In my search for
Proton Satria race car I had stumbled across the JDM (Jap Domestic
Mitsubishi Colt/Mirage Cyborg that is fitted with the MIVEC (4G92)
A revy little 1.6 that was optimistically rated at 175bhp at 7500rpm and continues to
spin into the 8k's,
though real world figures have it at a more realistic 150bhp to 160bhp.
As this is the car that Proton later bought the body rights to major
You only need a Engine, ancillaries, loom, ECU and ideally Gearbox to
make the most of the package.
Finding the bits was another matter, a complete car advertised for
quite some time on one of the Colt forums, way up in Sterling with
dubious black roof & bonnet putting most people off making the
journey to view, a deal was struck and off I went on a train to Bonny
Having a complete car meant a few of options, break the Cyborg and fit
engine in the Satria, sell the Satria race ready and build the Colt, or
break the Satria, keep the race bits and sell off the rest.
Breaking the Satria was the winning option, despite having to take a
bit of a bath, it was probably more cost effective than trying to sell
the Satria in a deflated market and ending up
with 2 race cars.
Plus it would give a
stock of mechanical spares and sell off other bits.
2010 I have built and continued to improve the car...
I had planned a couple of
jobs after Castle Combe, the car has been much better with some recent changes
to the suspension set up, I planned to change the front anti-roll bar for a
smaller diameter one to try at Anglesey. This was for 2 reasons, last year at
Anglesey I really struggled with understeer, so would be an ideal test bed,
added to that the Anglesey race is my only one with CSCC this year, so if it is
a backwards step I have not effected my running for the Red Dragon class award
It is a bit of a pain to swap
as the subframe needs to come down and I had to re-set the camber & tracking
factory Mirage Cyborg ARB / Sway Bar is 23mm, the one I am trialing is 18mm, the
pick up points are slightly different , so I will be using the Lancer Evo mounts
on the struts
crossmember was off, I took the opportunity of fitting Lancer Evo solid lower
the best laid plans... I picked up a little bit of damage from an other car
during qualifying, it did leave a little damage on the tyre, but nothing to
render it dangerous, I removed the damaged stickers and buffed off the offending
paint & rubber marks, organised some replacement stickers and we are good to
were at Castle Combe I took the opportunity of weighing the car, post race we
were 985kg (inc me & fuel), I have a few plans to get the car into the GT200
class over winter, so it will require me to carry some ballast as the class
limit for GT200 is now 1010kg.
check over cast some doubt on the N/S front wheel bearing, though this
is the most loaded due to the majority of UK tracks being clockwise I
took the decision to change both sides. Another job on the to do list
was have a new windscreen fitted, an errant stone last season had
caused a chip and the crack had been growing. Local company Auto Aid
came out and fitted one.
As with many FWD cars I have been
suffering with a loss of traction on the unloaded front wheel in
corners. The plan being to fit an LSD before the 2012 season. A Torsen
type LSD from a later Cyborg came up, a new paddle clutch will also be
We started to develop the suspension
further, this resulted in changing the old Coil overs to some new BC
Racing RM Series coil overs, finishing off polybushing the many
suspension arms and
fitting some new rear Camber and Toe arms for finer adjustment .
We ran these for the first
time at the DTM support race at Brands.
With no baseline I
them too soft, after talking to the guys from Tengu Do Motorsport,
I raced with them on much better setting, I am still suffering from a
bit of understeer, but much better than before.
In the post race
check over, I was surprised and disappointed to see the Mintex M1166
brake pads on the
front down to just a few mm. with a shortened season for me this year I
was expecting much better wear as I have effectivley only done 1/3rd of
a season and no testing.
I have decided to go
Carbotech XP8, I ran these on the heavier MR2 and apart from being
exceptional pads, they were lasting 1.5 seasons.
Having run the first
Donnington on the old Proton gearbox due to the worn syncro, I was keen
to overhaul the Cyborg gearbox as the longer final drive of the Proton
box does not suit
We took the Cowborg
to Oulton Park
track day shake down, very pleased with the car overall, though I did
worn 3rd gear syncro.
I do plan to change
the springs to
had a bit too much roll. I managed a 40 min stint in the afternoon
good for simulating the CSCC races
car ventured out for the first time in a while, I ran out of energy this afternoon so I will flat and buff it in the morning
Took the TVR for it's MOT (yearly
road worthiness test) this morning
and the garage mentioned the new brake tester they have had installed
weighs the axles so I went back with the Cyborg and had it weighed.
With a 70kg (154Lbs) tester in the
seat and 1/3rd tank of fuel it
weighed 965.5Kg (2127Lbs) which I am more than happy with.
(the original kerbside weight is
rated around 1050kg (2314Lbs) plus
I carry a little more weight but it's
a good result.
Well, a few ups and downs over the
last 7 days.
I took the car to the local Dyno for
a run last Saturday, after 4 runs
the best we managed was 120bhp.
The Mivec was kicking in, we double
checked the cam timing everything
appeared in order.
