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    Re: 1989 Dodge Spirit 2.5L Turbo Upgrades :-)

    [QUOTE=Fenderbass;1155410]ah so just to clarify, I’ll need to desolder the socket to install the flash module, correct?

    /QUOTE]

    Just as a note for safety make sure that IF you do un-solder the...
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    Re: Development of the Turbo engines

    Basically that is the story. Chrysler had no real interest in this, and the guy was a pest. There were no future plans for the engine so if it blew, no big deal.
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    Re: Development of the Turbo engines

    That would be one of the IMSA GTU motors that Dick Winkles (engineer) and Bob Zemus (dyno operator/engineer) made. It was once loaned out to a guy that ran it a Bonneville Salt flats (I believe in a...
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    Re: Development of the Turbo engines

    Every section of tubing will have a natural resonance point. Usually just one at a given air velocity. In the Turbo II system the lower intake runners create one tuning resonance point. Then intake...
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    Re: SRT4 EGTs

    The 1650 degree Exhaust Gas Temps were on a LONG steady state on the dyno at WOT for several minutes. And we just had a room fan blowing ambient air (about 110 degrees) over the turbo. I would...
  6. Re: UNoffical SDAC 27 Swap Meet/Parts Wanted thread

    LOOKING for the plastic door sil panels for a 1895-1987 Daytona.

    Stuart Davis
    (I'll be a "Guest speaker" on Tuesday at the awards ceremony. You can find me there or PM me.)
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    Re: Development of the Turbo engines

    This is actually quite true.

    The best way to think of these engines is an "airflow processing capability". you want to get a lot in, and a lot out. So one would be wise to look from the point...
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    Re: Development of the Turbo engines

    I'm digging up more information and pictures. Apparently the interest in the history was noticed and I;ll be a "guest speaker" at the SDAC-27 convention to talk more about what we did. Along those...
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    Re: Have you had your Consulier appraised?

    I had a friend with a classic Mustang stored in his garage with "comprehensive" insurance on it. A drunk ran off the road and hit his garage, and the garage wall (among other things) hit his Mustang...
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    Re: Development of the Turbo engines

    One engineer was helping us try to Turbo a 3.3L v-6. We were trying to do a "low pressure" 5psi system. He had a GREAT sense of humor in his status report one week. We measured "Beam Torque" off...
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    Re: Development of the Turbo engines

    No, we found overlap was bad as at any engine speed about about 3600rpm there was more pressure in the exhaust than there was boost (like almost +20psi higher in the exhaust at peak power). Under...
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    Re: SRT4 EGTs

    While I'm kinda late to the party, the position in these pictures is just about right. I think for all the original Turbo work we placed the probe 1.5" back from the manifold mounting flange. For T...
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    Re: Development of the Turbo engines

    We had stiffer springs that would wear out the "sliders on the camshaft/lifter. We had to like with the stock valve seat position and center-line of the cam, so we could no use longer springs. In the...
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    Re: Development of the Turbo engines

    How the Turbo II almost never saw the light of day, or production
    some of us are (well,old enough) to remember the recession of the 1980's. In about 1978 whole area's of Chrysler were laid off and...
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    Re: Development of the Turbo engines

    The BIGGEST thing that I can stress is to treat the whole thing as an airflow machine. Production bends in the exhaust are performance killers. A system made from Mandrel bends is great. 2.5” is...
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    Re: Development of the Turbo engines

    hate to say it, but "been there, done that..." :) it DID work great! We ALWAYS had idiots that somehow got in the management chain and it squashed this idea. I once said it was "water to air (vs...
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    Re: Development of the Turbo engines

    While I was trying to get the best charge air cooler efficiency I built this unit that tucked right into the area next to the head, and where the air cleaner is. It was one of the best functioning...
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    Re: Development of the Turbo engines

    Since we were just starting to develop the All Wheel Drive minivan, ,and the rear under-body layout was the same as the Daytona (hell, they were all K-Car based, just stretchered floor-pans) , we...
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    Re: Development of the Turbo engines

    Well thanks for that nice comment. I had NO IDEA what it was all about and thought it was "All thing Shelby".

    I wish I would have had a clue what I was getting into as I would have organized my...
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    Re: Development of the Turbo engines

    I did one at the SDAC22 that was here in Detroit. Kinda went thru some of the history I've put forth here, but being a "Shelby Dodge" event, and 3 or 4 guys were there to talk of the "legacy of...
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    Re: Development of the Turbo engines

    There were several "weak links" in both the 525 and 555 trans. The 2 pinion diff on the 525 was the worst offender, as was the case supporting the diff. The 555 had a better designed diff...
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    Re: Development of the Turbo engines

    well, back then we "borrowed" and AWD unit from a competitor (I think the Audi Quattro?) It was not really a "blessed" program so we had very limited funds. We KNEW from the start that the AWD unit...
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    Re: Development of the Turbo engines

    Now THAT was a passion of all of ours. We designed it NOT to break and for some reason the "bean counters" left us alone. It had a great forged crank, rods, best pistons we could buy and an in 1987...
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    Re: Development of the Turbo engines

    A great Engineer named Jim Prestel was training me back in 1982. He was toying with tuning organ pipes and setting up "standing waves". I was looking at Helmholtz resonators and we partnered up for...
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    Re: Development of the Turbo engines

    'Ya know, we had that argument about intake manifolds and throttle bodies on the front of the engine for years as we had the software in place starting about 1986. But us engineers ALWAYS lost in a...
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