Street Build - 2G build for some1 (I build it, they own it)

Specs & Mods

Year: 1999

Model/Trim: Mitsubishi Eclipse GSX

Turbo Type: GT35 Variant

Drivetrain: AWD

Transmission Type: Manual

Build Type

Street

Mods-Bolt-on: - STM Intake pipe.
- 2.5" Aluminum Intercooler piping.
- Front mount Intercooler.
- Aluminum radiator.
- FP DSM exhaust manifold
- Air cooled OFH w/ AN fittings for oil cooler
- Oil catch can.
- JMF Intake manifold.
- S90 75mm throttle body.
- TiAL Q BOV.
- TiAL 44mm MVR race wastegate.JMF
O2 housing and atmospheric dump
pipe.
- STM downpipe
- 5- bar MAP sensor.
- Vibrant performance vacuum block.

-300M COP conversion.
- JMF COP plate.
- NGK BPR7ES Spark plugs

- Forced Performance DSM Black turbocharger. (Journal Bearing)

- STM braided turbocharger oil drain line with AN fittings.
- STM braided turbo oil feed line.

- Countless new OEM connectors, seals, gasket, sensors, covers, new wheel bearings, all new fluids, ext....

Mods-Engine: **CYLINDER HEAD**

- 1st Gen Large Port Cylinder Head: milled and treated to proper surface roughness average for MLS headgasket, port-matched runners & multi-angle Valve Job (Machine work performed by Wagamon Bros- Minnesota).

- Ferrea Stainless steel swirl polished intake and exhaust valves (stock size).
- Kelford 272 Camshaft set.
- Kelford Beehive spring set 90lbs Seat
Pressure.
- Kelford Titanium Retainers
- Zero- tick HLA's
- New Cam followers.
- Cometic Head Gasket
- ARP L19 headstuds
-AEM Adjustable Cam Gears.
- 1G CAS- Black Top

**SHORT BLOCK**

- 1st Generation block & crankshaft.
- Wiseco HD pistons.
- (Sigh..) Eagle Connecting rods. :(
- Air Cooled OFC
- New Timing Covers (front and rears).
- New OEM Timing Belt Tensioner,
Tensioner pulley, Idler pulley.
- Zaklee clear timing cover (modded to hell to fit lol).
- STM external Oil cooler w/braided lines and AN fittings, Tapped into air cooled OFH.

FUEL System

- Full Blown Motorsports Dual pump
Hanger wired with GM weatherpack
connectors and wired with a relay and
And large gauge wire for B+/B-

- Walbro/TI Auto 535LPH (yes 535) in-
tank Fuel pump.
- Magnus Motorsports Fuel rail
- ID1700 injectors
- Resistor Box delete
- Fuellab FPR w/gauge
- Full-blown fuel filter. (Hope it's fiberglass 6 micron)
- braided fuel lines (-8 feed/-6 return).

Mods-EMS & Logging: - ECMLink V3
- Eboost2 electronic boost controller
- AEM gauges and center vent triple gauge pod

Mods-Drivetrain: - Professionally assembled by one of the DSM transaxle specialist that immediately comes to your mind. (Can't disclose)

- new EVO3 input shaft
- new EVO3 1st gear
- DSM 2nd gear
- new EVO3 3rd gear
- DSM 4th gear
- DSM 5th gear

- Stainless steel shift forks
- Gears selected by the builder to be
double synchroed are double
Synchroed.
- gears were shot peened and detailed/blueprinted to be rated to 500tq for a decent amount of time. (not forever)

- Welded center differential.
- South bend Clutch and pressure plate
Rated for 525TQ.
- ARP flywheel bolts
- AEM lightweight Street duty flywheel
corrected for installation with South
Bend Clutch assembly.
- New OEM clutch release bearing/throw out bearing.
- forged clutch fork
- braided SS clutch line (master to slave)
Clutch step height checked/adjusted. no shims here!
- New OEM slave cylinder.
- DSS 600HP front axles.
- SKF front wheel bearing hub Assemblies- Both.

