Performance Muffler found from Eclipse GT for Eagle Talon

Exploded illistration for Eclipse Gt 2006 exhuast system from the dealer

I looked for a couple days to find a great deal on original equipment exhuast for the Eclipse GT V6. I was looking for the resonator and muffler. The muffler stops noise where the resonator makes heavier " nasty" sounding exhuast pulses run together. They vibrate smoother and there is less pulse gap. When I started my task of finding a exhuast I went online to buy a Brand new system. At oem pricing the muffler alone would run me $270 and more for the catlytic converter/ resonator pipe. The stock muffler supports over 270 hp , sooo that's around a dollar for every horsepower the muffler can support. These are the discounted prices slighly under actual dealership prices. As you can see buying a new original equipment/ stock exhuast, from the catalytic back, would be $861 plus shipping. Very pricey! I included a exploded illistration from the dealer.

I posted a "Wanted Muffler" thread on a couple 4th generation eclipse forums. I only had two responses over the weekend: however, I found a guy who upgraded his exhuast to an aftermarket muffler, who is willing to sell the stock one. Oh Happy days! At first he thought he had a resonator too, but he found that he sold his Evo and the exhuast is gone now. He still has the OEM muffler in a box though. I am giving him $50 for the muffler with 1000 miles on it. This is a much better deal than buying one 1000 miles newer from the dealer. I will keep everyone updated on when this goes through.

Pricing found at Mentor online parts dealer:http://www.trademotion.com/partlocator/index.cfm?action=getJointLocator&siteid=213934&chapter=&Sectionids=7,2489&groupid=2490&subgroupid=4564&componentid=0&make=24&model=Eclipse&year=2006&graphicID=6228235&callout=15&catalogid=2&displayCatalogid=0
(10)Muffler - 3.8 liter - 3.8 liter

$242.75

(8)Converter and pipe - 3.8 liter - 3.8 liter ( yes the catalytic converter and resonator)

$583.26

(15) Diffuser - 3.8 liter - 3.8 liter ( fancy word for stainless steel exhuast tip)

$34.99

You can see from this picture that I took a couple of days ago that the exhuast outlet is about 2.5 inches or larger. A outlet that is smaller that the inlet on a muffler signifigantly inhibits the flow of exhuast. Most economy cars will have an outlet 1/2 inch smaller than the inlet. This helps increase fuel economy by restricting horsepower. Since we are not here to save trees in this blog that is not an issue. PS> Happy Earth Day, save a tree...

Eclipse GT 2006 /2007 Muffler and Resonator destined for Talon ESR

The Eagle Talon Esi exhuast will only support about 210 Hp of flow. The OEM 2 inch exhuast can only support so much. Upgrading to at least 2 1/2 inch exhuast would support 260 horse power. The 2006 Eclipse Mivec V6 Exhuast is now destined for the 1997 Eagle Talon ESR. The flow supports 250-270HP without the mad bumble bee noise. This muffler would still meet the Noise requirements of 86 decimals and provide a larger volume of flow for the Turbo ESR.

The Down pipe is 2.5 inches from the rear of the turbo. Perhaps we will upgrade this with a 2.75 or maybe a 3 in Down pipe to the catalytic converter. Then from the rear of the converter there would be 2.5 inch leading to the resonator and then more 2.5 in tubing to the Mivec muffler.

This 2.5 inch piping can be installed in segments and will replace the 2 inch original piping from the factory. Since the down pipe is already 2.5 inch I would have a very consistent exhuast size all the way back. This will offer enough back pressure to operate and idle correctly ,but without the enourmous restriction that the 2 in piping and stock muffler is providing us with. Some are wondering why I would install only a 2.5 inch exhuast instead of a 3 inch. First the muffler , catalytic converter, and resonator are all 2.5 inch. So to maintain a seamingly factory torque tune in the low end we do not install piping larger than the other inlets and outlets. Doing that produces cavitation. Cavitation is where an exhuast pulse is pushed through a pipe and then hits a larger cavity. The causes pressure to drop. Since pressure is the driving force here the momentum greatly decreases. Though the engine can breathe better at top end there is not enough pressure to keep exhuast moving smoothly. This can produce a rougher idle, and slower response in the lower RPM range. This is from 700-3000 rpm on the 420a.

Talon ESR gets Motegi DP6 18in chrome wheels ," I Has New Shoes!"

Motegi DP6 Wheels 18in

This is a estimate , but I wanted to see what the wheels would look like in comparison to the stock 16 in wheels. The chrome looks good beside the frosted white paint.
It could probably stand to be lowered one inch maybe 1.5 at the most. I am thinking of having various suspension parts powdercoated like springs and control arms/ A arms.

