Daytonas

[PWMAN]

What do you want to know about it? It's an 88-up T1 turbo.

[soul_sword34]

its a TE04H Mitsubishit turbo and it sucks that is what I found out. The compressor is too small, the bearings are a third the size of a garrett and the exhaust side is too small and restricts exhaust movement. Thanks for your help though.

[PWMAN]

It would be a good turbo for a D16 home-made turbo kit or something. Good for small displacement engines. Yeah it's too small for the 2.5L that are in Daytonas, they run out of breath after 4200-4300 RPM. Very sad. I have the older Daytona with the Garret, and I have a 2.2L. I regularly take mine to 5700-5800 RPM no problem. That mitsu turbo is capable of about 17-18 PSI, and the Garret good to 21-22. But the Garret pushes more CFM than the mitsu.

[Polygon]

I would have to agree with everything that PWMAN has said. The A-520 will handle a good amount of power with the plate. Although I prefer the 2.2L and I do prefer the air/water intercoolers. The air/air would be better for most people. They are less money, last longer, and are less complicated. Air/water intercoolers are great because they give you a slightly colder intake charge, but you can just get an intercooler sprayer for your air/air setup. The real advantage to air/water setups is when you don't have the space to put an air/air where there is good cool airflow. I for one am going with an air/air with a sprayer on the GTC project.

The main reasons that I prefer the 2.2L to the 2.5L are the fact that they never put the Getrag A-555 and A-568 on the 2.5L engine. Granted the A-520 is a good transaxle but it could never hold up to the Getrags. I also liked the 2.2L because of the turbos that they came with like the T03, VNT25, and the TB03, call me crazy, but I like Garrett turbos. I never liked the Mitsubishi TEO4H. Now with the 2.5L engine you will have more airflow if you change out the exhaust and intake, but you won't be taking full advantage of that airflow because the TEO4H doesn't have very good airflow, it is a very small turbo. While it might give you the hole-shot guys with the T03 and the same mods will go right by you before the end of the 1/4 mile. The TEO4H might spool quickly, but it just runs out of steam much faster. Also, the 2.5L engines all have balanced shafts; they rob you of about 5-7HP. Only a few 2.2L ever had them. The 2.5L only had 10 more ft/lbs of torque than most of the 2.2L engines and some of the 2.2L setups actually had 210 ft/lbs of torque as well taking that advantage away. So it had equal torque and more HP. It all comes down to a matter of opinion.

On a side note, keep an eye on your internals. The 2.5L internals weren't nearly as beefy as the 2.2L mainly the pistons.

[PWMAN]

Originally Posted by Polygon

On a side note, keep an eye on your internals. The 2.5L internals weren't nearly as beefy as the 2.2L mainly the pistons.

You mean the T2 2.2L? Or older (85-back) T1 2.2. Because the 86-88 2.2 T1's have the light weight rods which can only handle about 225 HP.

The 520 trans should be more than enough (with the plate) for a daily driver. It's hard to imagine someone making more than 300 HP on a daily driven turbo dodge. Unless, you have a 300 HP daily driver that you take to the track every now and then and turn up the boost. Then, of course, you will need a getrag tranny. But for most, like me, the 520 is plenty for our wants-for now! Maybe long term plans.

Also, Polygon, when you were talking about the 2.5/2.2 torque factors-keep in mind those were peak torque numbers. I'm sure the 2.5 is way more torquey at 2-3K RPM than the 2.2. I actually wish I had a 2.5, of course I am also use to V8 torque. So I'll say it like this, for a street car go with the 2.5, and for a track car the 2.2 is better. With the 2.5 all you would do is spin off the line anyway.

Yeah the Garrets are much better than the Mitsu POS's.

[Polygon]

Originally Posted by PWMAN

You mean the T2 2.2L? Or older (85-back) T1 2.2. Because the 86-88 2.2 T1's have the light weight rods which can only handle about 225 HP.

The 520 trans should be more than enough (with the plate) for a daily driver. It's hard to imagine someone making more than 300 HP on a daily driven turbo dodge. Unless, you have a 300 HP daily driver that you take to the track every now and then and turn up the boost. Then, of course, you will need a getrag tranny. But for most, like me, the 520 is plenty for our wants-for now! Maybe long term plans.

Also, Polygon, when you were talking about the 2.5/2.2 torque factors-keep in mind those were peak torque numbers. I'm sure the 2.5 is way more torquey at 2-3K RPM than the 2.2. I actually wish I had a 2.5, of course I am also use to V8 torque. So I'll say it like this, for a street car go with the 2.5, and for a track car the 2.2 is better. With the 2.5 all you would do is spin off the line anyway.

Yeah the Garrets are much better than the Mitsu POS's.