Mods-Handling: - forgot what brand coil overs (installed already when purchased as a roller chassis.

- Volk metal craft rear control arms.
- Upgraded stabilizer/Anti-roll bars
Front & rear.
- roll cage that ties rear shock towers and full front hoop.
- Upgraded control arm Bushings.
- Stainless steel braided brake lines
- Slotted Rotors
- Upgraded brake pads

Parts Wishlist: MY wishlist, NOT the customers/owner of the car in this profile would be:

have my 2 year old daughters college fund taken care of already so I could install my AMB Aero V2 widebody on my 2G.

- AEM Infinity standalone

- A straight cut Evo3 gearset in my 2G, assembled by Team Rip Engineering with all the goodies, that's synchroed, and can handle 700whp pulls and summertime daily driving for a LONG, LONG time. And also has a front, center, and rear LSD that can handle the abuse as well. (Wish List Indeed)
Or a PPG dogbox with 1-4 straight and helical 5th

- fresh OEM quality paint job including engine compartment in that crazy metallic red that's on all those Mazda CX-9's.

- front mount turbo with side exit exhaust.

- 280* Kelford cams

- ID 1300 CC and secondary ID2600 XDS injectors with a flex fuel setup so I can run pump 91 if I wanted to all the way to e98 and have no issues idling stoich or washing down my Cylinder walls on pump and as much capacity for HP as I'd ever need on ethonal fuels.

Background: Building this car in my spare time at work for a a customer. initially it was just going to be a 6-bolt shortblock swap underneath the "built 7-bolt head that came in the car.
This customer purchased the car as a roller with an alleged spun rod bearing. It is pretty clean and had 81k on the 1999 chassis. The head was supposed to be "built" and supposedly the car was making 375whp on e85 on a tired stock bottom end until it gave up. I stayed late on a Friday, pulled the engine and you can imagine how the story goes.

After removing the head it was apparent that the head needed machine work and parts.
The head didn't meet acceptable specifications for warp. It was so far off on one side it was obscene. The valve stems were trashed from lack of lubrication, the cam lobes were severely scored, the rollers on the cam followers were scored, and the only aftermarket in this "built" head was the FP2 cams that were unusable.

Off to the machine shop...... Got a call from the machine shop, lol. The head was milled past service spec on one side by someone at some point during the previous ownership so it is not a viable core.
A 6-bolt head was sourced from Rix Racing and sent to the machine shop. If you ever need parts, check out Rix Racing, I ordered a "healthy running pull" from Rix Racing. I asked my machine shop what they thought about it and they said bolt it up with a standard gasket and it's ready to daily. No machine work needed. Support good vendors! Check his site out if you need something.
Anyway, the new core was torn down and reassembly with Kelford cams, Ferrea Intake and exhaust valves, Kelford Beehive springs rated to 35 psi and 8500rpm, To retainers, new stem seals, new HLA's, and...yikes... All new roller cam followers. Check the retail on a single OEM cam follower, I dare you. Incredible. I know there's another option out there but the customer wanted OE... But probably cried at night after paying for them lol. The head was also port matched to the JMF manifold, the runners were smoothed a bit, but I left the surface slightly rough. (I don't personally think a mirror finish is best. I think of dimples on a golf ball or surface tension.)
I cleaned up the dividers in the runners for the intake valves, I wouldn't call it "knife edged", but close.
The machine shop also prepped the sealing surface with the proper RA for a good MLS gasket seal per my request. ARP L19 studs were sourced for containing the pressures the customer was seeking (the pressure that I still think is likely to bend those bottom of the bucket Eagle rods. I tried to convince him to go Manley Turbo-Tuff, Pauter X-beam, or Carillo. Just my preference when you're asking for power levels he is.)

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