The op then plucked out an infrared
thermometer and had me hold it at
His prognosis was a blocked exhaust
as the temp was too high and
I skulked off home as the exhaust was
made just before Brands Hatch
last year, though the idiot that ran into the back of me when the
Safety Car came out did bend the tailpipe, could that really loose me
so much power ??
Though I had to pack for a week in
Ireland I had to know and cut the
back box off.
Low and behold the tailpipe bending
in the accident had bent the
internal pipe through the box, a bit of judicious hammering and
levering had it better, but not perfect and I welded it back on, a road
test felt better, but did not feel like I had found 40+ horses stuck in
Fast forward to Saturday and I was
booked back in for another run.
Out of the blocks it was 162bhp, un
frickin believable !!
As the back box is still a bit
damaged I will get a new one and see if
that makes a further difference.
Sunday I got round to applying the
vinyl for the Flying Cow scheme, we
ran Black with White patches on the Toyota when we lost the main
sponsor and it always got a good reaction and people talking about it
Modified the wiring to suit the push button start and disabled the
Removed some of the redundant wiring.
The cage mounts have arrived so next job is locate the cage properly
and tack the mounts
Tacked the plates
with the cage all bolted up
Cage out and seam welded the mounts and plugged some of the redundant
Welded seat plates in and mounts for the 5th & 6th part of the
Painted the Interior
The on to prepping
Plan to paint the interior next week along with the underside of the
bonnet and the door innards
Removed the front section of the cage, the rear is loose, but as it's
bulky can live in there for now.
Bolted in the cage ready to weld the floor plates in, these are on
order with Safety Devices
I didn't want to start hacking them out of the old shell, or
particularly wanted to make my own.
I'm currently on track for having the Satria stripped enough to get rid
of the shell at the end of Jan
The gearbox will do as an emergency spare, though the ratios are not
ideal, the block I will keep incase I do a 1.8 hybrid and sell the head
It may rise, phoenix like in the future as one of the local Rally
drivers is having the shell
Tucked up in the
garage the morning after the road trip
Soundproofing comes off so much easier when it's -5 inside the garage !
Changed over the coilovers onto the Colt
Not a great fan of alloy crank pulleys so I will swop that for a std one
Front brakes are Evo 3 with Mintex 1166 and the rears are std with
Removed the dash assembly to get the sound proofing off the bulkhead
Finished removing the remainder of the floor soundproofing
The car is/was fitted with Climate Control.
The A/C side having been removed previously including the evaporator,
but everything else was functioning
While all the whole assembly was out (except the matrix) I weighed it,
a smidge under 6kg, I can live with that.
1991, the 4th Generation or 'CC' chassis platform changed to a modern
stylish rounder shape to its predecessors. A two-door coupe was
on the Colt (the Asti in Japan) and sold outside Japan to a number of
around the world as the 'CC' chassis Colt (in New Zealand and United
and the Lancer coupe in Australia. These deliveries mainly saw a Front
drive 1500 cc 8 valve SOHC caburettor engine in the base GL model,
1800 cc SOHC 8 valve EFI engine in the higher GLXi variant in
Australia, and the
same engines were offered in New Zealand and overseas but in a choice
Front Wheel Drive or All wheel drive variant, and either a 2-door,
(Cyborg) or 4-door shape. This is where the first MIVEC 1600 cc
started to roll out in Mitsubishi platforms. The 2-door CC coupe was
the CA5A chassis description. Mitsubishi's engine choices were vast
new platform. Their most popular were the 4G15 1.5 Carburetor, 4G15 1.5
injected, 4G93 1.8 EFI, 4G93 1.8 DOHC EFI, 4G92 1.6 MIVEC EFI, a 4G91
caburetor, and even a 6A10 (V6)and 4D68 Turbo Diesel all in either a
drive or All Wheel Drive format. The 2.0 L 4G63 turbo was an
option only in
the U.S., but was quickly dropped in favor of using this power option
soon to be released Lancer Evolution I.
took over the license to this design for its range from 1997 onwards
and it is
still offered in some countries as theProton
(2-door), or 200 and 400 series. Not only is the car still being built
Proton, but they also developed a pickup/ute variant of the chassis and
started manufacturing the fifth generation/CC platform in 1991, it was
over by Proton in 1996/97 and is still being utilised in 2006.
the split between the name Asti/Mirage/Lancer namesake spanning over
countries it created somewhat of a confusion but something that all
is the 'CC' chassis platform. The rounder shape of the
hatch and 4 door sedan gave them a modern sportier appearance different
squarer 'CC' chassis of the Mirage/Lancer sold alongside it in the
floor. These squarer 4th Generation versions of the Lancer/Mirage sedan
wagon (as pictured to the right) had the similar appearance as the
Evolution Lancer 1-3 models which were used in rally. These models were
available in sedan or wagon and either FWD or AWD. A 1800 cc DOHC Turbo
(197 PS; 194 hp) version of the Lancer Sedan was sold as the "GSR
Turbo" variant in Australia and New Zealand, and the AWD turbo wagon
only available in New Zealand under the "Libero" name. These versions
were based on the EVO 1-3 models, but only offered with a 1800 cc
turbo engine, not the 2000 cc 4G63T turbo engine as in the EVO models.
