2G 2G DSM Road Race and Autocross Setup Guide

2G DSM (1995–1999 Eclipse GSX/GST & Talon TSi)​

You must be logged in to view this image or video.

This guide has been updated to reflect modern trends in the DSM market for upgrading the 2G platform to prepare for autocross, time trials competition, HPDE and open track events, or just more fun on twisty roads. Much can be done to make this platform handle better.

Before modifying for competition: choose your class and read the rulebook. Build for the class you'll be racing in. As more products get discontinued, you'll need to check for deals on the used market.

Suspension & Handling ---​

Wheels & Tires​

Still the single biggest performance upgrade.

Common modern setups:

• 17x9 +30 to +35
• 245/40R17 or 255/40R17
• Rolled fenders required in most cases

Popular 200TW track tires:

• Falken RT660
• Bridgestone RE-71RS
• Yokohama A052
• Nankang CR-S

For competition:

• Hoosier R7
• Toyo RR

The chassis responds extremely well to wider front tires. Fit the tire first. Build around it. Plenty of discussions in the forum surrounding tire and wheel fitment. Do some searches.

Coilovers​

Lowering springs and Konis, or entry-level coilovers, are fine for street driving and occasional track duty, but probably will not be enough for real track work. Not if you're looking to compete.

It's important to understand the 2G requires a proper upper coaxial mount for correct geometry in the front. Some coilover kits on the market do not come with a coaxial upper mount - avoid those kits if you care about true handling performance. It's a major design aspect that addresses binding and twisting as the steering pivots.

Popular options for solid 2G handling improvements:

• Dennis Grant (DG) designed Koni coilovers (best cheap option - you have to source the parts and build your own)
• Muellerized OHLINS (not cheap, but probably the cream of the crop)
• Feal Suspension
• BC Racing (DS series preferred over BR for track use)
• Fortune Auto 500/510
• KW Variant 3

Spring rates commonly seen on track builds:

• AWD: 8k–12k front / 6k–10k rear
• FWD: Slightly stiffer rear to help rotation

Corner balancing is highly recommended for competition.

Sway Bars​

Common options, though some might be discontinued:

• RM adjustable rear sway bar
• Suspension Techniques rear sway bar

AWD cars benefit significantly from a larger rear bar to reduce understeer. FWD cars often upgrade both bars. Adjustability matters for dialing balance.

Bushings & Chassis​

Rubber bushings are going to be cheaper but will flex more - polyurethane bushings offer better performance. Spherical bearings that replace rubber bushings perform even better but require more maintenance and replacement over time due to the added vibration.

Common upgrades:

• Energy Suspension polyurethane kits
• Prothane kits
• Solid rear subframe bushings (popular for track builds)

More aggressive builds use:

• Spherical control arm bearings
• Solid motor mounts (street builds often use polyurethane instead)

Front lower control arms and ball joints should be refreshed.

Alignment (Baseline)​

Track alignment starting point:

Front:

• -2.5° to -3.5° camber
• Slight toe out

Rear:

• -1.0° to -1.5° camber
• Neutral or slight toe in

Brakes ---​

High performance pads and racing fluid are a great first step for those on a budget. But when you start going to the track more often, a brake kit upgrade will be in order.

Cadillac CTS-V Brembo Swap​

One of the most popular and cost-effective big brake setups currently used.

Typical components:

• 2004–2007 Cadillac CTS-V 4-piston Brembo calipers
• 355mm (14”) rotors (often Camaro/Corvette based depending on bracket)
• Custom caliper brackets
• Stainless braided lines

Pads commonly used:

• Hawk DTC series
• Carbotech XP series
• G-Loc R series
• Ferodo DS series

Wheel requirement:

• 17” minimum (clearance dependent on spoke design)
• Some setups prefer 18” for easier clearance

This setup dramatically increases thermal capacity and fade resistance compared to stock. Do some searches to find wheels that fit the brake kit you're considering.

Other Popular Brake Upgrades​

• Evo 8/9 Brembo swap
• Wilwood 4- or 6-piston kits
• TCE Performance big brake kits
• StopTech kits

Brake ducting is increasingly recognized as mandatory for real track use. Proper cooling extends pad and rotor life dramatically.

