NEWS
Quick Links
What we do:
TMZ Performance is
located in Waukesha, Wisconsin (Suburb of Milwaukee, WI).
As for payment, We accept all major credit cards when the transaction is completed through PayPal, otherwise cash or check for local customers upon approval by TMZ Performance, LLC. Paypal transactions are preferred!
For ordering questions and additional payment information, please e-mail us at tmzperformance@gmail.com.
TMZ Performance specializes in custom rebuilds of manual transmissions
for several platforms including:
* 1990-1999 4G63 Mitsubishi Eclipse/ Eagle Talon/ Plymouth Laser (DSM) 5-speed FWD and AWD non-turbo and turbo transmissions (W5M and F5M transmission code prefixes)
* 1991-1992 Mitsubishi Galant VR4 5-speed AWD
* Mitsubishi Evo 1-9 5-speeds
* 1991-1999 Mitsubishi 3000GT/ Dodge Stealth 5-speed FWD and AWD, and JDM AWD non-turbo 6G72 5-speeds. (I do not work on the Getrag transmission).
*Dodge Neon SRT-4 5-speed (T850 Transmsision)
*1995-1999 Mitsubishi Eclipse/ 1995-1998 Eagle Talon 420A Non-Turbo 5-speed FWD (F5MC1 trannsmission code prefix).
We are willing to work with the customer to produce a performance transmission rebuild based upon their needs, as well as to provide quality upgraded parts and services from several vendors including:
The key part from Beyond Redline Performance that I recommend for DSM, GVR4, and Evo 1-3 owners is their Custom Hardened Chromoly Cross-Shaft to use in the 4-spider center differential upgrade. It is by far the strongest cross-shaft on the market for these vehicle applications and provides owners with complete streetability on high-horsepower AWD applications. Instead of machining down the stock cross-shaft to accept 4 spider gears, this part started from scratch with better material, a beefier structure, surface hardening, and oil passage grooves on its posts to provide proper oiling to the spider gears to prevent surface galling. The Beyond Redline Performance cross-shaft has been proven to hold over 1000HP and 950TQ at the crank on my race car for the last 4 years without signs of galling or damage. It has been proven on the race track, the street, and the dyno to survive the harshest conditions without failure.
The key parts from Performance Autowerks (PWerks) that I recommend for stock to heavily modified Dodge Neon SRT's start with their Billet Steel Shift Selector (a recommended upgrade for all power levels), their 3rd Gear Shift Extender (this is made for cars that have 3rd gear popout issues and is recommended to be installed along with a rebuild using a new 3rd gear and 3rd/4th synchronizer assembly), their Billet Steel 3rd/4th Shift Fork (a great upgrade for modified SRT's that are getting a performance rebuild), and the PWerks Billet Steel Input Shaft (this is pretty much a mandatory upgrade for cars making over 400-600whp+ as the stock shaft likes to snap in half without surface treatments).
We currently offer cryotreatment and shot-peening services for gearsets. These services work best when they are done on NEW parts after being deburred and detailed.
*Cryotreatment is a surface treatment used to refine the microstructure of the item. The cryotreatment process has been proven to increase durability and wear resistance in many applications including transmission gearsets, clutch assemblies, engine rotating assemblies, brake rotors and brake pads, etc. The cryotreatment services are being provided through The Cryogenic Edge.
*Shot-peening is a surface treatment that peens the metal surface with special steel shot to provide an overlapping surface layer of compressive-stressed material. This compressive-stressed surface material leaves a micro-dimpled surface on gears and shafts to provide increased surface area as well as better surface oiling retention. Shot-peened gears generally act like they are 20%-25% larger in cross section, resulting in higher torque capacity of a gear.
As for payment, We accept all major credit cards when the transaction is completed through PayPal, otherwise cash or check for local customers upon approval by TMZ Performance, LLC. Paypal transactions are preferred!
 |
For ordering questions and additional payment information, please e-mail us at tmzperformance@gmail.com.
