old dodge turbo
09-22-2011, 08:11 PM
#1
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old dodge turbo
I have a 92 chrysler lebaron vert gtc 5speed in my shop right now with a fuckered engine.
The car is a rolling pile of **** and they are gonna scrap it or basically just leave it in our parking lot.
It's a 2.5l sohc non intercooled. Funny thing is the wastegate actuator isn't even connected to the wastegate.
Try as I might, I can't find any info on the turbo size/make. All I know is it's oil cooled only and the body appears to be in damn good shape.
Anyone have a clue as to what it is?
Thanks!
The car is a rolling pile of **** and they are gonna scrap it or basically just leave it in our parking lot.
It's a 2.5l sohc non intercooled. Funny thing is the wastegate actuator isn't even connected to the wastegate.
Try as I might, I can't find any info on the turbo size/make. All I know is it's oil cooled only and the body appears to be in damn good shape.
Anyone have a clue as to what it is?
Thanks!
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09-22-2011, 09:02 PM
#4
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I found info on some dodge forum. Looks to be a mitsubishi?
There were some major changes to the whole 2.2L and 2.5L lineup in 1989. Basically, Chrysler wanted to cut manufacturing costs by eliminating the need for a special assembly line for the 2.5L block and keeping special track of the Turbo II blocks. They accomplished this by designing the "common block". It would be used on all 2.2L and 2.5L engines until both of their demise. It had very strong features for the powerful engines that were being built, and for those that were to come. It had reinforced main bearing supports and huge main bearing caps, thicker cylinder walls, balance shafts, and cross drilling between the cylinders. As such, the 2.2L carbureted and TBI engines were dropped. With this strong block, the Turbo I was changed from 2.2L to 2.5L and the boost was upped by 2psi, which brought the output to 150 hp at 4800 rpm and 180 ft-lbs at 2000rpm. The smaller Mitsubishi turbocharger was kept, but the down pipe was upgraded from 2 1/4" to 2 1/2" for all engines to improve exhaust flow. The Turbo II stayed a 2.2L with the Garret T04 turbo and remained largely unchanged. It also was the only engine to lack balance shafts at first, though they were added later to simplify production. The 2.5L TBI engine received some minor changes with a new injector and upped fuel pressure (39psi), but it remained unchanged performance-wise. It should be noted that the common block did not have the additional deck height of the 2.5L tall block. They all used the same rods, which were basically like the older Turbo II rods with floating pins. The 2.5L pistons had a shortened compression height (the pin was raised and the piston shortened) to accommodate the longer stroke of the 2.5L crankshaft. All 2.5L crankshafts were cast, while the 2.2L Turbo II was forged and used the same Mahle pistons as before. At the top end, the engine's received an even milder camshaft, reducing duration and overlap for a smoother-running engine.
Brand-new for 1989 was the 2.2L Turbo IV VNT engine found only in the 1989 Shelby CSX. It featured an intercooled Garrett VNT25 variable nozzle turbo that virtually eliminated turbo lag. It was basically a 1988 Turbo II bottom end, so it did not receive the common block. Power output was still 175 hp at 5200 rpm, but had a better torque curve of 200 ft-lbs at 3700 rpm.
Other changes included an upgraded SMEC with a better CPU, but no other major changes. "
There were some major changes to the whole 2.2L and 2.5L lineup in 1989. Basically, Chrysler wanted to cut manufacturing costs by eliminating the need for a special assembly line for the 2.5L block and keeping special track of the Turbo II blocks. They accomplished this by designing the "common block". It would be used on all 2.2L and 2.5L engines until both of their demise. It had very strong features for the powerful engines that were being built, and for those that were to come. It had reinforced main bearing supports and huge main bearing caps, thicker cylinder walls, balance shafts, and cross drilling between the cylinders. As such, the 2.2L carbureted and TBI engines were dropped. With this strong block, the Turbo I was changed from 2.2L to 2.5L and the boost was upped by 2psi, which brought the output to 150 hp at 4800 rpm and 180 ft-lbs at 2000rpm. The smaller Mitsubishi turbocharger was kept, but the down pipe was upgraded from 2 1/4" to 2 1/2" for all engines to improve exhaust flow. The Turbo II stayed a 2.2L with the Garret T04 turbo and remained largely unchanged. It also was the only engine to lack balance shafts at first, though they were added later to simplify production. The 2.5L TBI engine received some minor changes with a new injector and upped fuel pressure (39psi), but it remained unchanged performance-wise. It should be noted that the common block did not have the additional deck height of the 2.5L tall block. They all used the same rods, which were basically like the older Turbo II rods with floating pins. The 2.5L pistons had a shortened compression height (the pin was raised and the piston shortened) to accommodate the longer stroke of the 2.5L crankshaft. All 2.5L crankshafts were cast, while the 2.2L Turbo II was forged and used the same Mahle pistons as before. At the top end, the engine's received an even milder camshaft, reducing duration and overlap for a smoother-running engine.
Brand-new for 1989 was the 2.2L Turbo IV VNT engine found only in the 1989 Shelby CSX. It featured an intercooled Garrett VNT25 variable nozzle turbo that virtually eliminated turbo lag. It was basically a 1988 Turbo II bottom end, so it did not receive the common block. Power output was still 175 hp at 5200 rpm, but had a better torque curve of 200 ft-lbs at 3700 rpm.
Other changes included an upgraded SMEC with a better CPU, but no other major changes. "
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09-22-2011, 09:07 PM
#5
it should be a garret t03 although the chrystler t3 flange is not the same as a typical garret t3 flange. Its a turbo worth using for an event like grassroots or osmehting where you have a budget, however with t25s soo cheap i would not build a manifold for that goofy chrystler flange.
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09-22-2011, 09:14 PM
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it should be a garret t03 although the chrystler t3 flange is not the same as a typical garret t3 flange. Its a turbo worth using for an event like grassroots or osmehting where you have a budget, however with t25s soo cheap i would not build a manifold for that goofy chrystler flange.
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09-22-2011, 09:15 PM
#7
I had a turbo lebaron hardtop when i was in highschool. It had a garret vnt t04 on it. Was quite possibly the worst car i could have spent my 800$ on considering it was quick enough to convince me to beat it to death. I later found that less then 200 hardtops were offered with the 2.2 vnt and i sold the car smoking badly and missing for 600 after i beat it for 2 years.
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