Fluid options:

• Motul RBF600/660
• Castrol SRF
• Endless

Engine & Cooling ---​

Track reliability is about heat management

Cooling System​

Common modern cooling upgrades:

• Koyo aluminum radiator
• Mishimoto aluminum radiator
• Proper shrouded slim fans (not generic zip-tied setups)
• Functional hood venting and proper ducting into the radiator

Oil cooling:

• Evo 8/9 external oil filter housing
• Setrab oil cooler core
• Thermostatic sandwich plate

Oil temperature and oil pressure gauges are mandatory for serious track cars.

Engine Management​

Most common tuning solution:

• ECMlink

Standalone ECUs:

• Haltech
• AEM Infinity
• Link ECU

Wideband integration (AEM, Innovate, etc.) is very important.

Monitor:

• AFR
• Oil temp
• Oil pressure
• Coolant temp
• Boost
• Knock

Turbo Selection​

Road racing favors quick and early response over peak power. You don't want anything huge. Go smaller if you want to be competitive in autocross, larger for road course builds.

Common modern turbo choices:

• Big T28 if trying to keep stock appearance
• MHI Evo 16G, 20G, and 68HTA variants
• Holset HX35
• Forced Performance Green/Black/Zero
• Garrett GTX28, GTX30, GTX35

Ball bearing units are preferred for faster spool and better transient response.

Intercooler​

Front-mount intercoolers are widely used but also are known to cause higher temps under the hood.

When going with a FMIC, focus on:

• Efficient core
• Minimal pressure drop
• Proper ducting

Oversized cores without airflow management create cooling problems - bigger isn't automatically better.

Intake & Exhaust​

Intake pipes:

• FP cast intake pipe
• Old discontinued DejonTool pipes can be found used
• Custom aluminum setups

Exhaust:

• 3" turbo-back is standard
• V-band systems are becoming more common
• Properly ported OEM 2g or Evo 3 exhaust manifold still performs well

Check with the racing rule book (and local laws if you drive the car on the street) to see if you need to retain the catalytic converter. If not, you can eliminate it.

Fuel System​

Common modifications:

• Walbro 255 or AEM 340 pump
• Rewire kit
• Adjustable fuel pressure regulator (Fuelab, Aeromotive)
• Larger injectors (size will depend on goals)
• E85 or meth injection kits to run higher boost

Engine Internals​

Building the motor isn't mandatory, but if you are going to build it, keep the application in mind.

Track builds often include:

• Forged pistons
• Forged rods
• ARP head studs
• MLS head gasket
• Balance shaft delete

Stroker setups (2.3/2.4) are common for added torque and increased boost response.

Drivetrain ---​

Clutch​

Popular options:

• ACT
• Competition Clutch
• South Bend
• Quarter Master (twin-disc builds)

Twin-disc setups are more common in higher power time attack builds.

Differential​

FWD:

• Quaife LSD
• Wavetrac
• KAAZ

AWD:

• Center diff upgrades
• Welded center diff (track-only builds)
• Rear LSD (3kgt or Evo swaps, with stronger rear axles are common)

Traction out of corners transforms lap times.

Transmission​

Upgrades commonly seen:

• Double synchro rebuilds
• Solid shifter bushings
• Short shifter kits

Transmission cooling is sometimes added for heavy road course applications (W2W racing).

Weight Reduction ---​

Common removals:

• Rear seats
• Sound deadening
• Spare tire
• Interior trim

Lightweight batteries:

• Braille
• Antigravity

For cars that aren't run on the street, the A/C and heater can come out, but be aware of windshield fogging.

Lexan windows are used on dedicated race builds.

Safety ---​

Seats & Harnesses​

Common high-quality racing seat brands:

• Sparco
• Recaro
• Corbeau
• Bride

Harness brands:

• Schroth
• Sparco
• Takata

Proper mounting geometry is critical. Do not run harnesses without proper mounting brackets, and seriously consider a roll bar.

Roll Bar / Cage​

HPDE and open track day applications:

• 4 or 6-point roll bar is suggested

Wheel-to-wheel:

• Full cage built to NASA or SCCA specs

Custom fabrication is preferred over generic bolt-in bars.

Fire Safety​

Increasingly common:

• Fire extinguisher
• On-board fire suppression system

Summary ---​

The fastest 2G DSMs at the road course and autocross events are not the highest horsepower builds. They are:

• Properly aligned
• Well maintained
• On good tires
• With serious brakes
• With quality performance suspension setups
• With a heavy emphasis on cooling

The platform rewards balance and thermal management. If you're building your DSM for track use, build it to survive 20-minute sessions at higher RPMs, not to win a dyno sheet.

 

[Ludachris]

Reply here and suggest edits/additions/updates.