TMZ Performance specializes in custom rebuilds of manual transmissions
for several platforms including:
* 1990-1999 4G63 Mitsubishi Eclipse/ Eagle Talon/ Plymouth Laser (DSM) 5-speed FWD and AWD non-turbo and turbo transmissions (W5M and F5M transmission code prefixes)
* 1991-1992 Mitsubishi Galant VR4 5-speed AWD
* Mitsubishi Evo 1-9 5-speeds
* 1991-1999 Mitsubishi 3000GT/ Dodge Stealth 5-speed FWD and AWD, and JDM AWD non-turbo 6G72 5-speeds. (I do not work on the Getrag transmission).
*Dodge Neon SRT-4 5-speed (T850 Transmsision)
*1995-1999 Mitsubishi Eclipse/ 1995-1998 Eagle Talon 420A Non-Turbo 5-speed FWD (F5MC1 trannsmission code prefix).
We are willing to work with the customer to produce a performance transmission rebuild based upon their needs, as well as to provide quality upgraded parts and services from several vendors including:
- AMS Performance (AutoMotoSports)
- Beyond Redline Performance
- Performance Autowerks
- Quarter Master Clutch
- South Bend Clutch (DXD Racing Clutch)
- Torque Solution
- The Cryogenic Edge
Recommended Vendor
Performance
parts:
The key part from Beyond Redline Performance that I recommend for DSM, GVR4, and Evo 1-3 owners is their Custom Hardened Chromoly Cross-Shaft to use in the 4-spider center differential upgrade. It is by far the strongest cross-shaft on the market for these vehicle applications and provides owners with complete streetability on high-horsepower AWD applications. Instead of machining down the stock cross-shaft to accept 4 spider gears, this part started from scratch with better material, a beefier structure, surface hardening, and oil passage grooves on its posts to provide proper oiling to the spider gears to prevent surface galling. The Beyond Redline Performance cross-shaft has been proven to hold over 1000HP and 950TQ at the crank on my race car for the last 4 years without signs of galling or damage. It has been proven on the race track, the street, and the dyno to survive the harshest conditions without failure.
The key parts from Performance Autowerks (PWerks) that I recommend for stock to heavily modified Dodge Neon SRT's start with their Billet Steel Shift Selector (a recommended upgrade for all power levels), their 3rd Gear Shift Extender (this is made for cars that have 3rd gear popout issues and is recommended to be installed along with a rebuild using a new 3rd gear and 3rd/4th synchronizer assembly), their Billet Steel 3rd/4th Shift Fork (a great upgrade for modified SRT's that are getting a performance rebuild), and the PWerks Billet Steel Input Shaft (this is pretty much a mandatory upgrade for cars making over 400-600whp+ as the stock shaft likes to snap in half without surface treatments).
We currently offer cryotreatment and shot-peening services for gearsets. These services work best when they are done on NEW parts after being deburred and detailed.
*Cryotreatment is a surface treatment used to refine the microstructure of the item. The cryotreatment process has been proven to increase durability and wear resistance in many applications including transmission gearsets, clutch assemblies, engine rotating assemblies, brake rotors and brake pads, etc. The cryotreatment services are being provided through The Cryogenic Edge.
*Shot-peening is a surface treatment that peens the metal surface with special steel shot to provide an overlapping surface layer of compressive-stressed material. This compressive-stressed surface material leaves a micro-dimpled surface on gears and shafts to provide increased surface area as well as better surface oiling retention. Shot-peened gears generally act like they are 20%-25% larger in cross section, resulting in higher torque capacity of a gear.
About The Owner:
I
have been an active wrencher and tuner for
the last decade on a range
of vehicle platforms including Mazda, Toyota, and Diamond Star Motors
vehicles. As well, I have owned Mazda RX-7's, and several DSM's
(Mitsubishi Eclipse,
Eagle Talon, Galant VR-4) over the years.
