SUB-EFFIN-SCRIBED! This is cool as hell.
SUB-EFFIN-SCRIBED! This is cool as hell.
Jon J.
1989 Daytona ES 2.4L DOHC
2003 Neon SXT - gone but never forgotten
If it ain't broke, fix it 'till it is!
Definitely interested. The cam phaser would make a great article for Up Front and TM Knowledge Center jt@sdac.org
JT
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Sounds like a Coooool project Ken.
Looking forward to it!
Robert Mclellan
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Thanks JT.
Short of providing a link to a YouTube (which I'd like to minimize), how can I post a video directly to the thread?
There seems to be a file size or limit placed on doing so....
I'd like to post a video on how the system actuates during cam advance and retard - at the development cost of $30k to generate this hardware, it's best explained with a visual.
ken you can make a private video on youtube that only those with the link can see. like folks on here.
it will cut down on traffic.
Brian
Originally Posted by turbovanman
What was horrific on the Ultimate Daytona was the turbo and exhaust.
The turbo was the best offered for the engine size and application in 1991 - A Mitsubishi POS coupled with an elbow that was derived by cutting a 2.5" tube on a 45 degree angle and welded to make a 90 degree turn. The turbo alone was a huge limit to the package along with the expeditious plumbing needed to quickly make it functional.
By today's standards and technology, it was a pathetic arrangement capable of far more - not by engineering limitation but solely by the hardware availability.
In short, what made 300HP with an incredibly flat torque curve in 1991 is capable of far more today, without all the complex hardware.
I've removed a measurable amount of metal from the exhaust manifold and the custom cast dual BB T3/T4 turbo (thanks to my friends at turbonetics) should yield a bountiful amount of boost at very low shaft speed for efficient low heat emitting boost, thus no need for a radiator sized intercooler. Low volume + good efficiency = beyond acceptable response and output.
Again - "Stay Tuned"
I was at the 94 Newport Beach auction where Mr Shelby was for lack of a better word here was 'Distraught' with the low bids on the prototype cars and other unique items. He was trying to raise money for his Childrens heart fund and I think all the folks connected with Shelby expected higher bids and a better return. Anyway, my question for you is, was one of the Proto's that sold that day equipped with the Phaser? I know the Banzai blue car(which was originally a white car with the Banzai applied over it) wasn't. There were 4-5 TIII equipped cars from what I remember...
EDIT: Speaking of friends from Turbonetics you may know, where did Chris W. ever end up?(no guys, not the TU guy we know...) He sure was helpful and awesome to talk to back in the day
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Hi Alan.
The low bids were somewhat understandable, for the time.
In many cases what Shelby referred as a prototype were actually development mules, by Chrysler's standards.
Many of them were simply re-purposed cars populated with test hardware, some in a different color or they appeared as production Shelby cars with a unique dash badge.
Therefore the cars were not that appealing by comparison when also considering the T-III was also readily available at dealerships.
Regarding the cam phaser, none of the cars at Whittier had it.
That was a one off piece built for an entirely different reason.
The 2.4L was slated to replace the old 2.2/2.5L and by that time Francois Castaing was calling VVT "the future" and turbo's "yestertech".
He was one of the largest contributors to the demise of the domestic turbo cars in the early to mid 90's, with the exception of export cars which retained a turbo market.
In the case of the mexico market, the 2.4L JR Sebring turbo R/T was done completely outside of Chrysler at Roush - it was lethargic at best.
(Side note - The JR turbo 2.4L engine was the starting point for the PT turbo and eventually the SRT Neon)
With this said, the cam phaser was an early test to realize capability and the 2.5L configuration was used to closely mimic the upcoming 2.4L.
Although it never made it to the car, an NA 2.5L Lotus configuration was also tested since the turbo applications were being killed off.
I didn't/don't know Chris.
Jon J.
1989 Daytona ES 2.4L DOHC
2003 Neon SXT - gone but never forgotten
If it ain't broke, fix it 'till it is!
"Improved fuel adaptation", are you going to run alcohol?
Steve Menegon
1989 T2 GTC (Sledgehammer)
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I can see now why that never made it to production .. to many parts, to much to modify
I can only imagine the increased cost to a $150 timing belt replacement at the dealer with this rigging too
thanks for the pics .. I've always wondered just what this would look like
Thanks for the additional pictures!
Exactly. Both increase power and efficiency, but there's no need to remove one in favor of the other (maybe cost??). He was a brilliant engineer, so I don't understand his turbo-vs-VVT argument.
It's an engineering piece. Once you throw DFM into the mix, it's amazing how much something can change and still accomplish the same purpose.
Jon J.
1989 Daytona ES 2.4L DOHC
2003 Neon SXT - gone but never forgotten
If it ain't broke, fix it 'till it is!
The funny thing is Chrysler didn't utilize VVT untill I think the world engine?
That cam phasing unit looks like a mechanical nightmare, especially for an engine with belt issues anyway...although those extra pulleys probably would have fixed that lol.