Here is the comparison on the front. You can tell this will look pretty nice for a conservative look. The red calipers will stand out behind this chrome well.


Everyone who is paying attention knows my accent color for this car is red and secondary color is grey. I will have the new muffler coated with either this red or gunmetal like black chrome. The new muffler is planned to be the 2007 Eclipse GT oem V6 muffler. The V6 already has 260hp so I dont think it will discremenate on my car.

Eagle Talon ESR , 1997 420a turbo The Forgotten DSM

The Forgotten DSM

This car never sported a 4g63 or 4g64 like it's Mitsubishi GST and Eagle TSI cousins. This motor was implanted into what was planned to be the non-turbo yet sporty Eclipse and Talon. The only version that did not have the availability of the 420a as an option was the Eclipse Spyder. Chryslers car was the Eagle and Mitsubishis was Eclipse. This partnership was known as DSM. However not just the 4g63 was in this agreement. Chrysler used its Ag88 Block with the Lotus designed head to form a good Non-turbo option for both parties. The 420a is just as much a DSM as it's factory turbo counterparts.

Lotus Elise, Formerly K- series motor till 1999

420a is closest related to the 111s tuning. The 111s output was 143hp, has revised intake, direct electronic ignition, and sequential fuel injection.

K series 1.8 , note the intake plenum, throttle body and water crossover pipe.

In 1999, Lotus introduced the 111s version of the Elise. It provided 143 bhp at 7.000 rpm and 128 ft-lb (174 Nm) with the new variable valve control (VVC) version of the K engine. There were larger inlet and exhaust valves, a new aluminium inlet manifold, and a revised plenum chamber. The Bosch multi-point fuel injection had adaptive control and distributorless ignition used individual coils for each cylinder. The first version of this motor was introduced in 1995 with hydrolic tappets ( lashers) , the same time as the 420a was introduced to Diamond Star Motors goup

Eagle Talon ESR
This is an underdog that that performs well out of the box. The turbocharged 420a motor powering this Eagle Talon ESR is a breed between Chrysler / Dodge, Neon and Lotus Elise 90-95 K series DOHC motor. In 1996 the Lotus Elise K series motor would no longer pass emissions under european standards as it did not have variable valve timing standard to produce horsepower levels with lower emissions. Lotus allowed Chrysler to use the head design with some modifications to be used while mated to a iron Dodge Neon block for year models 95-99 as the non- turbo trim. The pistons are 10 percent silicon aluminum Mahl pistons with a knife edge crankshaft. The Oem output is 143bhp and bore is still 87.5mm as designed by Lotus. With the same amount of boost as the Eagle Talon TSI or Mitsubishi Eclipse GST , the ESR can produce a maximum 287 bhp. This is 77hp more than either of the other turbocharged cousins of this second generation DSM style body. This Eagle Talon ESR has been decorated with 7 pieces of powdercoated Kandy Red.

Turbocharging History
Turbocharging to ESI started with Hahn racecraft. It was driven daily by Lori Hahn of which I have spoken to myself . They found that the completely stock motor was very tough and wanted to educate the world. Ten years pass by and they still sell the 420a Turbo kit with the OEM 16G turbo w/ internal wastegate. For ten years Hahn Racecraft boosted a 420a up to 270hp + before replacing the pistons and rods with forged versions. From there Hahn managed to have the 420a basically stock in every way produce more than 400whp for hundreds of runs. The car was finally retired and used as a daily driver for one of Bill Hahn's grand children. He promptly wrecked it.

ESR Designation
ESR designation comes from turbocharging the ESi originally non-turbo motor. The "i" designation is for inline 4 cylinder models. The originally turbocharged 4g63 motor in the TSI simply put a "T" in from of the "si" to replace the "e". The "esi" stood for economy sport inline. The "TSI" is turbo sport inline. I believe the turbo 420a is still ecenomical and should not steal the TSI tag. This is where keeping the "e" and add an "R" comes into play as it is the 420a ESI motor tuned for Racing. This preserves the 4g63 owners designation and sets tuned stock 420a motors aside from untuned ESi motors.


My ESR 420a

Est horsepower : 271
Nominal Boost- 9.25 psi
Tial 38mm Wastegate, 7.25psi spring
Turbonetics Turbo manifold
Turbonetics T3/T4 60-1
HKS 1 g style blow off valve
Treadstone oil feed line/ drain kit.
Walbro 255 HP fuel pump
Fuel Cut Defender
270cc Accel injectors
Bell Engineering Adjustable FMU

Chrysler 420A Information

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.The ports are a rectangle with a half cirlcle on each side of the rectangle.The rectangle is .95" wide and 1.25" tall. The diameter of the two half-circles therefore is 1.25" as well. I suck at math, so don't expect much Area of the rectangle: 1.188 inches squared Area of the circle: 1.227 inches squared The total cross-sectional area of the intake port is 2.415 inches squared. This does not include the space allowed for the fuel injectors.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.

