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Chapter 2 The
Turbo I used: In a local junk-yard I found an 1986
Chrysler Lebaron with a 2.2 liter turbocharged 4 cylinder motor. It had low
mileage and had been junked primarily due to a bad transmission. It was
almost a shame to junk this car and take apart the motor. This 4 cylinder
vehicle came stock with electronic fuel injection. Since it was an 86', the
turbo system had an EGR set up on one end which by sensing boost decides how
much exhaust gas to re-circulate through a _ inch tube. This model of TO3 has
water cooling. The intake side is rotatable. A four bolt flange
attaches it directly to the exhaust manifold. On the output of the exhaust
there is a _ inch "toilet seat" valve which can reroute exhaust
manifold gases around the turbo. The cast iron duct work containing the valve
turns the exhaust gases 90 degrees south in the original vehicle and holds a
sensor. The flange mating to the exhaust pipe is unusual. The gasket cost
about $15.00 alone (not that I would use one…). WHY
THIS TURBO? This turbo was available, in good shape and was
smaller than the 2.6 liter engine that I have (169 cubic inches). The 2.2
liter turbo should cause the motor to spool up quickly at lower RPM. This
leaves less likelihood of lag and gives power low down (which is what you
want for street use). Considering the weak first gear, a quick shift into
second requires more torque. This turbo has water cooling which I think is a
plus. It is easier to get parts for Chrysler turbos than it was for the other
Volvo turbo which I was also looking at ($200.00). That turbo was sitting on
a shelf with no history about the car. If this turbo fails, a second turbo
will be obtainable for about $75.00 in central Minnesota. The way I am
building the system it will be a straight bolt-in operation if a second turbo
was needed. Blow
thru? A blow thru
turbo set-up allows only air through the turbo. The seals will last longer
and left over "air" can be more easily and safely dealt with. I
will be installing a radiator cap on the tube between the turbo and the car.
When the pressure reaches the level of the pressure denoted on the cap, the
seal opens to the system and excess air through the over-flow
"tube" goes into an air tank which will store the air until I need
it. A second blow off valve will then gate air over that designated tank
pressure into the atmosphere. This will be set at about 75 to 100 lbs (more
on what I use that air for later). Boost
blowoff: Pieces to make
variable gate Gate finished
1.Will
the "toilet seat" exhaust bypass on a stock 2.2 Chrysler turbo be
big enough to use in gating the system? It has a diaphragm
attached thru linkage. Should I utilize this, controlled by a boost line from
the turbo compressor outlet? I'm told that
it does'nt take much of a 'leak' to shut down the turbo's boost, and the
bypass should be big enough. 2.What
would be the best use of the O2 sensor? |
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