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Eat Sleep DSM, is a message board with the sole purpose in helping DSMer's and anyone interested in the 90-99 Talon's, Eclipse's, and Laser's, as well as the Mitsubishi Evolution's.

We provide a lot of helpful information. From what you need to know before buying your frst DSM to how to make fast laps with your DSM at high horsepower.

We pride ourselves in assisting the new comers to the DSM scene. We all were one time new to these cars and didn't know a thing about them. Our goal, is to steer you in the correct direction.

So register, introduce yourself, start posting, and meet some new people that share the same interests as you!

The All New Eat Sleep DSM Magazine. The magazine choice for all DSMer's!

Ever thought to yourself "Man, it would be so awesome if there was a magazine for DSM's."? Well the wait is over. Eat Sleep DSM has taken the initiative to bring a DSM magazine to the beloved DSM Community.

Dates on the release are not yet determined. There is plenty of legal obligations that need to be completed first. But, the design of the cover for the first issue is 90% complete as well as the articles that will be featured.

AJ Hunsinger, owner of Eat Sleep DSM and his close friend Kurt Barnes, have partnered up to produce a DSM magazine. Both in which are very excited to take on the responsibility of a magazine.

Below is the unofficial cover of the first Eat Sleep DSM Mag.

We are pleased to announce that a Supporting Vendor at Eat Sleep DSM, Motorsports Engineering, is releasing a plug and play harness that allows 2G owners to quickly connect an EVO 8 ECU to your 2G. No more switching pins, soldering, splicing, wiring, nothing. Just simply remove your 2G ECU, plug in the M.E. Plug and Play Harness, then plug in your EVO 8 ECU.

The most intriguing benefit of using an EVO 8 ECU in a 2G, is that it allows you to tune your car without having to spend $500-600 on a tuning software such as ECMlink. The EVO 8 ECU is able to tune with ECUflash, which is a 100% free tuning software.

The last time we released an update on this 95 TSi, it was a multi-colored TSi. Grey front end with a white rear. In the last couple of months, Faline (name of the TSi), has gone through many changes.

Faline used to be white and grey. Now, she is all white. She used to have a T-25 turbo. Now, she has a 14B. Several things have changed on this, now "Panda" DSM.

A couple months back, the 4G63T powerplant spun a balance shaft bearing. This is where all the fun started. The motor needed to come out regardless of which route car owner, AJ Hunsinger decided to take. He opted to go ahead and do the BSE (Balance Shaft Elimination).

While the engine was out, AJ decided this would be a great opportunity to install a 1G top end that was already planned for the future. He had a fresh rebuilt head, an intake manifold, 1G throttle body, and all the coolant pipes and lines necessary for the install.

So now, we have a Panda 2G TSi with a 1G top end and a BSE. But, AJ eventually found out that was just the beginning. On December 9th, AJ was in the midst of a lengthy 3 hour trip back home. About an hour from reaching his destination, disaster happened.

Rod knock. The oil return pipe broke thus allowing all of the oil to escape the engine. Oil pressure never dropped too low. It was unexpected. AJ pulled over, checked the oil, not a drop was on the dipstick. He sat for awhile, roadside, waiting for the car to cool down. Dead battery. So he pop started it. It fired up but then died upon pushing in the clutch. Pop started it again, this time causing much more damage.

The bolts in the rear motor mount somehow worked their way loose. The rear mount was now not connected to the transmission at all. This allowed the engine and transmission to move a lot. Trying to pop start a car with an unbolted motor mount is never a good thing. The bell housing snapped in half from the last attempt at pop starting the car. This is when AJ finally realized all the damage to both the motor and transmission. Faline was then trailered home.

A couple days later, the engine and transmission came back out. This is when AJ discovered that that motor mount was not attached to the transmission. This is also why the return pipe broke. The engine swaying back and forth so many times was enough to snap the return pipe. Think of it as taking a piece of tin and folding it back and forth until it snaps.

Once the motor was out, the pan came off. It wasn't nearly as bad as expected, but number four rod bearing has play. So now, a 6 bolt will be replacing the 7 bolt along with a rebuilt 2G transmission.

To follow this build, click here.

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