Quote Originally Posted by rmeyer114
Regarding your question earlier about swapping the turbos. The flange on a GST is a T25 I believe, and I think that the one for a 240 is different, so you would have to get an adapter/put new flange on to make the turbo work... There are so many options to use on a 240, so I wouldn't go through the trouble to put on a stock GST turbo on it. Just my
well i was talking about putting a stock gst turbo on a rs or gs eclipse i used to have a 97 gst spyder but i totalled it 2 years ago and havent had the money to get into another one so i was wondering if i could put one on a stock 95-99 gs or rrs[/QUOTE]

just for more info on this...



Most people who research this topic come to the conclusion that it is cheaper to sell the NT and purchase a turbocharged DSM, rather than attempt to convert the NT to turbocharged form. Read all about it here and here. It has been pointed out that the difference between a turbo FWD and a non-turbo FWD 1G DSM was roughly $1000 in 1998 - suffice it to say that the conversion will be significantly more than that, regardless of the method chosen.

Weapon*R has a bolt-on turbo kit for NT 2G DSMs. The cost was $4500 last time anybody bothered to price it. At one time, Extreme Motorsports offered a similar kit that ran for only $3500, and included a 14B turbo, BOV, fuel pump, sidemount intercooler, exhaust manifold, downpipe, MBC and boost gauge in one bolt-on kit. More recently, Hahn Racecraft has taken up the challenge with their bolt-on 2G kits costing between $2500 and $3500. Note that these kits will not make your NT into a factory-turbo DSM; since the compression ratios are still different, the boost ranges are greatly restricted compared to OEM turbo engines.

Some people have had better luck converting 1.8L DSMs to 2.0L (non-turbo) engines. Apparantly these engines are rather similar, and since there are no turbo/non-turbo issues the conversion is fairly easy - 'fairly' being of course a very subjective term. At the very least, the head and camshafts will need to be changed from SOHC to DOHC.

Note that the above details only change a non-turbo to a non-turbo. A 1.8L to turbo conversion is likely to be at least as difficult as a 2.0 NT to turbo conversion, if not more so, since most of the above changes would have to be made prior to starting the turbo conversion.

Some owners might think that performing an engine "swap" rather than a "conversion" would make things easier. This is not so. The engine control units (ECUs) for the NT and T engines are different, as are the engine/ECU wiring harnesses. Therefore, to properly swap in a turbo engine into a non-turbo chassis, the ECU and wiring harness must be replaced with the turbo versions.

Additionally, an engine swap by itself is no trivial task, especially if the replacement engine requires work prior to installation. The FWD and AWD flywheels are different, and there may be other differences that prevent a turbo motor from matching up to a non-turbo chassis or driveline. While it is theoretically possible, most people would not find it worth the effort.

Owners of 'converted' non-turbos may find the insurance to be less than a factory turbo car. This is not a guarantee, however, especially if the insurance company learns about the conversion. Those seriously interested in this conversion will find the article "Do It Yourself Turbocharging" from Overboost.com to be an interesting read.