'93 EX 4DR (auto-to-manual conversion).
JDM F22B DOHC non-VTEC motor (stock internals).
USDM H22A 5spd transmission.
2G Eclipse T-25 turbocharger, manifold, and downpipe.
1G Eclipse 450cc injectors.
NGK R5672A-8 spark plugs.
Greddy front mount intercooler from a 92-95 Civic kit.
Subaru WRX blow-off valve.
Stock pressure plate w/6-pad sprung hub race disc (trust me, no slipping)
No catalytic converter.
A/C and P/S.
Neptune engine managment.
Tuned by Jason Herrera (Stoopid) of Autologic in Hou, TX.
I can't believe this is the same car! The low-end and mid-range rips! The top-end is good too, but the little T-25 just can't feed the 2.2L engine what it wants in the upper rpm's. The turbo can barely feed the Eclipse 2.0L. There is full boost (12psi.) at about 2,800 rpm. It starts to fall off slowly in 3rd gear at about 5,800 rpm. At redline (7,100 rpm) the boost is at about 8psi. At wide-open-throttle and full boost the air/fuel ratio is in the high 10's to low 11's. Cruising on the freeway at about 80 mph it's in the high 13's to low 14's. No more down-shifting to pass on the freeway. Leave it in 5th and just roll the throttle on and let the turbo do the rest. And the turbo is so audible. It spools extremely quick. The car almost acts like its supercharged. There is NO lag! I get about 260-300 miles to a tank of 93 octane. I lost about 80 miles to the tank. The tuning was done on the street with an FJO wide-band oxygen sensor. The injectors are running at about 50% duty cycle. I haven't dynoed it yet but I'm putting the ass dyno at about 200 whp and 230 wtq. I launch the car at about 4,500 rpm on the two-step. It's cool because it builds about 7psi on the two-step and leaves two big black tire marks all the way through 1st gear and half way through 2nd. The I/C piping was a bitch! It took me about 2 1/2 days to do it. I had to loose the A/C condensor fan, front mount, one horn, gut the front bumper, and cut some of the lower core support out to pass the I/C piping through. One of the aluminum A/C fittings that bolts the line to the compressor had to be cut and re-welded to clear the oxygen sensor housing. It was all worth it! I'll try to get dyno numbers soon and pics as soon as I can figure out how.
JDM F22B DOHC non-VTEC motor (stock internals).
USDM H22A 5spd transmission.
2G Eclipse T-25 turbocharger, manifold, and downpipe.
1G Eclipse 450cc injectors.
NGK R5672A-8 spark plugs.
Greddy front mount intercooler from a 92-95 Civic kit.
Subaru WRX blow-off valve.
Stock pressure plate w/6-pad sprung hub race disc (trust me, no slipping)
No catalytic converter.
A/C and P/S.
Neptune engine managment.
Tuned by Jason Herrera (Stoopid) of Autologic in Hou, TX.
I can't believe this is the same car! The low-end and mid-range rips! The top-end is good too, but the little T-25 just can't feed the 2.2L engine what it wants in the upper rpm's. The turbo can barely feed the Eclipse 2.0L. There is full boost (12psi.) at about 2,800 rpm. It starts to fall off slowly in 3rd gear at about 5,800 rpm. At redline (7,100 rpm) the boost is at about 8psi. At wide-open-throttle and full boost the air/fuel ratio is in the high 10's to low 11's. Cruising on the freeway at about 80 mph it's in the high 13's to low 14's. No more down-shifting to pass on the freeway. Leave it in 5th and just roll the throttle on and let the turbo do the rest. And the turbo is so audible. It spools extremely quick. The car almost acts like its supercharged. There is NO lag! I get about 260-300 miles to a tank of 93 octane. I lost about 80 miles to the tank. The tuning was done on the street with an FJO wide-band oxygen sensor. The injectors are running at about 50% duty cycle. I haven't dynoed it yet but I'm putting the ass dyno at about 200 whp and 230 wtq. I launch the car at about 4,500 rpm on the two-step. It's cool because it builds about 7psi on the two-step and leaves two big black tire marks all the way through 1st gear and half way through 2nd. The I/C piping was a bitch! It took me about 2 1/2 days to do it. I had to loose the A/C condensor fan, front mount, one horn, gut the front bumper, and cut some of the lower core support out to pass the I/C piping through. One of the aluminum A/C fittings that bolts the line to the compressor had to be cut and re-welded to clear the oxygen sensor housing. It was all worth it! I'll try to get dyno numbers soon and pics as soon as I can figure out how.
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