I am an active member and technical contributor on numerous forums including:
*DSMTuners.com
*DSMTalk.com
*DSMLink Forums
*DSMSource Forums
*Widsm.org
*Wi-dsm.com
*Galantvr4.org
*EvolutionM.net
*WISRTS.com
*Hondaddy Forums
*AEM Forums
*BrewCityMuscle.com
*GenesisForums.com
*Yellowbullet.com
*3SI.org
*FreshAlloy.com
My USER ID on all of these forums is: "twicks69"
I currently own two DSM's -- One being a daily-driver, and the other being my current street/race car. The daily driver and winter vehicle is a Nile Black 1992 Mitsubishi Galant VR-4 with mild modifications. The modifications consist of a Big 16G turbo, 560cc fuel injectors, 2G exhaust manifold, tubular O2 housing, 2G MAF, Apex'I S-AFC, 3" turbo-back exhaust, Walbro 255HP hard-wired fuel pump, Evo 8 full suspension modification, Whiteline sway bars, and last but not least... Nokian Hakkapellitta RSI Ice-Racing tires!
The 1999 Minden Pearl Silver Mitsubishi Exlipse GSX is very heavily modified, and is one of the quickest/fastest 2nd Gen (1995-1999) STREET DSM's in the country. It is also one of the highest-horsepower 7-bolt 4G63's in the country with currently 779AWHP (power at all 4 wheels) SAE Uncorrected numbers on a DynoJet AWD dyno on "low" boost at 41psi on a partial dyno run with the new engine/turbo setup. The pump gas tune made 617AWHP at 30psi, and the race gas tune produced 640AWHP at 30psi.
In 2007, the Eclipse went back-to-back 9.96-9.97's with a top MPH of 148.88mph on only 641AWHP/567TQ on 35psi with an Eagle rod/Ross piston/FFWD Butchered stroker 7-bolt crank engine setup with a Garrett GT4088R in a 0.95 A/R T4 divided flange housing. The same setup ended up producing an amazing 766AWHP/713TQ on 42psi in July 2008. Unfortunately, the turbo died before I could get the car back to the track for some faster runs.
Since the GT4088R died, I built a whole new engine running alot of custom parts and a new Borg Warner S400SX 74mm 1.1 A/R T4 divided-flange turbo with a Bullseye RACE compressor cover. The car is now up and running and was recently dynoed on a partial tune. The new engine will be revved out to ~9000-9100rpm and made 779AWHP/602TQ on a partial run revving to only 6700rpm as we maxed out the twin fuel pump setup with 1350cc fuel injectors. The new fuel setup will consist of a custom Full Blown dual in-tank pump hanger with the fuel pumps in-parallel and individual feed lines running to dual in-line pumps in-series. Essentially, it is a quad-fuel pump setup designed for fuel pressures higher than 100psi and the capability to support 1500AWHP (or 2000HP at the crank). The previous setup handled over 1000HP at the crank with no issues, and was just plain maxed-out.
I pretty much did everything on my own with this car, and had some support from close friends including the staff at Beyond Redline Performance, Quarter Master Clutch, and MAPerformance. The race transmission is my own buildup with a couple custom parts from Beyond Redline Performance and cryotreated parts from The Cryogenic Edge. The clutch is a prototype Quarter Master unit utilizing gear-drive disks for extremely high capacity setups.
So far, the new engine/turbo setup has been to the track twice for shake-down passes in September and October 2009 at Great Lakes Dragaway in Union Grove, WI. It has produced a best ET of 10.26 @ 136mph with a 1.51 60-foot, and a best MPH of 143.51 MPH. These passes were on 30psi of boost, mid-11 AFR's with only 4-8 degrees of ignition timing on VP Q16 / VP Import Race fuel. The tune was EXTREMELY conservative, and there is ALOT left in it for 2010 race season! The goal is high 8's and 900-1000AWHP and 750+TQ when it is retuned in 2010.
