Making a Turbo Heat Shield , 420a Turbo Talon

Treadstone performance T3 Turbo Heat Shield for $94

Starnes Version So far Top view

Starnes Version Side View

I recently descided my car needed a heat shield over the turbocharger. The turbo has alot of physical mass and can absorb alot of heat from the exhaust gases. This heat can then radiate out to the air in the engine bay making cooling an issue. The goal is to Wrap the exhaust downpipe with a insulating ceramic tape and Put a Stainless steel cover over ( but not touching) the turbo. This keeps a blanket of air about 1 inch away from the turbochargers surface and reduces the amount of heat transferred out. Heat shields may cost between 80 and 140 dollars depending on the maker. Oddly enough all it is, is a flat peice of 18 guage steel thats bent into a curve, then knotched for screw holes. So given we now know "what" a heat shield really is and how its made then I propose making one. Here are the pics so far.

Running Stretch To- do list

It is now 10/31/07 Holloween! I have just ordered the Supplemental fuel kit, 4 270cc injectors , oil feed line kit and tial wastegate gasket. When these things come in from UPS I will have everything except vacuum hose to hook everything up. I belive I will buy the hose local when it comes that time. So here are things that need to happen:

Install walbro Fuel Pump

Install Fuel Line kit

Install Fuel Regulator

Install Candy Apple Intake Manifold and Valve Cover with new gaskets

Make Heat sheild and Install over turbo

Remove oil pan, Flush engine with Mobile 1 Oil and while the pan is off it must be cleaned and Turbo Oil Drain Installed.

Reinstall Oil pan with new gasket and check for leaks on the bottom of the engine, Clean the engine best I can with soap and water. This will help me find leaks easier later. I will dust the block with Baby Powder then start the car a few minutes after the install is done, If there is a signifigant leake the baby powder will soak up the oil or coolant and change color. Easy cleanup afterwards just rinse with water, enviromentally safe.

Install Turbo + Exhuast Manifold , Be sure that is clears the water pipe, If not a new water pipe needs to be made that is curved to stay away from the exhaust.

The Timing Belt Needs to be changed at this point as well as new Candy Red Cam "gears" installed. The black belt Agianst the red should look very appealing.

At some point the New head gasket will go on however that is not a current worry as I may be purchasing a New head all together next week with new valves. The cost of the head is $435. A little less that the $455 just spent on the Injectors and fuel lines. A great deal in my opinion.

Treadstone Perfomance , Oil Line Woes

I found quickly that the Hahn Kit simply is not large enough to connect to the oil hole already threaded in the turbo and too small for the fitting. Instead of pushing trial and error I descided to try and get a line kit that fits to begin with.

Treadstone Performance is a Turbonetics dealer. The parts they sell are the same if not very close to what came with came with a Star turbo kit. I had to find somone who already had a Fitting that will screw into the Turbonetics T3/T4 that I have. The Hahn kit just didnt cut it. The only usable part was the drain fitting to weld to the oil pan and the hose ( which is pretty universal) They recomended their 36" oil feed line kit, with 1/8" NPT connector. To prevent me from going to a local perfomance shop and spend all day trying to find the correct fitting I purchased this line from them at $54 after shipping.

Purchased at :http://treadstoneperformance.com/product.phtml?p=215&cat_key=89&prodname=Turbo+Oil+supply+line%2C+and+fittings

Cam Gears, Belt Pulleys and Sprockets, what makes them different?

SPROCKETS

PULLEYS

GEARS

I am taking this moment today to reflect on a common misconception. To begin with it may be hard to describe as the terms are engraved into our young vocabulary over the past decade or so. First of all , cam gears as we have grown to call them are really Sprockets or more specifically Cogs. A Gear is always meshed against another gear or on a shaft like in a transmission. We do call those gears, and that's correct. I am unsure of how cam cogs became gears. Now Motorcycle guys you notice are more in tune ( no pun intended) with what the bike parts are called. You notice that the Rear device that the chain loops over is called the rear sprocket. Sprockets have teeth that penetrate a chain for grip, Cogs are like sprockets in a way that they have teeth on them but there is NO METAL TO METAL CONTACT. Cogs have teeth on them with a belt that wraps around that also has teeth. Gears have metal to metal contact all the time. Now the last power transferring item I will cover is the Pulley. In a car we have a pulley on the crankshaft ( part of the motor that turns) this is nicknamed the " Crank Pulley" All the other pulleys are on your Alternator, Water Pump, Oil pump, power steering and Air conditioning. All of these other pulleys are nick named " accessory pulleys" . Pulleys have belts that go across them WITHOUT teeth. Pulleys can be made with a lip on each edge of the pulley to keep belts from falling off. The worse symptom that usually occurs with belt systems is premature wear and squeaking from the belts being " a little off" rubbing on the inside lip of the pulleys.

So Lets Recap!

Gears- Gears transfer power by meshing directly against another gear, this is direct metal to metal contact ( unless gear is made of plastic) this is NOT involving any belts.

Sprockets- Normally found on motorcycles these have teeth to grip a chain. The chain has hole the sprocket teeth actually penetrate and is all metal to metal contact ( unless the chain is plastic)

Cogs- Cogs have teeth to grip and mesh perfectly with teeth on a matching belt. The belt can be driven by one cog and passed across other cogs making them turn together in UNISON making them ideal for timing as everything must turn together. There is no metal to metal contact only the Cog with a rubber belt passing over it and stretching to another identical cog. ( like with cam gears)

Pulleys- Pulleys are the most common belt type. Pulleys have grooves and a lip on each edge of the surface that the belts cross. If two pulleys are out of alignment the belts will rub the lip and squeak. There are no teeth for belts and they often slip when loose or become stretched. Pulley systems have one main pulley that drives all the accessory pulleys by a belt without teeth connecting them.

