Hi, I own a 96 Eagle Summit AWD 5 spd 3dr van (same as the 3 dr Mitsubishi RVR). I bought the van from a guy that use to post on here in NC, watchdoc, last fall. He used the van for off road rally racing, and did the current suspension. I'm currently in the process of rebuilding and Turbocharging the engine 4G64.

Forged Manley Rods
Forged Manley Pistons 8.5:1 comp ratio
TDO6-20g Mitsubishi Turbocharger (you aren't fitting anything bigger in with stock fans, trust me)
SS punishment racing O2 housing externally gated/recirculated
Tial 38mm external gate w/10 psi spring (break in/tune, eventually I want to get 18-20 psi)
Balance shafts eliminated
FIC 650 injectors
STM Fuel Lab afpr set up
255 lph fuel pump
DSM injector resistor pack
2G turbo manifold tapped for egt
Toyota Supra TT side mount intercooler
DSM 1g bov crushed
ARP head studs + cometic gasket
Having a 10an fitting welded to the stock 4G64 oil pan
Apexi Neo SAFC (went with this because it has more settings than safc2)
Wideband O2
OB2 pocketlogger for tuning
DSM MAF intake pipe
Battery relocation kit (had to move battery, air cleaner/maf fit in this location along with upper intercooler pipe)
Act 2100 pressure plate w/ South Bend Full Kevlar face disc
J&S ultrasafeguard (for knock control/timing retard)
SS oil feed line
Custom downpipe/exhaust will need to be made
Misc. bolts, gaskets, odds and ends
I'm sure there are things I forgot to put in here I have

I'm only wanting around 400 hp out of the build and from my research the sohc 16v head should support this, any higher I will have to switch to the dsm dohc setup along with bigger injectors.

The engine is ready to be assembled, currently waiting on my balancing job (which was suppose to be done yesterday), supposedly it will be done by tomorrow evening.

Current plan is to put the engine back in naturally aspirated for the break in period, bolt on the parts needed for turbocharging afterwards. I want to make sure the actual engine build is right before applying boost.

Sounds like a great project!

Only, if all you are looking is 400 hp, you could have just used 4G63 DSM engine and skipped the engine re-build (IMG:style_emoticons/default/wink.gif) . But this should also do the trick!

BTW, I remember your car from the previous owner, he used to post on GVR4 board. One of the local (to me) guys from New England was looking at buying this car, but decided that it was just too far away... mistake, because you can't find rust free LRV/Summits around here (IMG:style_emoticons/default/sad.gif) . But, hey, it worked out great for you! (IMG:style_emoticons/default/wink.gif)

Sounds great . Well the 4G63 isnt a DSM engine, its a Mitsubishi engine. The engine shares no components with other Chrysler engines. To which im pretty sure yur talkin about the the 4G63 turbo which started in the Galant. Eclipse/Talon/Laser all models were basically shortened Galant chassis and a 2 door shell . I have a 1990.5 Galant VR4 MR with a 4G64 bottom end. Though it sounds great , DSM juss stood for the facilities that Chrysler Corp offered to pay half plant costs so Mitsubishi could build similar models for Chrysler . No parts or engines are DSM. As in for the 1990-1994 all Mitsubishi parts , 1995-1999 the powertrain 420A was Chrysler as was the transmission , and manual trans for the 420A. and on Turbo models and GS and Spyder with 4G63 Turbo or 4G64 was all Mitsubishi