MIVEC-powered Mirage Cyborg R has never been officially imported into
by Mitsubishi - which is a terrible shame. The local CC model Mitsus
got by with
an econo-derived wheezer, but the Cyborg R is the ultimate gun. Itreallyhauls
with a full 129kW on tap. Interestingly, the Japanese Mirage line-up
extends to include a 1.3 litre (58kW) pov-pack and even a 1.6 litre
version. They've a model range that sure is far greater than our's...
to the Mitsubishi FTO MIVEC (again, only privately imported from
Cyborg R puts up real competition to the more widely recognised
Hondas. And one big advantage for the Mitsubishi is its price.
MMC product is always cheaper - an advantage that's usually carried
Australian shores when you buy an import.
Cyborg R - being the most high performance Mirage - rides on the same
MacPherson strut suspension design as the others but, more than likely
bit hard to find out all the details!) with uprated springs and
ride is firm and it can be upset by potholes and poor road surfaces,
enjoys the same amount of ground clearance as other Mirages. And, of
it's front wheel drive. So it handles like a traditional hot hatch with
tendency to understeer - but it's certainly not major. Careful throttle
will always bring the Mitsui back onto line.
no great shock in learning that this car scores vented disc brakes up
solid discs under the back. It needs it: drum rear brakes are only for
pussy-engined Mirages. The car we tested didn't have an ABS system
(although this may be an option) and it was still shod in the Japanese
snow tyres - but it did pull up in a straight line.
make this thing a real go-kart, the steering needs to be sharpened up
just a bit
with a quicker ratio. It isn't bad; it's just that the rest of the car
damn inspirational! From factory, the Cyborg spins a set of 14-inch
195/60 rubber. Being only 14s, though, they don't do the car justice
and a set
of 15s (or larger) would be more in keeping with the character of the
it next to a garden variety Mirage and you'll appreciate how much
import version looks. From its low front spoiler (with integrated fog
its side skirts and rear spoiler it's a pumped-up Mr Universe version
Aussie Mirages - VRXs included. And being a sports model, the exterior
the other side of those lengthy doors is a very practical yet sporty
seats five. Being a Mirage it possesses good space utilisation and
well laid out - but it's the factory front and rear Recaro seats that
us. Although they're a little firm and flat across the back, they hold
tight and let you focus on driving hard. The dash layout is very
similar to the
Lancer GSR's and the instrument cluster is home to something you don't
your everyday streetcar - a tacho numbered all the way to 10,000 rpm! A
control system is fitted too, but it took us a while to work it out
a bit slow).
every bit of the Cyborg R together and it comes up weighing 1040kg -
50kg more than the basic everyday model, but with87
per cent more powerthan
aren't noted for their potent engines. The Cyborg R changes all that in
swift charge up through the gears. We're not exaggerating, the Mirage's
engineis the best
engine we've ever sat behind.It's
got instant throttle response, a generous amount of low-down torque, a
mid-range - and from about 5500 rpm up, it simply rockets. It puts out
torque up high, you can just hold-it-hold-it-hold-it in one gear.
how good is it? The MIVEC engine is far more flexible than a 2.2 Honda
for example. You never find yourself wishing it had a little more
torque here or
there - it's always ready and willing to pull. And willing the Cyborg R
certainly is - especially in acceleration. Our timed 0-100 km/h test
that the little terrier could rival many "fast" cars. The needle swung
past the triple digits in around 7.8 seconds - not bad at all...and
instant throttle response it feels even faster!
heart of this giant killer is the MIVEC (Mitsubishi Innovative Valve
Electronic Control System) 4G92, using a bore and stroke of 81.0mm and
respectively. This amounts to 1597cc and with a 11.0:1 CR, DOHC, 16
EFI, it generates 129kW at 7500 revs and 167Nm at a skyward 7000. That
rpm at which peak torque is developedneverfeels
like that on the road - there is always instant, strong response. How
Well, with the fairly slippery tyres of the test car, you could drive
low rpm in first gear with the clutch out. Stomp on the loud pedal and
tyres would then actually chirp on dry pavement as the torque hit!
is one highly efficient engine - its 81kW per litre puts it way ahead
Honda Integra VTi-R with 69 kW/litre. But, of course, you always need
to feed it
premium unleaded to keep it running happily. (Remember, Japanese fuel
higher octane than even our Shell Optimax)
amazing how many wonderful qualities the Cyborg R has. It's a versatile
car with ball-tearing performance - yet it still delivers around 8.5 -
per 100km fuel economy (with some enthusiastic driving too, we might
is helped by the fact that all Cyborgs have a 5-speed (though non-LSD)