Reaction times and tail gating, and interesting facts courtesy of Tennessee Highway Patrol

I'd like to talk about reaction time. When there is a sudden occurrence, you don't react immediately; instead there is a delay between when something happens and your brain realizes it and reacts. That's reaction time.
Now, here's a hypothetical: you're going eighty miles per hour as is the car in front of you, but your only three feet behind that car. If the driver of the car in front of you has to hit his breaks, will you be able to react in time?
No... SO GET OFF MY REAR!
Some people do not understand this concept... and probably won't even after the front of their car has been compacted like an accordion. These people are morons. Apparently, morons are in big hurries. Why, I don't know; what kind of place could be in dire and immediate need of morons?
Hey, I'm all for going into the right lane and letting the guy behind me pass since fifteen miles over apparently isn't enough for him, but sometime that isn't possible or wouldn't achieve anything.
Interesting fact: Car A leaves Chattanooga TN, going 55 mph heading to Nashville , and Car B leaves at the same time averaging 70 mph . The driver of Car B will have saved enough time to walk into an empty coffee shop, and order one cup of the finest Folgers before Driver A pulls up beside Car B. This information was obtained from the Tennessee Highway Patrol.
The moral of this story was to show that because of how roads are engineered, traveling excessive speed does little good on short trips.
Here's some info that must be quite new to some people: just because I'm a decent distance behind the person in front of me doesn't mean I'm going any slower. Actually, I'm matching the speed of that car, but, recognizing I have a "reaction time", I keep a proper following distance. Apparently, though, when some people see a gap ahead of the car in front of him, he says to himself, "This car goes slow. Me pass. Me go fast." And thus the driver precariously weaves in and out of the slower traffic in the right lane to get ahead of me, now going the exact same speed again but a few yards ahead of me in the line of cars. So, by risking his life and others and expending much gas in the acceleration, he's knocked approximately 10milliseconds off his commute time. Congratulations!
Even worse, though, is when I have some idiot within inches of my bumper as we're both speeding on the highway, so I go into the right lane... AND HE DOESN'T GO ANY FASTER! Ends up he was driving that close not because he wanted to go any faster, but just because HE?S A RETARD! One of these days, I'm going to slam on my breaks and let my rear bumper collide with his empty skull.
Anyway, as we all know, cars have horns. They?re great for when someone cuts you off (though by the time I think of hitting the horn, the moment has past - again, reaction time). What America really needs is rear car horns. When someone is right up next to me, I want to blast him in the face with the loudest noise possible. Or hit him with an oil slick like with that car in Spy Hunter. It's all good.

Using Turbo Timers

A turbo timer can keep an engine running for a pre-specified period of time, to automatically provide this cool-down period. A more complex and problematic protective barrier against oil coking is the use of watercooled bearing cartridges. The water boils in the cartridge when the engine is shut off and forms a natural recirculation to drain away the heat. It is still a good idea to not shut the engine off while the turbo and manifold are still glowing.
In custom applications utilizing tubular headers rather than cast iron manifolds, the need for a cooldown period is reduced because the lighter headers store much less heat than heavy cast iron manifolds. Rule of thumb to protect your investment is at least 90 seconds of idling to cool the exhuast manifold before turning the car off. Some cars even have their electric fans stay on for a couple minutes after the car shuts off to aid moving hot air out of the engine bay away from the turbo.

Fuel efficiency when turbo charging

Since a turbocharger increases the specific horsepower output of an engine, the engine will also produce increased amounts of waste heat . This can sometimes be a problem when fitting a turbocharger to a car that was not designed to cope with high heat loads. However, the higher compression ratios attained generally contribute to greater fuel efficiency.
It is another form of cooling that has the largest impact on fuel efficiency: charge cooling. Even with the benefits of intercooling, the total compression in the combustion chamber is greater than that in a non turbo engine. Finding ways to cool intake charge without lower boost increase fuel economy.

Blow Off Valves / Anti-Surge / Dump

Pictured is a HKS Blow-off valve courtesy of dreamcasteclipse.blogspot.com . Turbo charged engines operating at wide open throttle and high rpm require a large volume of air to flow between the turbo and the inlet of the engine. When the throttle is closed compressed air will flow to the throttle valve without an exit (i.e. the air has nowhere to go).
This causes a surge which can raise the pressure of the air to a level which can be destructive to the engine e.g. damage may occur to the throttle plate, induction pipes may burst. The surge will also decompress back across the turbo, as this is the only path with the air can take.
The reverse flow back across the turbo acts on the compressor wheel and causes the turbine shaft to reduce in speed quicker than it would naturally. When the throttle is opened again, the turbo will have to spin-up for longer to the required speed, as turbo speed is proportional to boost/volume flow. In order to prevent this from happening, a valve is fitted between the turbo and inlet which vents off the excess volume of air. These are known as a anti-surge, blow-off or dump valve. They are normally operated by engine vacuum or by electronic control.

What is a Wastegate ?

Wastegate ( yes one word)
By spinning at a relatively high speed the compressor turbine draws in a large volume of air and forces it into the engine. Since a turbo can spin to RPMs far beyond what is needed, or of what it is safely capable of, the speed must be controlled. A waste gate is the most common mechanical speed control system, and is often further augmented by an electronic boost controller . The main function of a waste gate is to allow some of the exhaust to bypass the turbine when the set intake pressure is achieved. Most passenger car waste gates are integral to the turbocharger

What is Boost?

Boost refers to the increase in pressure that is generated by the turbocharger in the intake manifold that exceeds normal atmospheric pressure. Manifold pressure should not be confused with the amount, or "weight" of air that a turbo can flow.
Boost pressure is limited to keep the entire engine system including the turbo inside its thermal, and mechanical design operating range by controlling the wastegate which shunts the exhaust gases away from the exhaust side turbine.
The maximum possible boost depends on the fuel's octane rating . Also, Depending on the engine you may be able to run more or less boost than other cars. To run higher boost you need to have a source to cool the charging air. With proper tuning and efficient charge cooling, you can run upwards to 15 PSI of boost pressure on a stock motor.

