Mitsubishi Eclipse GST/GSX, Eagle Talon TSi, Plymouth Laser RS turbo rebuild

TD05H-14B (49178-01010 / 49178-01030)

1990-1994 1G Manual

The manual-transmission 1G Eclipse GST, GSX, Talon TSi and Laser RS Turbo run the MHI TD05H with the 14B compressor wheel: 49178-01010 under Mitsubishi MD138226 and 49178-01030 under MD168038. The 14B is the baseline that everyone upgrades from, and the upgrade path stays on the same TD05H frame: small 16G, big 16G, Evo III 16G, 18G, 20G, all bolt on.

TD04-13T (49177-01900)

1990-1994 1G Auto

Automatic 1G cars run the smaller TD04 frame, MHI 49177-01900 under Mitsubishi MD157738. The TD04 does not accept TD05H upgrade wheels, so upgrading an auto car means swapping the entire turbo to a TD05H-frame unit, which is exactly what most owners do.

Garrett TB2566 (466491-0005 / 466491-0006)

1995-1999 2G

Second-generation Eclipse GST, GSX and Talon TSi moved to a Garrett TB2566, part numbers 466491-0005 (Mitsubishi MR187909) and 466491-0006 (MR187910). The 2G turbo uses a Mitsubishi turbine housing flange, not a standard Garrett T25 flange, so it is not a direct swap with Nissan or Mazda T25 units. The community upgrade path from the TB2566 goes to TD05H-frame 16G units via a manifold swap.

Small 16G, big 16G, Evo III 16G, 18G, 20G

The Upgrade Tree

The whole DSM upgrade culture runs on the TD05H frame: Small 16G (49178-01520, 49178-05200), Big 16G (49178-01420, MD168037), Evo I 16G (49178-01450), Evo II 16G (49178-01460), and Evo III 16G (49178-01470, MR239345) are the factory Mitsubishi compressor upgrades. Beyond the 16G, the community runs 18G, 20G and larger hybrids on the same frame. We rebuild all of them and balance every assembly.

Same engine, same turbos, same bench

The Galant VR-4

The JDM Galant VR-4 and US-market Galant VR-4 run the same 4G63T with the same TD05H turbo family. VR-4 14Bs use 49178-01400 and 49178-01410. If it has a 4G63 and an MHI turbo, we rebuild it.

Why DSM turbos rebuild so well

The 4G63 Ecosystem

The 4G63 turbo ecosystem is one of the most supported in existence: the same TD04 and TD05H families served the DSM, the Galant VR-4, the Starion/Conquest, and every Lancer Evolution from I through IX. Bearing, seal, thrust, and wheel support will outlive every car that uses them. Your casting is the only part worth preserving, and it is almost always serviceable.

Oil feed line coking

The defining DSM turbo failure. The banjo fitting clogs with carbon from age, heat, and neglected oil changes until the turbo starves. The bearings wipe, the shaft walks, and the owner blames the turbo. Replace the feed line with every turbo job, or the replacement dies the same way.

Hot shutdown coking the CHRA

Hard pull, immediate shutdown, baked oil. The 4G63 turbo sits high in a hot engine bay with no turbo timer culture in the DSM world. Decades of this habit are what we find inside every coked center section. Sixty seconds of idle before shutdown is free turbo insurance.

Boost-cranked thrust failures

The DSM community has been winding up boost since 1990, and stock thrust bearings pay for it. The 14B's thrust assembly is the first casualty of boost increases, and the compressor wheel walking into the housing is the symptom. Upgraded thrust parts are standard on our performance rebuilds.

The eBay 16G problem

A large share of circulating 16G cores are Chinese copies with wrong clearances, unbalanced assemblies, and no documentation. We open them regularly: mismatched bearings, missing thrust parts, and compressor wheels that were never designed for the housing they sit in. Every assembly we build is VSR balanced with verified components.

Cracked exhaust manifolds stealing spool

The 1G log manifold and the 2G tubular manifold both crack with age and boost, bleeding exhaust energy that should be spooling the turbine. The turbo feels lazy, the owner condemns it, and the real problem is the manifold. Check before condemning.

Age and mileage on original units

These are 25-to-35-year-old cars now, and original 14Bs with 150,000-plus miles arrive with honest wear: shaft play, whine, oil consumption. Caught before wheel contact, the rebuild is routine.