Bore: 3.444

Stroke: 3.268

Rod Lgth: 5.470

C/H: 1.236 Head

CC: 52

Comp Ratio: 9.6:1

Dish/Dome Vol.: +5.0

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.

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.

420a Red Custom Intake manifold installed with pictures

I think the color scheme that I really am going for here is Red, Silver and Black chrome. There are no parts here that are black chrome yet. Black chrome is a very dark grey over a metallic ( chrome like) base. Silver is definaltly going to be a secondary color to the red and will use te black chrome as the Nuetral. Nuetral right now is matt black, but some of the matt black brackets and pieces have a worn finish. Some of the pieces are even rusing some. I have descided to buy some more W26 paint to detail the inside of the engine bay walls. I will replace the wire with somthing contrasting I beilieve instead of the Red wire. The color choices there are blue or silver I believe.

Side view you can see how much this part has cleaned up the back of the engine bay. I now need to re-route wires out of view and re-route many vacuum hoses.

This is the bay with the hood off and more lighting before the intake was installed. I will be buffing and waxing the parts in a few days so that they maintain their luster. I am still looking forward to having parts like the thermostat, Ecu, and various black brackets powdercoated a dark metallic grey called black chrome. I believe this engine still has a dated look and that giving a cleaner more visually aggressive nuetral color will keep the red popped out instead of your eyes wondering to coroded looking parts. Parts that are bare metal and not aluminum ( silver colored) NEED to be coated with a nuetral color. They are not a focal point so being uncoated makes them nasty up the visual Chi.

420a Turbo borrows Space Shuttle fuel injectors! Hahn mixes up order for 270cc injectors with 750cc injectors

The new injectors were in and we started the car. Maxi Turned the fuel pressure down trying to bring the air fuel ratio to an acceptable position. Even after lowering it to 20 psi as low as the FMU would go it still was running way rich. The car actually had gasoline squirting onto the ground with every exhuast pulse. LOL A call to Hahn confirmed the problem. They had shipped the 750cc injectors instead of the 270cc injectors. My car was having 2 1/2 times as much fuel as I needed being pumped in. I could have had after burners with all this excess. Anyways Hahn is going to have the injectors exchanged. I never been so happy to know that I recieved the wronge item. I thought that something fell seriously out of calibration or the ECU shorted out.

This is the culprit. If you ever recieve a set of injectors like this then you really have the high flow ones. It is decieving really. The thinner injectors flows more than the fatter OEM version. I suppose it is the Bruce Lee of injectors. They remind me of the Mopar Dodge Neon SRT-4 injectors. I was given two choices from Hahn. I could either buy another set and then return the larger ones I have or wait for a prepaid box, stick these in it and wait for the replacements. Since I may not have extra cash to tie up to get the injectors. I may go with the second option.




This is the injectors set in the intake manifold. What is sad is this clean manifold is now going to have a good amount of black suit buildup from the EGR ( exhuast gas recirculation) valve letting exhuast back in the intake. I am hoping the buildup will be minimal as I have only had the injectors installed since saturday morning April 5 08.

420a manifold gets candy red powdercoat, bigger injectors and a 7.25 psi tial wastegate spring

420a Intake and Injectors finally get installed! April 3, 08'

The installation of the manifold, intake gaskets, and injectors cost $148

Total for buying + installation of intake, injectors and raising boost to 7 psi - $445

Today I took the car to Maxi Muffler. The intake manifold has 18 bolts holding it on and half of those are only accessible from the bottom of the manifold. This means you must be standing under the car reaching up through the engine bay and unbolting the topside of the manifold. Then the bottom side must be unbolted from the head on the intake side. Thats another 8 bolts. Then you clean the area, install the new injectors in the manifold and do everything agian backwards. I can always port this manifold out. The stock manifold designed by Lotus Engineering can support over 350 HP of flow.


Before Cleaning , after removal

This is the intake manifold pulled off a 420a Eclipse. You can see how dirty this one is. I cant believe how much gunk it has on the outside, but there must be ten times as much on the inside. It is not even worth posting a picture for. It was just black. I soaked the manifold and rinsed it with acitone and then degreaser. After that I took it to the local car wash and pressure washed each runner from the inside until I started to see the aluminum color show through. I did the same to the outside as well.

Its Soo Clean!

It is amazing what a good soak and $10 in quaters at the local self service car wash will do for your parts. You can see from the inside of the throttle body mouth that it is just as clean inside. I actually spend about 30 minutes with the pressure washer cleaning the inside before I realized the outside needed just as much attention.