I am an active member and technical contributor on numerous forums including:
*DSMTuners.com
*DSMTalk.com
*DSMLink Forums
*DSMSource Forums
*Widsm.org
*Wi-dsm.com
*Galantvr4.org
*EvolutionM.net
*WISRTS.com
*Hondaddy Forums
*AEM Forums
*BrewCityMuscle.com
*GenesisForums.com
*Yellowbullet.com
*3SI.org
*FreshAlloy.com
My USER ID on all of these forums is: "twicks69"
I currently own two DSM's -- One being a daily-driver, and the other being my current street/race car. The daily driver and winter vehicle is a Nile Black 1992 Mitsubishi Galant VR-4 with mild modifications. The modifications consist of a Big 16G turbo, 560cc fuel injectors, 2G exhaust manifold, tubular O2 housing, 2G MAF, Apex'I S-AFC, 3" turbo-back exhaust, Walbro 255HP hard-wired fuel pump, Evo 8 full suspension modification, Whiteline sway bars, and last but not least... Nokian Hakkapellitta RSI Ice-Racing tires!
The 1999 Minden Pearl Silver Mitsubishi Exlipse GSX is very heavily modified, and is one of the quickest/fastest 2nd Gen (1995-1999) STREET DSM's in the country. It is also one of the highest-horsepower 7-bolt 4G63's in the country with currently 779AWHP (power at all 4 wheels) SAE Uncorrected numbers on a DynoJet AWD dyno on "low" boost at 41psi on a partial dyno run with the new engine/turbo setup. The pump gas tune made 617AWHP at 30psi, and the race gas tune produced 640AWHP at 30psi.
In 2007, the Eclipse went back-to-back 9.96-9.97's with a top MPH of 148.88mph on only 641AWHP/567TQ on 35psi with an Eagle rod/Ross piston/FFWD Butchered stroker 7-bolt crank engine setup with a Garrett GT4088R in a 0.95 A/R T4 divided flange housing. The same setup ended up producing an amazing 766AWHP/713TQ on 42psi in July 2008. Unfortunately, the turbo died before I could get the car back to the track for some faster runs.
Since the GT4088R died, I built a whole new engine running alot of custom parts and a new Borg Warner S400SX 74mm 1.1 A/R T4 divided-flange turbo with a Bullseye RACE compressor cover. The car is now up and running and was recently dynoed on a partial tune. The new engine will be revved out to ~9000-9100rpm and made 779AWHP/602TQ on a partial run revving to only 6700rpm as we maxed out the twin fuel pump setup with 1350cc fuel injectors. The new fuel setup will consist of a custom Full Blown dual in-tank pump hanger with the fuel pumps in-parallel and individual feed lines running to dual in-line pumps in-series. Essentially, it is a quad-fuel pump setup designed for fuel pressures higher than 100psi and the capability to support 1500AWHP (or 2000HP at the crank). The previous setup handled over 1000HP at the crank with no issues, and was just plain maxed-out.
I pretty much did everything on my own with this car, and had some support from close friends including the staff at Beyond Redline Performance, Quarter Master Clutch, and MAPerformance. The race transmission is my own buildup with a couple custom parts from Beyond Redline Performance and cryotreated parts from The Cryogenic Edge. The clutch is a prototype Quarter Master unit utilizing gear-drive disks for extremely high capacity setups.
So far, the new engine/turbo setup has been to the track twice for shake-down passes in September and October 2009 at Great Lakes Dragaway in Union Grove, WI. It has produced a best ET of 10.26 @ 136mph with a 1.51 60-foot, and a best MPH of 143.51 MPH. These passes were on 30psi of boost, mid-11 AFR's with only 4-8 degrees of ignition timing on VP Q16 / VP Import Race fuel. The tune was EXTREMELY conservative, and there is ALOT left in it for 2010 race season! The goal is high 8's and 900-1000AWHP and 750+TQ when it is retuned in 2010.