Main parts inside a turbo

The turbocharger has four main components. The turbine and compressor wheels are each contained within their own folded housing on opposite sides of the center component, the center housing/hub rotating assembly (CHRA).
The housings fitted around the compressor impeller and turbine collect and direct the gas flow through the wheels as they spin. The size and shape can dictate some performance characteristics of the overall turbocharger. The area of the cone to radius from center hub is expressed as a ratio (AR, A/R, or A:R). Often the same basic turbocharger assembly will be available from the manufacturer with multiple AR choices for the turbine housing and sometimes the compressor cover as well. This allows the designer of the engine system to tailor the compromises between performance, response, and efficiency to application or preference. Both housings resemble snail shells, and thus turbochargers are sometimes referred to in slang as snails.
The turbine and impeller wheel sizes also dictate the amount of air or exhaust that can be flowed through the system, and the relative efficiency at which they operate. Generally, the larger the turbine wheel and compressor wheel, the larger the flow capacity. Measurements and shapes can vary, as well as curvature and number of blades on the wheels.
The center hub rotating assembly houses the shaft which connects the compressor impeller and turbine. It also must contain a bearing system to suspend the shaft, allowing it to rotate at very high speed with minimal friction. For instance, in automotive applications the CHRA typically uses a thrust bearing or ball bearing lubricated by a constant supply of pressurized engine oil. The CHRA may also be considered "water cooled" by having an entry and exit point for engine coolant to be cycled. Water cooled models allow engine coolant to be used to keep the lubricating oil cooler, avoiding possible oil coking from the extreme heat found in the turbine.

How turbos work

How Turbochargers Work

A turbocharger consists of a turbine and a compressor linked by a shared axle. The turbine inlet receives exhaust gases from the engine exhaust manifold causing the turbine wheel to rotate. This rotation drives the compressor, compressing ambient air and delivering it to the air intake of the engine; this allows more fuel to enter the cylinder because the air is compressed.
The objective of a turbocharger is the same as a normal supercharger; to improve upon the size-to-output efficiency of an engine by solving one of its cardinal limitations. A naturally aspirated automobile engine uses only the downward stroke of a piston to create an area of low pressure in order to draw air into the cylinder. Because the number of air and fuel molecules determine the potential energy available to force the piston down on the combustion stroke, and because of the relatively constant pressure of the atmosphere, there ultimately will be a limit to the amount of air and consequently fuel filling the combustion chamber. This ability to fill the cylinder with air is its volumetric efficiency. Because the turbocharger increases the pressure at the point where air is entering the cylinder, and the amount of air brought into the cylinder is largely a function of time and pressure, more air will be drawn in as the pressure increases. The additional air makes it possible to add more fuel, increasing the output of the engine. Also, the intake pressure can be controlled by a wastegate, which bleeds off excess boost from the turbocharger.
The application of a compressor to increase pressure at the point of cylinder air intake is often referred to as forced induction. Centrifugal superchargers operate in the same fashion as a turbo; however, the energy to spin the compressor is taken from the rotating output energy of the engine's crankshaft as opposed to exhaust gas. For this reason turbochargers are ideally more efficient, since their turbines are actually heat engines, converting some of the thermal energy from the exhaust gas that would otherwise be wasted, into useful work.

How Mitsubishi and Chrysler became DSM

Relationships between Chrysler and Mistubishi that later made DSM

The origins of Diamond-Star Motors can be traced back to 1970 when Chrysler Corporation took a 15 percent stake in Mitsubishi Motors, as part of MMC's strategy of expansion through alliances with foreign partners. The U.S. company began distributing Mitsubishis as Chrysler-, Dodge- and Plymouth-branded captive imports, a successful venture as the compact cars met consumer demand for smaller and more fuel-efficient vehicles in the 1970s, filling a gap at the bottom of the Chrysler group's range.
By 1982, Chrysler was importing 110,000 Mitsubishis annually. However, a minor conflict was forming as the Japanese now wanted to sell directly through their own-branded dealerships. A voluntary import quota system was in place at this time, restricting the number of cars Japanese automakers could bring in to the U.S. As the Japanese company began to open its own branded dealerships to sell directly, every imported Cordia, Tredia and Starion sold by Mitsubishi had to be discounted from Chrysler's allocation.

In order to circumvent this, the two partners officially incorporated Diamond-Star Motors in October 1985, and in April 1986 ground was broken on a 1,900,000 sq ft (177,000 m²) production facility in Normal, Illinois. The plant was completed in March 1988, with an annual capacity of 240,000 vehicles.
Initially, three models were produced at this facility. The Mitsubishi Eclipse, Plymouth Laser and Eagle Talon were smaller 2+2 sports cars on a new co-designed platform. Models subsequently produced during the next decade included the Mitsubishi Mirage/Eagle Summit, the Mitsubishi Galant, the Dodge Avenger/Chrysler Sebring, and the Dodge Stratus.

Departure of Chrysler
Initially Diamond-Star Motors was a 50-50 joint venture between Chrysler and Mitsubishi. However, in 1991 the Japanese company purchased its partner's equity stake, and thereafter the manufacture of Chrysler vehicles was on a contractual basis. Chrysler sold its equity stake in Mitsubishi in 1993, and Diamond-Star Motors was renamed to Mitsubishi Motors Manufacturing America (MMMA) on July 1, 1995. Despite the departure, the two companies have maintained co-operative manufacturing agreements since then.
Currently the plant produces vehicles using the American-developed Mitsubishi PS platform, including the current Endeavor, Galant and Eclipse, and exports to 26 countries worldwide. Approximately 1,900 people work in the highly mechanized plant, alongside approximately 1,000 robots. Expansion in 2003 means that it now occupies 2,400,000 sq ft (223,000 m²).

Production, 1988–2005
Year
Vehicles
1988--2,409
1989--90,741
1990--148,379
1991--153,936
1992--139,783
1993--136,035
1994--169,829
1995--218,161
1996--192,961
1997--189,086
1998--157,139
1999--161,844
2000--222,036
2001--193,435
2002--202,352
2003--173,699
2004--113,435
2005--87,594
Total
2,752,854

October 22 07 Frustration with Hahn

Hello, I am updating everyone. I purchased the Fuel pump and Fuel Management Unit from Hahn last Tuesday. I did receive the parts however there are no fittings whatsoever with the fuel regulator. I set out to home depot to try and find something comparable. I had no luck. I now spent 455 dollars on a Walbro 255l Fuel Pump and Regulator. I am feeling some there is a Honda kid out there laughing at me. I called back Hahn and they said that for the fittings, return fuel line and a set of four 270cc 26# Accel injectors that it would cost an additional $455.75 . Wow so that means I will have 910.75 for some fittings for the Fuel Management Unit ( FMU) I purchased from them, a set of four injectors, Walbro 255l high pressure fuel pump and return fuel line kit. Oh I almost forgot, they are including a "fuel mapper" for that price. The fuel mapper is a little electronic choke that prevents the voltage from going to high, it is more or less their version of a fuel cut defender. A fuel cut defender cuts fuel off at a predesignated point so a car can only go so fast and or only have so much horsepower. Bad things happen if the fuel cut is activated while under boost, the car will loose all power for maybe a half second, then have power again, then loose it again. I have heard but not experienced that this feels like you are entering the earths atmosphere in a tin can.