Yeah, I was talking about ONLY the Turbo II, III, and IV engines. Yeah the Turbo I 2.2L had weaker rods, but had the same pistons and crank. I think that the crank in the 2.5L Turbo I engines were plenty beefy, not sure about the rods, but I know the pistons were quite weak and should be replaced with high horsepower applications. Good point on the power, the 2.5L will have its torque lower in the powerband than the 2.2L.

[PWMAN]

Originally Posted by Polygon

Yeah, I was talking about ONLY the Turbo II, III, and IV engines. Yeah the Turbo I 2.2L had weaker rods, but had the same pistons and crank. I think that the crank in the 2.5L Turbo I engines were plenty beefy, not sure about the rods, but I know the pistons were quite weak and should be replaced with high horsepower applications. Good point on the power, the 2.5L will have its torque lower in the powerband than the 2.2L.

The T1 had a cast crank, T2 had forged. Rods in 2.5 were the exact same as T2 rods, forged.

[boostage]

o.k. i am now confused cause ploygon u told me u would go with the 2.5 block. u also said i could get around 18lbs of boost outta the mitsu, and to keep it because of the quick spool. also the a-520 "im equipped with" was the best. now after reading all of these post , i believe im gonna go with the 2.2 l setup, their gearbox, intercooler, and garret turbo. im wanting power and any thing on the car that in any way poss. has a "restriction " is getting replaced. so, sincee the garret spools higher, and i drove one today, it also gets more boost, doesnt retrict air flow. i dumped the clutch on that thing i i thought i was in a vg probe. instant pavement, very quick response, quick spool that held all the way up. i love the gearbox setup on that thing to. unfortuanately its not for sale so i went and bought me a 2.2 t2 turbo outta an shelby z. only 30,000 miles for 200.00. i got me a tranny outta the same car for 100.00. and intercooler fo 75.00. all belts for it, all new hoses for it, and radiator flushed. im installing the parts tommorow. also i got my shipment in of shocks, struts, and ball joints today. i got some lowering springs too. project starts tomm. and should be on the road by saturday afternoon. ill take some pics and show u guys the new car. also i cant sell the parts cause i got them sold to a friend and hes putting them in his 88. also if i can have another persons opinion besides polygon, no offense man but u know, how good is the 88 chrysler conquest tsi. i love the way they look and im thinking of fixing one of them up for race after the daytona. mainly info on reliability of tranny, engine internals, and capability of withholding aftermarket parts (for race setup). i already trust the daytona. sorry for the reading guys but im heavily into cars and have no clue on these things and u guys are the only ones to help so u know.

[PWMAN]

Conquests are made by Mitsubishi with a Chrysler badge on the front and back. Stick with the MOPARS! They are much more reliable. You see how crappy your Mitsu turbo is, how about the whole car! The stock turbo on a TSI is like half the size of your mitsu turbo! Pathetic. The first time I saw one it freaked me out. And I thought what a worthless piece of crap.

[Polygon]

Originally Posted by boostage

o.k. i am now confused cause ploygon u told me u would go with the 2.5 block. u also said i could get around 18lbs of boost outta the mitsu, and to keep it because of the quick spool. also the a-520 "im equipped with" was the best. now after reading all of these post , i believe im gonna go with the 2.2 l setup, their gearbox, intercooler, and garret turbo. im wanting power and any thing on the car that in any way poss. has a "restriction " is getting replaced. so, sincee the garret spools higher, and i drove one today, it also gets more boost, doesnt retrict air flow. i dumped the clutch on that thing i i thought i was in a vg probe. instant pavement, very quick response, quick spool that held all the way up. i love the gearbox setup on that thing to. unfortuanately its not for sale so i went and bought me a 2.2 t2 turbo outta an shelby z. only 30,000 miles for 200.00. i got me a tranny outta the same car for 100.00. and intercooler fo 75.00. all belts for it, all new hoses for it, and radiator flushed. im installing the parts tommorow. also i got my shipment in of shocks, struts, and ball joints today. i got some lowering springs too. project starts tomm. and should be on the road by saturday afternoon. ill take some pics and show u guys the new car. also i cant sell the parts cause i got them sold to a friend and hes putting them in his 88. also if i can have another persons opinion besides polygon, no offense man but u know, how good is the 88 chrysler conquest tsi. i love the way they look and im thinking of fixing one of them up for race after the daytona. mainly info on reliability of tranny, engine internals, and capability of withholding aftermarket parts (for race setup). i already trust the daytona. sorry for the reading guys but im heavily into cars and have no clue on these things and u guys are the only ones to help so u know.

Actually, if you look back at all of my posts, I've been the one telling you to go with the 2.2L, PWMAN is the one that suggested you stick with the 2.5L and do the Turbo II conversion. I just feel that the 2.2L Turbo II swap would be easier. Since I see that is what you’re doing, don't forget to get all the under-hood wiring and the computer. Good luck with the conversion, after driving a 2.5L Turbo II conversion I liked my Turbo II a lot more, enjoy!

