newbie qeustions about the 2g

[tweekerz]

How much whp can these parts handle before you get in the realm of replacing equipment?

1. Transmission
2. Clutch
3. Injectors
4. MAF

Thanks!

 

[gsxtacy]

I know first hand that DSM's in general can handle ALOT of abuse.
There are some SERIOUSLY fast DSM's out there running 85% stock wares.

I have been on the Tuners website for a while so maybe I can shed some light on the components you listed.

1. Transmission- the W5M33 is a very good transaxle. Problems with it are 1) Cast Iron Shift Forks, 2) Brass Syncros single rings. Why did I list those as problems?? Very simple. Those things are what breaks inside the transmission when Good power is being made, and a enthuiastic driver is shifting the tranny forcefully to get the most performance out of the car. Parts begin to break around 280-350 hp depending on the driver. Some cars/drivers can get the transmission to live over 400 hp but something is eventually gonna give.

2. Stock Clutch- The stock clutch is designed to deliver smooth engagement for an engine designed to put out 210 hp. Exceed 210 hp and life expectancy is dramatically reduced. A stock clutch on a modified car can last seconds or months...again based on treatment by the driver. 300 hp is pretty much the limit on the stock clutch.

3. Injectors- I believe DSM's use Denso injectors, Don't quote me. 450cc injectors are widely used among the Honda camp to supply their engines with fuel when using a T3/T4 style turbo. DSM's "can" use 450's with T3/T4 turbo's but it is NOT recommended due to the factory ECU freaking out when T3/T4 Volume air is passing through the MAS. The ECU sees alot of air and cannot compensate with enough fuel and therefore cuts the fuel pump signal for a second and Wha-La...Fuel cut. 285-300 hp is not too uncommon but fuel cut is lingering there waiting at that point.

4. MAF- I don't have much knowledge about a the 2G MAFS, I know it flows a good bit more air than a 1G MAF and is a common Upgrade for 1G owners. I would say a 2G MAFS would be suffecient till 400-450 hp.

5. Transfer Case- The transfer case on AWD DSM's is also a frequently talked about drivetrain component. Again this part is very durable.....as long as 6000 RPM side stepping is not a everyday occurence. I launch my 98' GSX around 5500 with the ole' Slip Dump method and never had a problem out of it. My GSX has seen numerous 1.8x and a few 1.7x 60' times and again....never a prob. John Shepard is the tranmission MAN, and his car runs a stock transfer case...he has over 800hp. ExtremeMotorsports replaced transfer cases numerous times at more than one meet.

6. CV shafts- The CV shafts on DSM's are another well engineered set of components. Wheel Hop is a Key Factor in their demise. Keep the wheel hop down and 400hp should be feasible without upgrade.

7. Rear Differential- 2G rear difs are 4 bolt like 92-94 1Gs. Pretty durable, yet breakable if CV shafts are upgraded and you have slicks on the car.

Overall a Turbo DSM is a very good car to modify. Maintanence is key to component longevity. Maintanence costs $$ and thats why there are alot of broken DSM's in the world.

I know I covered a few more parts than you asked for, I noticed most of the ones listed were drivetrain related so I commented on the drivetrain.

Good luck and don't be afraid to search and look around. www.vfaq.com is a wonderful resource. I keep it bookmarked for easy access and look at it every so often. Most of the work on DSM's is pretty straight forward and definetly been done before. Thats why they say:

DSM: Making mechanics outta ordinary people since 1989.

Gsxtacy