So here is the breakdown of the known needed parts from HahnRacecraft.com

Late Model Fuel Kit- $200 somthing

Fuel Injectors by Accell 26# 270cc per minute - $180 set of 4

Extra stuff that I am being charged for- whatever is left ( $130 dollars)



Other parts I need that I need to get

-Oil line fitting to adapt oil feed to the turbo- $$$

-Flex pipe section welded into the downpipe, must be done at muffler shop - $70

-vacuum tubing of various size- 30$


On the Wish list but not needed

- Ceramic based insulating paint $50

-Godspeed Intercooler $270

Candy red parts sitting on engine

Here is most the candy apple red parts sitting on top of the engine. You may notice that under the hood is farely clean. I set this up to get an idea of how things will position and is there was anything else I need to have powder coated. Generally if somthing looks dirty but you cleaned it like a germophobe then you should just powdercoat the piece. The Thermostat is right beside the wastegate thats candy red and has oxidation. Later I will unbolt it an powder coat that as well. Even though I have the Cam gears on the blog I do not have them back from the candy being applied from the painter. Candy is a light tint high temp. clear coat that you apply over the red to give that deep thick color. All is well so far. I need to change the head gasket and install all these red parts. I am starting by installing the Fuel Pump and wiring. I am using a relay and wire direct to battery to get a better connection. It is said that if you use the factory wireing there is a voltage drop and the fuel pump makes a wine! I dont want wierd noises and need the pump to work flawlessly so direct wire to battery it is!

Parts List For Turbocharger Install

These are the various parts I needed beside all those powdercoated to do the initial install.

here is the list

420a Steel Multilayer Head Gasket -------------------$70

Fuel Pump Wiring kit and walbro 255l pump----------$115

Hahn Drain Line Kit-----------------------------------$120

Hahn FMU fully adjustable and boost dependant------ $304

Head gasket and seals set ( cover all gaskets)----------$60

Tial 7.25 psi Waste gate spring-------------------------$35

also have but not pictured

Turbo-------------------------------------------------$599

Downpipe welded------------------------------------- $250

Tial Wastegate 38mm---------------------------------$250

Apexi- Safc 2----------------------------------------- $250

Boost Controller---------------------------------------$70

New O2 Sensors---------------------------------------$70 each (2)

Turbocharger Sheild-----------------------------------$90

K&N air filter------------------------------------------$40

Intercooler--------------------------------------------$270

Intercooler Stainless Steel Piping----------------------$300

Putting the Candy apple Parts Back together

Here are all the parts put back together with their counterparts. The last Picture is the 38 mm tial wastegate , then the entire turbo on manifold with jessie holding the tial wastegate in place to get an idea of what it looks like. I need to go get grade 8 bolts to put everything together. All the parts still fit well after the powder coating. Now I need to see what the parts look like in the sun, and even better- IN THE ENGINE BAY!

Powder Coating is done!

These are all very pretty parts. I have already installed some parts on Jessies car, the 4g63 eclipse turbo. Look here at http://dreamcasteclipse.blogspot.com/2007/10/pictures.html

Powder coating makes a dramatic difference to the underhood of a vehicle. Shes pretty happy with her Rasberry Parts.

What is Powder Coating ?

Powder coating is much stronger than your average krylon or even automotive paint whn it comes to protecting parts that come in contact with grease and high heat. Even tree huggers like it as you dont use acitone or other paint thinner for application.

There are several advantages of powder coating over conventional liquid coatings:
Powder coatings emit zero or near zero volatile organic compounds (VOC).
Powder coatings can produce much thicker coatings than conventional liquid coatings without running or sagging.
Powder coating overspray can be recycled and thus it is possible to achieve nearly 100% use of the coating.
Powder coating production lines produce less hazardous waste than conventional liquid coatings.
Capital equipment and operating costs for a powder line are generally less than for conventional liquid lines.

Powder coated items generally have fewer appearance differences between horizontally coated surfaces and vertically coated surfaces than liquid coated items.
A wide range of specialty effects is easily accomplished which would be impossible to achieve with other coating processes.

While powder coatings have many advantages over other coating processes, there are limitations to the technology. While it is relatively easy to apply thick coatings which have smooth, texture-free surfaces, it is not as easy to apply smooth thin films. As the film thickness is reduced, the film becomes more and more orange peeled in texture due to the particle size and TG (glass transition temperature) of the powder.

For optimum material handling and ease of application, most powder coatings have a particle size in the range of 30 to 50 μm and a TG > 40° C. For such powder coatings, film build-ups of greater than 50 μm may be required to obtain an acceptably smooth film. The surface texture which is considered desirable or acceptable depends on the end product. Many manufacturers actually prefer to have a certain degree of orange peel since it helps to hide metal defects that have occurred during manufacture, and the resulting coating is less prone to show fingerprints.
There are very specialized operations where powder coatings of less than 30 micrometres or with a TG < 40° C are used in order to produce smooth thin films. One variation of the dry powder coating process, the Powder Slurry process, combines the advantages of powder coatings and liquid coatings by dispersing very fine powders of 1–5 micon particle size into water, which then allows very smooth, low film thickness coatings to be produced.

Powder coatings have a major advantage in that the overspray can be recycled. However, if multiple colors are being sprayed in a single spray booth, this may limit the ability to recycle the overspray.

Turbo parts section 1

Hello I am introducing the Starnes Turbo Kit, I am putting together as we speak and there will be several posts I am sure. I have collected all the needed parts to turbocharge the car. Like the Star and Hahn kit they needed some cosmetic tweeking. Above are pictures before the tweeking comences.

This includes a

t3/t4 from Turbonetics

HKS Blow off vave

Star 4-1 Manifold

Tial 28mm Custom wastegate

Hahn racecraft adjustable fuel managment unit

Customized Dowpipe 2.5 in ( waste gate is welded to down pipe to exhaust)

Hahn racecraft Oil Supply for turbo

A intake manifold customized by me Joshua Starnes

Walbro 255l high pressure pump

a 7.25 psi green tial waste gate spring

other parts, I will make a full post once complete.