As for my opinion on the Conquest, when my 1989 LeBaron GTC Turbo II was totaled that was one of the cars that I looked at to replace it. While I will agree with you that it is a great looking car, and the drive tires are at the correct end of the car. They weren't at all reliable. Almost all of the ones I test drove had some sort of major problem. The ones that didn't were dog slow, and one of them was pushing 14PSI and had a new exhaust. My LeBaron would have murdered that car. For having a 2.6L I4 they weren't very powerful and didn't always take well to modding. Like I said, they also liked to fall apart. The Chrysler common block (2.2L and 2.5L) was far more reliable than the 2.6L in the Conquest. You can't tell me that the Conquest's transmission was more reliable that the A-555, the A-568, or the A-520 for that matter. Go on Car Domain and ask the Conquest and Starion owners what they think of their cars and what kind of repairs they've had to make over the years. All I know is that I never had problems with my GTC that weren't driver related. I also know that I've yet to talk to anyone that owned a Conquest/Starion that would call it reliable.

Also, a good site to check out for information on modding and working on Chrysler and Dodge turbo-charged cars is The Dodge Garage. It has very good, clear, and easy to understand information. You might also want to drop by the Turbo Dodge Forums. I'm a memeber there and there are a lot of other memebers that can answer just about any question you have.

[Polygon]

Originally Posted by PWMAN

The T1 had a cast crank, T2 had forged. Rods in 2.5 were the exact same as T2 rods, forged.

Whoops, you're right, but the cast pistons in the 2.5L should be replaced no matter what if you plan on modding your car. They will not hold up to much detonation.

[PWMAN]

Well, I don't think you have to replace the pistons ''no matter what''. I would say if you plan to go over, say, 12 PSI. And any more PSI above stock should definitely be intercooled.

Now about those conquests. The one you probably drove that was slow was probably a pre-88 one. Because in 89 I know they had 188 HP, and like 240 ft/lbs or something like that. The 89's were very fast. Only a T3 turbo dodge could beat the 89 TSI's. But of course, they were still unreliable.
And of course, that one pushing 14 PSI is nothing like a Garret 14 PSI. The TSI/starion turbos are so small they flow no CFM numbers. 14 PSI on our Garrets is probably like 25 PSI on the TSI, then of course that turbo probably can't handle much more than 14 PSI without overspinning. Have you ever seen one Polygon? I couldn't believe how tiny it was! My brother works on diesels, he says my turbo on my daytona is a tiny little toy. HA! The one on the TSI is a toy compared to mine! LOL

[88Daytona]

I've got an 88 Daytona Shelby Z, and think a Daytona forum would be great. Although I noticed that most of your questions seem to be turbo dodge related so I recomend TurboDodge.com if you cant find your answer at the Dodge Garage.

[macncheese]

just because dodge didn't intercool an engine or install a particular tranny or use such and such a turbo doesn't mean you can't!!! i got a common block 2.5, pulled the balance shafts out of it and plugged the oil feed hole, rebuilt it, intercooled it, found an a-520 (gonna take the gears off the 555 in the garage and slap those on another 520, also in the garage....126mph@6000rpms in 4th gear!!!) and a mitsu turbo (soon to be swapped for a garret for better breathing). oh yeah, i stuffed it into a charger, which was never offered with a 2.5, so i'm using bigger injectors and less timing to make it run like a raped ape. i have an 89 smec harness and computer that will go in when i can afford to not have the car running for a week or so. with these turbo cars, there are more than one or three ways to skin a cat, so the best approach is to figure out what you want out of it first, then come up with the best combo to make it happen.
about the 520, i think it's torque that kills em. my buddy mike ran 12second passes on several of them (he kept switching back and forth to auto and manual) with his 2.2 at somewhere around 20psi. i got one and pulled 4 teeth off of third gear at 12 psi with my intercooled 2.5.
make sure you ask questions about options before you buy anything, because these cars can be super cheap to build if you are willing to work and search.
tony

[PWMAN]

Originally Posted by macncheese

about the 520, i think it's torque that kills em. my buddy mike ran 12second passes on several of them (he kept switching back and forth to auto and manual) with his 2.2 at somewhere around 20psi. i got one and pulled 4 teeth off of third gear at 12 psi with my intercooled 2.5.
make sure you ask questions about options before you buy anything, because these cars can be super cheap to build if you are willing to work and search.
tony

Yeah it's torque. The 520 can only handle 240-250 ft/lbs, but if you add the chrome-moly transplate(have you ever done that?)it can handle 300 easy. 300 is usually more than enough for most people. Most of the 2.5's came with the 523 trans anyway.