Here the end product that was cleaned is powder coated metallic silver. Then the part gets a finishing coat of candy red. The lowe manifold was not grinded and polished as it is mostly out of direct view. This is where the texture comes from.

The cermic coating is very tough. The candry red topcoat is like paint. Don't worry though. I have tested this coating to 500-600 degrees. I still have not have any abnormalities in the finish. Some say you cannot powdercoat these engine parts. I am fine with that because the uglier their engine is the better mine looks. Deny Deny Deny all they want, for I am Candy Apple Red :D

I had cleaned deposits as good as humanly possible from the inside of the intake manifold.

The coating is ecenomical enough to unbolt parts and have them recoated every 2-3 years. Of course you can wax these parts and buff them every few months and the shine last for a few years. Just like any other paint really. However this paint is heated to 200+ degrees daily then cooled and repeat. I can only imagine the finish will start to haze after a few years. It sure beats that Rust color that everything seems to come in these days. Who knew Rust would be the new black...

Of course if you install larger injectors pay attention to their size. Putting in injectors that are 30 percent larger in flow rate may mean that you need 30 percent less pressure to make the correct Air Fuel ratio. This is approximate however. Maxi said they set my pressure down to about 20 or so PSI. Before the FMU ran at 40-45 psi when I was running 5 psi boost.

I am still going to repost with updated pictures after the install is complete. After the injectors were installed there was gasoline pouring out the tail pipe with every exhaust pulse. This was at 40 psi fuel pressure. Even after lowering the pressure as low as the FMU would go ( 20 psi) the Air fuel ratio still was twice what it should have been. It seemed that I had purchased fuel injectors made for the space shuttle. A quick call to Hahn Racecraft and letting them view my blog led them to the conclusion, based off my picture of the injectors, that they sent 750cc injectors. The tech explained that the part numbers are almost identical except for the first digit. I will arrange a RMA.

Quick pictures of the results-

Here is a side view at a hard angle of the newly installed red intake manifold. This one is so much cleaner than the OEM one that I need to have other misc parts around the intake coated either chrome or black chrome. Re- routing some of the vacuum lines and rubber fuel line under or behind the intake would further clean up the look of the firewall are. I will relocate the Hahn fuel mapper to the back firewall I believe instead of the lower portion of the engine bay. I will probaby cover the fuel mapper in a protective box or shell away from heat. The intake has a little orange peel look at this angle. I could wet sand it and buff however light never hits it at this angle to see the waves without a flash.

As the major parts are coated to color cordinate with the other red parts I start to take in mind that I could easily overdue the candy red. I have found another color called black chrome to coat parts like brackets ( that are normally flat black or rusted) Fittings, Hose clamps, Resevoir brackets, Ecu Brackets, and Intercooler piping. Sorry the engine is not clean in this picture.

How to Install Apexi SAFC 2 on the 420a eclipse

I installed the Apexi SAFC 2 on the Talon two nights ago. The car has not idled right since. At first the SAFC would freak out a bit becuase the 1997 Eagle Talons Map sensor can output more than 5 volts. The safc was only designed to handle 5 volts max. Needless to say the Air fuel mix was constantly rich and since then the car wants to die at sudden stops or pressing the clutch in at a redlight. This is very annoying. You can fix this however I am sure but then the other aspect of the tune would not be there. I have come to the conclusion the SAFC 2 is not a good option for tuning on the 420a motor, at least the 97-99 version. The SAFC tunes based off of resricting voltage or increasing it to the OEM ECU. However when your MAP must have its voltage clamped so the fuel does not shut off under boost the SAFC is worthless at that point. It does not really matter what you set it for the Map voltage will change the percentage of correction. I recomend anyone who wants a streetable car to buy a nice Adjustable FMU ( with adjustable boost sensitivity) and use that to correct your fuel curve. It will be cheaper and more reliable. I am using a Cartech from Hahn Racecraft but you could use a Vortec SFMU ( super fuel management unit) and you just adjust your base pressure to idle right for whatever size injectors you use. Dont let somone strick you into just buying a 12:1 ratio FMU. You really need it around 7:1 or less! Most success stories come fom users of the SFMU from Vortec. The SFMU from Vortec max ratio you can set it is 7:1 fuel pressure to boost ratio!!! So even if you cheap out and only want to spend 100 bucks for a fixed ratio one get the 8:1 FMU !! I am increasing my injector size to 270cc Accel injectors and the fuel pressure will be around 40 psi instead of the OEM 55-60 psi. Remember that the stock injectors are only 190cc. So the new injectors are about 33 percent larger than stock. I can now run 7-9 psi with these injectors being installed.