Star Turbo Kit

Star Turbo Kit For Comparison

This is the Star Turbo Kit a Hahn racecraft competitor. Hahn racecraft has the record for bolt on power for the 420a because the wheel in the turbo is very light. It is made by mitsubishi ofcourse. The turbo from this kit is not named. There is a picture above for comparison, take it love it tell it, its pretty.

http://www.dsmtuners.com/forums/showthread.php?t=163719 origin of picture

Turbonetics T3/T04B Turbocharger

- STAR 4 to 1 Turbo Manifold

- Turbonetics Mark II Wastegate

- STAR Front-Mount Intercooler (Polished)

- HKS Blow-Off Valve

- STAR Mandrel

-Bent Chrome-Plated Piping

- STAR 2.5" Exhaust Down Pipe

- STAR Wastegate Dump Tube

- STAR Blue Silicone Couplers & Clamps

- STAR High Volume Inline Fuel Pump

- STAR Vortech Boost Dependent FMU

- STAR Intake Air Filter Assembly

- Map Sensor Bypass Valves

- SS Braided Oil Feed Line w/ Fittings

- Oil Return Line Assembly

- All Necessary Hardware and Fittings

- All Necessary Hoses and Hose Clamps

- All Necessary Gaskets

The Hahn Turbo Kit

In my opinion the Hahn racing turbo kit is very complete. They started with the 420a and know alot about its characteristics. The one thing that really gets me is that even with all the time that has went by Hahn has never updated the Look of the System. It is as if it was never meant to be on a car that is classy or a show car. This factor was disappointing. I have an artisitic view on mods. I like it to be clean and pretty. Whats the point in spending 4000 on a kit that only covers boost when you are trying so hard to look good. There are some simple solutions but none are cheap. There is the option of powdercoating. Some spend hundreds of dollars on stainless steel parts that are all shiny when they go on. If your car never sees the raod maybe this is for you. However stainless steel will turn brown once the exhuast heats it up to around 400 degrees. Its a big bummer to get pretty headers and they turn to mud! I personally recomend Powdercoating. It is cheaper than stainless steel and its not going to turn brown, or any other color besides what you coated the part with. Enough of that now. I would like to look at the hahn turbo kit in comparison to a custom turbonetics setup using all the hahn fuel parts. If you have noticed I am merely suggesting using pretier parts or making the pretty mr Hahn. If you read this, I think you have a great kit and it does its job well, lets just do it in style.

Here are pictures of the Hahn Turbo Kit after the install is complete just as it comes out of the box. Then the White valve cover is a turbonetics turbo and star manifold, notice the huge cosmetic difference. Below is specs for the Hahn Turbo Kit located at http://www.hahnracecraft.com/auto/eclipse/eclipsestage2.htm

Boost pressure

8 PSI

Internal engine modifications
not required

Power Output@ crankshaft

250 to 275 HP

1/4 mile performance (on street tires, not slicks)

13.7 seconds @103 MPH (-2.3 seconds vs. GS-T!)

Turbocharger

Mitsubishi/HAHN Super 16G TDO5H-16G10CM2

Intercooler

Bar and plate core, same as used in our popular factory turbo intercooler upgrade

Exhaust manifold

Cast Steel(upgraded from earlier tubular design)

Downpipe

Ceramic coated, mandrel bent 2 1/4"

Air Piping: Mandrel bent, TIG welded, powder coated gloss black standard

2" compressor outlet, 2 1/4" intercooler outlet

Compressor bypass / blowoff: aftermarket valves easily retrofitted if desired

Standard, OE 3000GT

Fuel System: varies with model year

Complete system includes:

Fuel pump, regulator, hoses, fittings, lines, electronic mods

Cold Air Intake
Foam Element w/ mandrel bent piping

Other modifications required

none, aftermarket exhaust system highly recommended

Early 420a Research by Bill Hahn

Article located on Hahn Racecraft , I did pruchase a Fuel Managment Unit from them
http://www.hahnracecraft.com/auto/tech/dev.htm

Hahn RaceCraft's development program for the 420A engine began in early 1998. It started as a response to the inquiries we received from our 95-99 Diamond Star customers, whose non-turbo cars are equipped with this engine. They practically begged us to design this system! Little did we know at that time that we would be building over 450HP with this exceptional engine by late 1999.


Our first prototype vehicle for 420A Turbosystem testing was our own 1998 Eclipse RS. This long-term testbed vehicle was at first used to engineer our Stage I and II turbosystems. The components used in these systems were carefully chosen to offer excellent results while also allowing higher-powered options to be employed in the future. While the car underwent long-term evaluation of the turbosystem's effects, we worked in the background to create a foundation for the higher-powered future iterations.
During this period, we were surprised and pleased to learn that the 420A looked promising and amazingly modern when inspected internally. As it is a truly new engine (1995 was its introduction), its CAD design and contemporary design improvements were apparent upon close inspection. The design concepts we noted in the 420A suggested strongly that our current and future power and durability aspirations should meet with success:
A very strong bedplate four-bolt main lower end design appeared quite capable of handling much higher than stock HP. This bedplate design means the engine block actually separates into two sections along the crankshaft centerline, rather than the more conventional and much weaker practice of using separate main bearing caps. This design is typically used only on high output motorcycle or automotive (Suzuki, Viper, Porsche, Ferrari, etc.) engines.
Direct Crank Trigger ignition adds accuracy to spark timing. A strong, knife-edge crankshaft comes standard.
The Lotus-designed four valve cylinder head not only flowed well stock, it also exhibited excellent detonation control from modern port / chamber design and well executed cooling.
Mahle pistons, well known for their quality, added durability to the package. The more we analyzed this engine, the better it looked!
In the first year of testing, we studied the effects of our Stage I and II turbosystems on completely stock engines. This long term testing was crucial to determining the safe upgrade limits for these otherwise stock engines and drivetrains. Over thousands of street miles through all types of climates, with dozens of drag strip passes in between, our prototypes were put through their paces. The stock engines proved quite well suited to the 250 to 275 HP that our Stage II kit produces.
After a year of successful turbosystem and durability development with the stock engines, the time had come to explore the next level. With a target of 375-400 HP, new engines were prepared with forged pistons and billet connecting rods. One was installed in our Eclipse, another in the Neon. These units were carefully assembled, but were intentionally left otherwise completely stock except for the pistons and rods. We also upgraded the fuel systems to full programmable units, while adding a more powerful ignition amplifier. These changes allowed the turbo and intercooler that are standard in Stage I and II systems to run higher boost and produce their maximum airflow of almost 400HP.

