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it took 2 weekends of greasy, back breaking, knuckle scraping, oily labor and almost exactly 3 months of waiting, but my HRC turbocharged 2GNT is now back on the road. i have a lot of pictures, stories, and movies, so i'll see what i can do.
first of all, the biggest pain in the whole rebuild was dealing with the flywheel. some people said that the thing should just come out, all that was needed was to disconnect all of the transmission bolts and the shortblock should come out. well, that would work if the engine bay was 2 feet wider. some said that there was a hidden access port. there was, but it was so hidden that we didn't find it until so late in the job that it didn't really matter. i wasn't looking in the right place. it's next to the oil pan and you need to remove the clutch actuator in order to take it off. once you remove the "top secret panel that no one including the chilton's manual wants to talk about" the flywheel bolts are reachable.
the UDP was a bitch too. it's on there TIGHT! we had to stick a heat gun on it for 20 minutes to get it off last weekend, and this weekend we had to put it in the oven for 20 minutes at 400 degrees which wasn't enough to get it on the crank all the way so we had to do the heat gun trick some more. we used a rubber mallet to bang it on.
the "black death" plastic sheild thingy that covers up all the timing belt goodies sucked too. i'm convinced that it's only reason for exsisting is to make life difficult. it was tricky to actually take the thing apart. i (obviousally) decided against putting it in after the rebuild.
the new injectors and the S-FMU (2.72" 3:1 disc) rock! SO much better than the CrapTech and the stock injectors. 415 cc/min with a 28-30 psi idle is really nice. i'm getting about 50 psi at 0 vacuum and a little over 60 at 3 psi of boost (no boost controller, wastegate set to 5 psi connected to the compressor housing with an intercooler and fubar piping) i never saw EGT's rise about 1200 during the test drive and while i was seating the piston rings. the blinky autometer gauge was pinned at the green LED all the way to the right while boosting, which leads me to believe that my fuel trims are REALLY rich. i'll leave it that way for now, until i can get my datalogger working and have a look at the short/long term fuel trims.
i installed the "1995-1999 eclipse" motor mounts from Summit Racing too. i didn't notice a large change in vibration, the only time i really felt them at all was at idle, and it's hard to notice unless you're really looking for it.
haven't installed the Walbro yet. going to do that next weekend along with the Blitz EVC if it comes. i'll turn the boost up so i actually get 5 psi, and keep it there until i hit 3000 miles. then i'll do about 12-13, and keep it there until i can get an ITC and a FMIC over the summer.
getting all of the gaskets i needed was a joke. autozone was so on crack that they gave me a 93-97 SOHC neon headgasket, the 4G64 valve cover gasket, and a bunch of other useless things even know i MADE ABSOLUTELY SURE that they were getting me the gaskets i needed for a "97 eclipse non-turbo 2.0". i returned the gaskets and said "fuck it, i'll just go to satan" and got the stock MLS headgasket, a valve cover gasket, and the spark plug donut thingies for a grand total of $66.10. a pretty decent price if you ask me, one of the satan's around here tried to charge me $112 for just a head gasket.
well, that's about it. i'll post pictures and movies of this weekend once i get all of the content on my computer and can find a place to host them.
what you guys thing? 
2016 WRX STi Limited (current)
2001 A4 1.8tqms (donated)
1991 GVR4 #1933 (sold)
old.dsmregistry.com/detail.php?carid=218 (dismantled)
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