Not really, the rings on the #4 cylinder was shot on the 4G64 engine and the clutch needed replacement. So I could either try and re-ring one cylinder or put a factory engine replacement and bolting on 4g63T parts for mild boost. Re-ringing the engine is basically tearing half the motor apart in the car and the other I would have had to pull the whole engine to replace. Now as far as putting in a 4g63T motor/ecu in it, it would have been a little cheaper but you don't know what your getting. The motor might have lasted 1k miles or 50k miles. IMO if your gonna do something like this and plan on keeping the vehicle, a new motor is the only way to go. When you look into the option of building my existing block and turbocharging vs. buying a 4G63T and then rebuilding it, the 4G64 turbo is the easy choice. The 4G64 Turbo I'm building will smoke a factory 4G63T motor for roughly the same amount of money. Also a 4G64 Turbo on 10 psi of boost will make more torque and power than a 4G63T with the same 10 psi. I've done my research on 4G64 Turbo vs. 4G63T for at least 2 months before I found the Summit and another 3 months till I started the rebuild. A 4G64 bottom end in a 4G63T (2.3 stroker) or a 4g64 Turbo engine conversion with a DOHC head is considered a huge upgrade over the stock 4G63T factory engine, more torque and power across the whole rpm band. You can spin large turbos 20g and higher up like they are 14b's on a 4G64 Turbo. The easy way is not always the best way.

Rust free LRV/Summit are hard to find in the USA also, want to know whats harder, a AWD 5 speed version.

KiT TeUnG 2549, in the USA usually when you refer to DSM its generally accepted we are talking about 1990-1999 Eclipse/Talon/Laser with usually a designation of 1G or 2G for corresponding year. We know DSM stands for the joint venture between Chrysler and Mistubishi, Diamond Star Motors and that the 420A engine was put inside some of the vehicles and is a Chrysler made engine. Owners turbocharge those also, a guy on another forum I'm on made 500 hp on a 420A Turbo setup.

Indeed but its a bit "not that of" because the parts are either or, as in the 4G6 engine solely a Mitsubishi and 420A Chrysler. Juss making a designation , no harm. I sumwut see yur point . I too have a 4G64 bottom end tho its complete. NO stroker kit. With my stock head, and composite head gasket for 8.2:1 compression. I had put pictures of the block a long time agos in teh Eclipse section for a guy in the states that was gunna do it. For the most part the ECU tuning is mainly stock. The turbo i do use tho is a ceramic twin scroll. Until i reinforced and gnd then got thicker couplings, i blew my center hanger coupling at the TQ transfer housing. I made a crawl brace to reinforce it and used a Pajero 3.2 TD twin shaft hanger bearing. Pulls breat on the mountain passes , uphill.

420A Chrysler didn't come until '95. Which was the last year of DSM venture. So around here (in the states), it is rarely consdired a "DSM engine". In fact, those guys have more in common with Dodge Neons, than with DSMs (IMG:style_emoticons/default/wink.gif) .

I know 4G63T started its life in a GVR4, but lets face it, the number of DSMs (Talon, Eclipses and Lasers) which used that engine is much higher! So in US it is refered to as the "DSM engine". And by extention, many people consider GVR4s as "DSMs" (even though they aren't).

American Galant VR4's were never assembled at american plants, nun of the 87-91 (1988-1993 Merican Galants) so its funnt they would call them DSM's kinda assinine , they were all built in japan. DSM is was mainlly a Joint Plant , not product design. Talons , Elipse and Laser were shortened Galant chassis , Sebrings and Avengers(1995-2000) used full length Galant chassis , same length but with a 2 door shell and Eclipse interior, and uses a single cam form of the 1992-1996 Galant GSR 6G73 2.5 V6. Nun of these beside sthe fact they all use a Chrysler universal transmissionon the V6 and 4 cyl or the 420A engine , teh rest the components are Mitsubishi , and not DSm. DSM is a plant , not a car company , or parts manufacturer

Right.... which is why I already said that they aren't "real" DSMs... But assinine or not, they are grouped with the DSMs in US. How is it that you haven't heard of this?

When you hear a term DSM that is usually refers to the 4G63T powered Eclipses, Talons and Laser. Yes, there were other power plants and cars built on that plant, but those do not enjoy the same enthusiast following, so I am not sure why you would even bring them up? Basically, no-one cares about them (IMG:style_emoticons/default/smile.gif) .