We then power was sufficient to land our 2400 lb. Neon squarely into the 11.7 second /119-mph quarter mile range, while still maintaining daily driveability. As a matter of fact, this car has always been driven, not towed, to the dragstrip! The engine proved quite docile, yet still very willing, during street use on pump gas at low boost. The addition of higher-octane fuel and higher boost allows 400HP, all while retaining daily driven dependability. The performance value of the Neon was stunning: the total investment, including the purchase of the 1996 car, was still under $15,000 for a genuine, daily-driveable, late-model eleven second car which still gets great gas mileage in daily driving! The performance per dollar approaches that of a modern sportbike. Needless to say, the Neon was responsible for a lot of jaw-dropping at the local dragstrips.

The next step in power, was tested with our Eclipse RS. In addition to the fuel system and engine internal mods, we added a larger intercooler and converted the turbo to Super 20G specs. Remapping of the programmable fuel system we had previously installed allowed us to take advantage of the additional airflow provided by the larger turbo and front-mounted intercooler. Here the 420A engine proved itself yet again: it was now producing 450+HP, enough to propel the 2900 lb. Eclipse to 122 MPH in 11.7 seconds. Yet the car is compliant and cooperative in street driving, still wears air conditioning and goes anywhere!

It is important to note that our 375+HP Neon and 450+HP Eclipse 420A engines are still stock in terms of airflow. For the sake of turbosystem economy and simplicity, as well as good street manners, we decided to explore the maximum amount of power available while still blowing through a stock throttle body, intake manifold, cylinder head, cams and valves. The outcome is impressive, to say the least. Although the durability improvement provided by the piston and rod upgrades is essential to the use of these engines over 300HP, the pistons and rods do not help produce more power. The power gains are strictly achieved through the capabilities of the HRC turbo and fuel systems. 450+HP is enough for most, and readily achievable. Yet a brave few will try to imagine what results could be achieved with the addition of cylinder head / manifold improvements!
For Hahn RaceCraft, the next step will be to do just that. Our continuing development of the 420A will now explore what we can achieve when we are not limiting ourselves to the 450 or so HP airflow of the stock components. Moving effectively to the next level prompts us to finally take off the stock manifold and other parts that had performed so well to date. It's a bittersweet moment, for while we look forward to the huge power gains enabled by the new parts, we will miss the outright simplicity, ease and affordability of the stock parts. No matter. In order to maintain our position as the authority on these engines under high output, we will now forge ahead to ever-higher power levels. The information learned as we cross the 500HP mark will continue to benefit all of our 420A Turbosystems and engine components. We plan to persist until we have achieved the 400+HP per liter of engine displacement we have achieved with some of our other notable engine programs.
P.S.: The transaxle these engines are coupled to is a nice piece in its own right. Its durability definitely makes the engine's strong points even more viable. In the worst case scenario we've been able to come up with, our 98 Eclipse RS has withstood thousands of miles of turbocharged street use and 11.7 second quarter miles. It weighs about 2900 lbs. with driver and has a completely stock transaxle, uses slicks at the track and has had ZERO transmission issues. I've never missed a gear in it in over a hundred dragstrip passes. It's a perfect marriage with the Stage IV clutch we provide. I drive it hard, and if it holds up to what I dish out, then it's a durable gearbox! The fact that the stock components have held up to this brutal power level for so long is evidence of the durability that you can expect.
Of course, it has been my intention to push these components to their limits and beyond. This is the best way for us to understand what you, the buyer, will ultimately need to know about these cars and their capabilities when power is increased. If you are considering drag racing your car as continuously as we have run the RS, we heartily recommend a limited slip differential, and a training session from one of our drivers to teach you how to get that Hahn RaceCraft power to the pavement effectively while maintaining good drivetrain life. We'll gladly show you what we've learned about extending drivetrain durability and traction effectiveness. We believe it's the best way to make your experience with our equipment even more enjoyable. We have the information. That's why we drive, and race, what we sell!
Thanks,
Bill Hahn Jr.

Inside th 420a Engine by Allpar

This is a full article located on Allpar.com This outlines bits of information that make understanding the 420a origin better.

http://www.allpar.com/mopar/2dohc.html

Double Overhead Camshaft (DOHC) 2.0 Liter Engine

The Neon, Dodge Avenger, and Chrysler Sebring featured (as base engine on the Avenger/Sebring and optional engine on the Neon through 1999) the Chrysler-designed DOHC 2.0 engine. Displacement is 1996 cm(cubed) (121.8 in(cubed)). The engine is slightly over square with a bore of 87.5 mm (3.44 in.) and a stroke of 83 mm (3.26 in.) Compression ratio is 9.6:1. The engine is designed to run on regular-grade unleaded gasoline.
The engine has a very high specific output of 70 bhp/liter for brisk performance. Typical ratings are:
140 bhp @ 6000
130 lb-ft @ 4800 rpm
104 kW @ 6000
178 N-m @ 4800 rpm

Cylinder head, cylinder block, and bedplate

A low profile, cast aluminum cross-flow cylinder head has pent-roof combustion chambers housing four valves per cylinder. Dual camshafts run in six bearings with removable caps that are machined in head base material. Powdered metal valve seat inserts and valve guides are pressed into the head. Spark plugs thread into the center of the combustion chamber through wells cast into the head.
To provide turbulence in the cylinders that contributes to the rapid combustion necessary for low emissions and efficient operation on regular-grade gasoline, the intake ports cause the incoming air to "tumble" from top to bottom of the cylinders. The degree of tumbling action was balanced against the conflicting need for high air flow to obtain high power output.
The thin-well cast in iron block is only 212 mm (8.35 in.) high to clear the low hood. The block ends at the centerline of the crankshaft. Bore spacing of 96 mm (3.78 in.) allows room for coolant to flow around all cylinders. The top deck is open to reduce weight. For light weight, cylinder walls do not allow for a larger bore.
A bedplate beneath the block supports the crankshaft and provides needed structural stiffness for durability at high rpm's and quiet operation. A perimeter wall and three transverse webs make up the bedplate. Main bearing caps are integral with the transverse webs. The bedplate attaches to the base of the block via 20 bolts -- 10 along the outer walls and 10 straddling the main bearings. The bedplate also provides a flat sealing surface for the oil pan.

