I have seen alot of ppl selling them, I dunno if ppl get them and then can't figure out how to get it to work and then resell to some other sucker or what... As with a stock 1G intake manifold, you would need to do some porting of your 2G head to get anything out of the larger runners.

 

Yeah, if I installed it I would probably do it at the same time as some major head work...

I was thinking titanium springs/retainers, ss valves & valvejob, and the usual porting, etc.

Have you given any thought to going with a diff intake manifold Shane? I was just curious about it since A) It's different, and B) The intake manifold is known to be restrictive in the 2G's.

I wonder if it wouldn't be a better idea to do an outright 1G head swap w/ manifold. I could in theory build it up in my garage and have everything ready to go for minimal downtime.

Like my new sig picture? It was ecoli inspired . I put up some pictures of my new turbo on my webpage too, check it out. http://www.acme-labs.net

 

The Cyclone intake manifolds were used on the Galant VR4's and not the Evo. The Cyclone intake came out in 1991. By 1992 with the 240 Galant VR4's they had moved to a non Cyclone intake manifold that still used vaccum lines and a 3 piece intake to maximize torque and better response. So by 1994 the manifolds would have the same design as the older Cyclone units but they won't say Cyclone on them. Also the N/A Cyclone intake also used vacuum lines to control it only it was a one piece design that was better for top end. If he says its a two piece then I don't know what he has. Also $125 is a fair price for a plain older GVR4 intake. Some VR4 owners use the N/A intake to help the top end of the cars for drag racing. The 240 VR4's intake manifolds also had a better air flow rating then the older Cyclone versions.

 

I have a 1G intake manifold laying around that I want to slap on someday. I might have to be cheap and just do some homeporting on the 2G head and bolt it on. Can't afford the 1G head/built bottom end that I need next. I might just put in some head studs(more boost!), mildly port the 2G head myself and bolt on the 1G intake manifold, then hope I don't throw a rod.

 

Hey E,

Have you been checking periodically for signs that your crank is about to take a walk?

I'm curious how much people actually check the endplay. Doesn't seem like any big thing to do it every other oil change or something. Is it a dangerous procedure? I'm not all that familiar with it.

I'm hoping mine doesn't go for a walk to my backside and make me bend over while it empties my wallet.

 

I'd like to know about checking the crank endplay as well. I know you need a special tool to measure it and they probably aren't cheap to buy. Also, I don't think it's that easy to get to the end of the crank to measure it.

Regardless, if your crank decides to take a hike then there's nothing you can do to stop it. Maybe you could sell it to some poor unsuspecting soul before it becomes full blown crankwalk, but that would just be messed up.

Marlin Liew
97 GSX "Phacade"

 

If the crank had excessive endplay I would return the car to complete stock condition, and take it back to the dealer.

I would then get a free loaner 2000 Eclipse GT until they fixed it. I've actually pulled that off before with other stuff. Not crankwalk though.

If the correct crank bearings are chosen, and the crank & everything is within spec it's supposed to be fine right? I've seen plenty of 100,000 mile 2G's with no crankwalk.

Crankwalk may be somewhat overblown by the 1G zealots out there every now and then. "Don't even consider a 2G because it WILL crankwalk!". While obviously it's possible, most make it out to be the antichrist.

 

Mitsubishi produced 2 differant types of three piece high torque intakes for the VR-4's. One is the Cyclone the other says "ECI Multi". The differance is the "ECI Multi" has a bigger plenum to help out with top end. As V6TT dude mentioned before the one with the bigger plenum only comes on the 240's. The Evo's do not have this manifold. Also you should be aware that the runners that have the butterfly valves in them are run by vacuum, hooked up to a selinoid, controlled by the factory computer. If you dont have the means to controll it, it probably would'nt work that well.

 

If the crank had excessive endplay I would return the car to complete stock condition, and take it back to the dealer.

And this would be covered under what? As far as I know crankwalk has still not become an official "recall" for our cars, thus dealers aren't obligated to fix it unless you happened to buy an extended warranty that covers everything.

I would then get a free loaner 2000 Eclipse GT until they fixed it. I've actually pulled that off before with other stuff. Not crankwalk though.

Did you have to ask for one or did they just offer it to you? One time I got to drive a Cavalier from Enterprise rental cars while my GSX was at the dealers overnight, but never have they let me take a car off the lot.

If the correct crank bearings are chosen, and the crank & everything is within spec it's supposed to be fine right? I've seen plenty of 100,000 mile 2G's with no crankwalk.

Obviously if your crank has no play then you don't have crankwalk. But that doesn't mean you can't get it. When you consider how many turbo Eclipses/Talons were sold from 95-99 and the number of people that have gotten crankwalk, it is probably a 1% minority of the cars out there. It's just that you hear about it more here because people actually know what crankwalk is and have access to DSMLists where they can post about it. For every car that gets crankwalk there are probably hundreds of 2G Turbo DSMs that are fine.

Marlin Liew
97 GSX "Phacade"

 

in regarding to the post above about how many eclipses/talons were sold..I have a question:

How many torbo Ecliupses/Talons were sold in USA? I am looking to buiy one so I was just curious y aknow

 

Cyclone

Why does everyone make the cyclone seem as if it flows like shit compared to the 1G manifold? The difference is 2 CFM, check out this link:

http://silverstone.fortunecity.com/impala/769/gvr4/gvr4cyclone.html#cyclone

 

Why does everyone make the cyclone seem as if it flows like shit compared to the 1G manifold? The difference is 2 CFM, check out this link:

I didn't see anyone saying it didn't flow well. Its the 2G manifold that is small.

Rix, nope I haven't checked for crankwalk. Of the about 10 or less active 2G members in our local DSM club, I know of 2 that have gotten crankwalk, and one was a totally stock car. The dealers here are hardcore, if they think you had an open air filter on at one time or another or an aftermarket exhaust, they would probably void your warrenty. One guy had a couple basic mods on and was in getting his rims replaced or something and they voided his warrenty. Another guy had low compression in one of his cylinders on his 98GSX, so he put it all the way to stock, but they could tell he had done some mods to it previously and voided his warrenty. If I had the money, I would put in a built 1G block right now.

 

Phacade,

If there is excessive crank play, it should be covered under the 36,000/60,000 mile warranty. If the car so much as blinks at you in the first 36,000 miles you should be able to take it to the dealer and have it fixed.

Mine has 19,000 so I'm still well within the 60,000 mile powertrain warranty..

I had to throw quite a fit to get the Eclipse GT. It involved talking to the service manager, but ended up pulling it off.

Ecoli -

I took my GST in with Intake, BOV, Exhaust, and some other stuff and they didn't void the warranty. The guy told me that they void warranties when they see evidence of having a boost controller installed, or anything to raise boost.

 

Damn acording to the link "DSM Storm" posted the cyclone manifold is not worth all the trouble if you have a 1g. I kind of changes my mind about extrude hon. too. I am not going to pay $300-$400 for that.