Italian-Japanese fusion
88 Isuzu Trooper - 4x4 fun!

Thanks very much for all the info, and thanks for the PM reply xlr8.

Ports - Question, any idea why was the original excel gearbox was kept in yours? Im trying to figure which would be the best option - swap the gearbox or keep the original. 4g61 box = stronger than 4g15 box, but the change might be tricky im guessing.
If its not overly complicated id prefer to use the 4g61 transmission, simply because its less likely ill break it.


As for the brakes, do you know if the GSR ones were a simple fit? The excel ones will no doubt find a new home in a trash can and if i have a set of decent brakes with the 1/2 cut, makes sense to use them right?
How do you find the braking with the GSR brakes on the front? I think ill end up changing rear brakes at a later stage as well, but how neccesary do you think this is? Ill leave it a while if it isnt hugely neccesary.


In relation to the engine mounts, how much too high does the engine sit for the bonnet close? If its relatively minimal, id prefer to modify the underside of the bonnet, just seems simpler to do than cutting up/rewelding engine mounts... But, either way is ok, just trying to find out which is most straightforward.



Other thing im trying to figure out is axles. Keeping the stock gearbox id be able to use the current axles, right?
But if i change to the 4g61 box, are there any axles from another car (lantra perhaps?) which would be able to be used? Or would i need to have either the existing excel ones modified or new ones custom made? Or could i get axels from another car modified?

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sleeper much?

Oh and Ports, if you could post me the links to the archives, that would be really helpful thanks!!

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sleeper much?

Excel gearbox was mated to 1.6 non-turbo Lantra here, at least early ones. I don't think the 1.6 turbo churns out massive torque so perhaps it not such a bad combo. if switching to different tranny seems like getting shift cables right is much of the challenge.
front is priority, rears couldn't hurt. it's been determined that the J1 GLS & CSM rear discs/hubs should be an easy fit onto X2 rear. however it is still theoretical as far as I know, plus you need to alter or bend up new hard line since stockers hug the arm & go directly into drum cylinder.
if memory serves correct, I learned this through xlr8 - perhaps he knows more detail?
I will say 'yes & maybe!'. it is speculation based upon observation, so take w/grain of salt. it seems as the the flywheel side of the 4Gxx DOHC block still sits in the same spot as the stock 1.5(compare t-belt mounts & block dimensions), so using stock grindbox & axles should fit.

is Lantra/CSM chassis w/wider track width than X2(i think slightly?)? if so then maybe axle lengths differ, but I know a-arms & knuckle is different, so maybe axles can still be same length?! if spline count is same then Excel shafts fitted to CSM/Lantra tranny can work? or Lantra/CSM axles & tranny fit to Excel hub/knuckles?!!

this is the junk I could never figure out for sure.

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91 Hyundai Excel GS - stepbrother to the CSM
88 Piazza Turbo - Italian-Japanese fusion
88 Isuzu Trooper - 4x4 fun!

http://hyundaiperformance.com/forums/topic.php?t=30429

http://www.devgeeks.org/accent/phpBB2/v ... ight=4g61t

Here is two links. I am sure you will find more if you search on both of those sites.

Hope this helps.

The X2 Excel KM200 4spd and KM201 5spd are not the same trans as fitted to the J1 Lantra which uses the KM206 5spd. The KM206 is a little stronger (slightly thicker input shaft) and it is geared much lower. Plus the splined inner driveshaft cup that inserts into the trans has a longer shaft on the KM206.

I am using rebuilt hybrid axles in my X1 Excel. They were fabricated together using Excel outer joints hybridised to use the J1 Lantra driveshafts and inner joints. The shorter RH shaft had to have ~5mm taken off the inner end of the driveshaft and the snap-ring groove recut into it on a lathe to stop it from bottoming out and binding when the suspension compresses (good way to destroy a transmission).

The axles probably cost me ~AUS$1000 all up. ~$200 for the 2nd hand Lantra donor axles $250 in latheing/machining and about $500 to get them both fully reconditioned and the outer joint hybridised with new parts to accept the Lantra (thicker) shafts.

BTW - the 4G61T puts out easilly enough torque to FUBAR any stock trans you care to throw at it - especially an Excel trans. Plus the main problem using the KM201 or KM206 is that you must use the small flywheel which means that you must use a very strong clutch with a heavy pressure plate. Been there done that - Im using the KM206 in the 4G61T X1 Excel.

If you going to swap trannies drop the KM210 in there and be done with it. Accept the pain of swapping as it will be worth it in the long run although it does complicate the swap process making it take a fair bit longer to do.

please correct me if i'm wrong but the X2 swap is the exact same as the csm swap?


same mounts and all? i was ABOUT to undertake this swap but to my best knowledge of studying this i was under the impression the same things were needed at the 4g15 swap into the csm, agian correct me if i'm wrong

are they diff in aus then in the us?

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my three diamonds beats your 5 LITERS

95 tsi awd- 13.78
91 summit- A.K.A the blue bastard- swapin that beeeotch as we speak