EvolvedDSM
06-21-2003, 05:16 PM
I'm going to try and compile a list of similarities and differences regarding the two models. This is going to be aside from the obvious superficial differences. Feel free to ask questions or provide further insight :thumb
Here's what I have so far:
*The MAS contains one giant honeycomb, so no (partial) removal would be easy.
*The MAS does retain the large calibration screw that can be backed out flush after digging out the blob of silicone. Refer to RRE (http://www.roadraceengineering.com/eclipsetech/2gmasadjustment.htm)'s site
*The boost control solenoid does not have the small restrictor in it that is typically removed anyways.
*The clutch slave cylinder has the restrictor and spring in place that is easily removed to allow quicker (dis)engagement.
*The reservoir for the clutch and brake fluids are combined into one, but are still divided within the reservoir itself.
*Gearing is much different. First redlines at 37, second at 56, third at 78, fourth at 108 and fifth is around 155. It appears to be geared well for runs up to about 100-110, beyond that, acceleration tapers. I'm well into fourth by the end of the quarter, barely hitting 100MPH trap speeds.
*The radiator cap is 1.1 bar. A nice, direct-fit upgrade for your stock 0.9 bar on the DSM.
*The stock BOV/CBV is a direct 2G replacement and (despite being plastic) will not leak at 12 PSI. I haven't tested it myself, but others are claiming it'll hold up into the low 20's.
*The vacuum line going to the BCS has two in-line metal restrictors similar to the plastic one found in a 2G (1G?).
*There is an external air cooler for the engine oil--been absent since the 90 model year.
*Magnetic drain plug for the transmission.
*The front diff and viscous coupling are located in the transfer case rather than the transmission itself.
*Two coil packs reside under the spark plug cover. Each fires directly to one plug (2 and 4) and has one wire to another (1 and 3).
This is just what I've run across recently. I plan on looking more in depth in the near future. New items will be listed in yellow.
Here's what I have so far:
*The MAS contains one giant honeycomb, so no (partial) removal would be easy.
*The MAS does retain the large calibration screw that can be backed out flush after digging out the blob of silicone. Refer to RRE (http://www.roadraceengineering.com/eclipsetech/2gmasadjustment.htm)'s site
*The boost control solenoid does not have the small restrictor in it that is typically removed anyways.
*The clutch slave cylinder has the restrictor and spring in place that is easily removed to allow quicker (dis)engagement.
*The reservoir for the clutch and brake fluids are combined into one, but are still divided within the reservoir itself.
*Gearing is much different. First redlines at 37, second at 56, third at 78, fourth at 108 and fifth is around 155. It appears to be geared well for runs up to about 100-110, beyond that, acceleration tapers. I'm well into fourth by the end of the quarter, barely hitting 100MPH trap speeds.
*The radiator cap is 1.1 bar. A nice, direct-fit upgrade for your stock 0.9 bar on the DSM.
*The stock BOV/CBV is a direct 2G replacement and (despite being plastic) will not leak at 12 PSI. I haven't tested it myself, but others are claiming it'll hold up into the low 20's.
*The vacuum line going to the BCS has two in-line metal restrictors similar to the plastic one found in a 2G (1G?).
*There is an external air cooler for the engine oil--been absent since the 90 model year.
*Magnetic drain plug for the transmission.
*The front diff and viscous coupling are located in the transfer case rather than the transmission itself.
*Two coil packs reside under the spark plug cover. Each fires directly to one plug (2 and 4) and has one wire to another (1 and 3).
This is just what I've run across recently. I plan on looking more in depth in the near future. New items will be listed in yellow.