Intake and exhaust manifolds

A two-piece cast aluminum intake manifold features 18.5 in. (470 mm) primary runners to enhance low-speed torque. The runners are curved to provide as much length as possible in the compact engine compartment of the Avenger and Sebring. A tapered plenum and elbow section deliver air from the throttle body to the runners. Recirculated exhaust gas (EGR) for NOx emission control enters the manifold at the base of the throttle body.
A compact, light weight nodular cast iron exhaust allows exhaust gas to heat catalytic converter to operating temperature quickly for low emissions.

Valve Train
Four valves per cylinder are actuated by dual overhead camshafts. Valve seat outer diameters are 1.36 in. (34.5 mm), intake, and 1.16 in. (29.5 mm), exhaust. All valves have 0.25 in. (6 mm) chrome plated stems. Intake valve lift is 0.31 in. (7.8 mm) and exhaust valve lift is 0.28 in. (7.0 mm). Valves have a 48 degree included angle; exhaust valves forward, intakes rearward. Each valve is operated by an end- pivot rocker arm. Each 0.79 in. (20 mm) roller cam follower runs on roller-bearings. Each rocker pivots on an inboard-mounted, fixed hydraulic lash adjuster. Barrel-shaped single valve springs provide control of valve actuation to 7200 rpm.
The nodular iron camshaft is hardened after machining to provide the requisite durability characteristics for roller followers. A state-of- the-art cog belt drives the camshaft. The belt system is designed to last the life of the vehicle without adjustment or replacement. High belt loads associated with operating 16 valves dictated a special high temperature rubber material and unique belt construction. A spring- loaded automatic tensioner with hydraulic damping forces an idler pulley against the back of the belt, maintaining proper tension for the life of the vehicle. Low inertia powdered metal sprockets, one for each cam, are spaced away from the block to reduce belt operating temperature. A two piece molded plastic cover completely encloses the belt to prevent damage from foreign matter. It includes a removable inspection plate.

Internal engine parts

Pistons are cast from a eutectic aluminum alloy that contains 12% silicon for wear resistance. They have an elliptical shape to control expansion during warm up to minimize noise and avoid low temperature scuffing. The pin is offset 0.04 in. (1 mm) to reduce noise. The tops of the pistons include valve clearance notches that allow increased valve lift. Piston pins are press-fitted into the rods. Ring line-up is conventional, with two compression rings and a three-piece oil ring.
Connecting rods and rod caps are initially formed as one-piece powdered metal forgings. Molding them from powder before forging assures excellent dimensional and weight control with minimum machining. Powdered metal rods are lighter than conventional forgings, especially at the piston end, resulting in low reciprocating weight and smooth high rpm operation. Weight is lower because the rods are made without the excess material that is partially machined away as part of the normal balancing process on conventional rods. The cap is separated from the rod by a unique process. The uneven surface that results from the breaking process provides perfect rod to cap alignment at assembly. Rod cap retention screws thread directly into the connecting rod for simplicity and light weight.
The nodular cast iron crankshaft is fully counterweighted -- it has counter weights on both sides of each crank pin -- to balance bearing loads for smooth, quiet operation yet weighs only 15 kg (33 pounds). Counterweights opposite each crankpin allow bearing diameters to be reduced from past practice for less friction aiding fuel economy and power. Main and rod bearings are 2.05 in. (52 mm) and 1.88 in. (48 mm) in diameter, respectively -- 0.4 in. (10 mm) and 0.15 in. (4 mm) smaller, respectively, than past practice. Main and rod bearing journal tolerances are reduced from past practice for quieter operation and longer life.
A conventional inertia-ring vibration damper is mounted on the nose of the crankshaft. Pulley grooves machined into the inertia ring drive the alternator and accessory belts. In addition to reducing engine noise and vibration, the damper reduces load variation on the belts for longer belt life.
The camshaft needs no bearing inserts: it operates directly in the cylinder head. Main and rod bearing shells are aluminum base material with a high load capacity.

Lubrication System

The powdered metal gerotor oil pump mounts in an aluminum housing attached to the front of the block and is driven by the crankshaft. The system for returning oil from the head prevents aeration during high-rpm operation. Oil drains from the head along the right (rearward facing) side of the block, because the block is inclined in that direction. The crankcase is ventilated through openings left side of the head. Oil capacity is four quarts plus filter. SAE 5W-30 oil, grade SP/SG is recommended. A half-quart oil filter mounts vertically to an extension of the bedplate.
The oil pan is stamped from acoustically damped material -- two sheets of steel sandwiching a layer of sound deadening mastic -- to reduce noise transmission. The pan is basically full depth throughout its length, allowing ample clearance between crankshaft and oil to avoid aeration

Cooling Systems

The water pump scroll is integral with the block to reduce complexity. The pump is driven by the timing belt. The thermostat housing, cooling system filler neck, radiator hose nipple and overflow nipple are combined in a single cast aluminum part that attaches to the thermostat base on the cylinder head. The filler neck is on this housing rather than the radiator because the low hood line makes this the highest point in the cooling system and therefore the appropriate place for filling or refilling the system after maintenance or repair. A pressure radiator cap attaches to the filler neck. This cap maintains constant pressure in the cooling systems when the engine is running to enhance cooling and reduce water pump cavitation. This cap is smaller than a conventional radiator cap to avoid using an incorrect cap.
A check ball in the thermostat allows air in the coolant to escape when the system is cool but seals to assure rapid engine warm-up. The vent also aids in refilling the system after maintenance or repair by preventing air entrapment. By allowing air to escape, the vent also helps prevent large variations in coolant temperature during warm-up previously cause by trapped air.
The cast aluminum cylinder head cover has a black enameled finish. Raised nomenclature on the cover -- "DOHC 2.0L 16 Valve" -- has a silver finish.

Sealing Features

The crankshaft rear main seal is pressed into the block and bedplate assembly rather than into a bolt-on housing, eliminating a potential leakage path. The seal includes a Teflon(R) lip for long life.
The oil pump cover houses the crankshaft front main seal.
Oil pan and cylinder head cover gaskets are state-of-the-art molded silicone with steel backbones and compression limits.
Bed plate construction makes oil pan sealing easier by providing a flat, continuous, machined sealing surface.
The top surface of the cylinder head is machined flat for easy sealing.
Spark plug wells are sealed to the cylinder head covers by individual molded seals.
A molded silicone rubber gasket that is integral with the thermostat provides a high-integrity seal between the thermostat housing and cylinder head.
The oil pan drain plug includes a molded seal to prevent leakage.
The camshaft sensor is sealed to the cylinder head with an O-ring

Fuel Injection System

Sequential multi-port injection uses injectors that direct a separate spray to each intake valve to provide balanced fuel delivery to all cylinders. Sequential injection improves throttle response and overall driveability compared to single-point or simple multiple-point injection.
The fuel injection system uses speed-density control -- engine speed and intake manifold pressure as primary determinants of fuel injection rate and timing. Intake manifold pressure is determined by a manifold absolute pressure (MAP) sensor. The injection system uses the same speed, timing and cylinder selection sensors as the ignition system. These direct-acting sensors provide both greater accuracy and quicker response than a conventional distributor.
The throttle body has a 2.05 in. (52 mm) bore to minimize restriction at high rpm. To enhance manual transaxle driveability, the throttle body has a contoured bore in the off-idle area that reduces the slope of the airflow vs. throttle angle curve making low-throttle "launches" easier. Also with manual transaxle, the throttle is operated by a progressive cam that provides relatively slow initial response to pedal movement. With automatic transaxle, the cam provides throttle response proportional to pedal movement.

Ignition System

The Avenger and Sebring 2.0-liter engine has a direct (distributorless) ignition system that provides the following benefits compared to distributor systems:
quick starts because camshaft and crankshaft sensors give early recognition of which cylinder is to be "fired"
simplification because the distributor and related parts are eliminated
greater accuracy because ignition and fuel injection timing signals are taken directly from the crankshaft and camshaft
reduced maintenance because timing adjustment is never required
improved idle quality because timing variation is reduced
improved engine response and idle quality because DIS sensors update data flowing to the PCM (power train control module) more frequently than conventional systems to accurately reflect changing speed and load conditions
high reliability through use of proven "Hall-effect" sensors
Two sensors provide data for operation of the system: a crankshaft timing sensor and a camshaft reference sensor. The timing sensor, which is inserted through the side of the block, senses two patterns of four slots each in the #2 crankshaft counterweight, spaced 180 degrees apart. These slots provide data for engine speed and timing calculations. Their position on the crankshaft establishes basic timing for the engine. Sensing directly from the crankshaft provides greater accuracy than prior systems that sensed from starter ring gear or torque converter drive plate. Individual slots are spaced 20 degrees apart. Spark advance and injection timing are computed from these points. One slot, called the "signature" slot, is 60 degrees wide; the others are approximately 5 degrees wide. The unique sensor output coming from the signature slot is used in combination with the output from the camshaft sensor to determine which cylinder is ready for fuel and ignition.
The camshaft sensor is mounted at the rear of the exhaust camshaft, outside the cylinder head. It is triggered by a ring magnet in the end of the camshaft. The magnet has four poles arranged asymmetrically at 150 degree and 210 degree intervals. Correlation between the magnet poles and the "signature" slot is established in less than one crankshaft revolution, allowing injection and ignition to begin.
A knock sensor permits fine tuning of engine operation rather than just responding to engine-damaging knock.
The four-lead DIS coil module is attached directly to the cylinder head cover, providing very short secondary wire leads.

Idle speed control

The PCM determines idle speed. It actuates a stepper motor and by-pass valve in the throttle body to change idle air flow. In addition to customary warm-up and basic idle speed control, a switch on the power steering high-pressure hose detects higher hydraulic pressure that occurs during steering action and compensates by increasing idle speed. Air conditioning compressor operation has the same effect. To maintain smooth operation, the PCM idle speed control system opens the valve in anticipation of compressor engagement or (with automatic transaxle) a shift out of Neutral.

Other Components

The generator is driven by a poly-vee belt from the crankshaft damper. The power steering pump and air conditioning compressor are driven by a separate poly-vee belt. The belt is also adjusted manually by means of a pivoting bracket.
A lightweight two-piece plastic air cleaner housing is remotely mounted and houses a panel-type filter. Air is ducted to the throttle body by a flexible molded hose.
To minimize oil pullover at high rpm, the crankcase ventilation system includes an oil separator in the cylinder head cover. The separator has baffles that inhibit the flow of oil to the intake manifold. Oil drains out of the baffling on a long, narrow plate pinned to the inside of the cover.
The optional automatic speed control system uses a vacuum servo supplied by manifold vacuum to open the throttle via cable. It allows the car to maintain any selected speed between 35 to 85 mph (56 to 137 km/hr.) A vacuum reservoir helps operate the servo on steep grades. An intermediate link between the speed control cable and the throttle cable allows the driver to increase speed, if desired, independent of speed control operation. The system cancels speed control action if the brake is applied, if engine or vehicle speed rises quickly indicating wheel spin or an out-of-gear condition, or if vehicle speed drops suddenly, indicating rapid deceleration.

8 inch lcd to replace Cd Player in dash

This is the begining of the screen install. I already check ( http://bp3.blogger.com/_fHn_MhtuwdQ/RfmBt-nhH5I/AAAAAAAAAYw/FNiAIfJfkzs/s1600-h/Picture+006.jpg

or the thread at http://dreamcasteclipse.blogspot.com/2007_03_01_archive.html

This is made by taking a screen apart, then the front of the fram is glued to the piece that fits in the car where ever you are placing the screen. In this case I used the radio bezel. My unit includes the square bezel around the Cd player and the AC controls have been removed to make room. I retrofit the cd player into place. I will add a fishing touches picture and maybe a step by step to make this post more comprehensive.