JonnyMopar's Daytona

J-Villa · Post by **J-Villa** » Sun May 11, 2008 3:05 pm

you should paint here black and blue two tone. some black rota's. That thing is a beast

Danteneon · Post by **Danteneon** » Sun May 11, 2008 4:14 pm

So nice to hear her run

I still can't get over the distributor adapter you created. Pure genius!

Post by **Canada** » Sun May 11, 2008 6:50 pm

Looking great John man.

Question, where did you get the piping and connectors for the intercooler, and what are you rigging up and using for your hotside pipe that comes out of the turbo and into the intercooler?

Post by **jonnymopar** » Sun May 11, 2008 7:48 pm

For intercooler piping, I bought 4 90-degree silicone elbows and 2 silicone straight couplers. Elbows were eBay specials and the straight through ones came from the 2GN For Sale board.

For piping, I bought a 6' length of thin-wall 2.5" aluminum tubing that I cleaned up with Scotch-brite pad, and cut sections off in a lathe I have at work.

Hot side pipe is just a stock SRT-4 pipe because I knew it would fit. Even with the Stratus engine, I still have the SRT-4 turbo and SRT-4 oil pan. All I needed to do for that was make a couple of small spacers where the pipe bolts to the oil pan. On SRT-4's, there's a structural collar that bolts the oil pan to the transmission. I don't have that because I'm using the stock Daytona Shelby transmission. 2 small blocks the correct thickness with a 10mm hole in each, and we're good to go.

vntned · Post by **vntned** » Sun May 11, 2008 7:58 pm

Hell, the cam driven dizzy has been done before! Chrysler/Shelby had a prototype SOHC 2.2 with a cam driven dizzy!

True hotrodding right there!

Post by **jonnymopar** » Sun May 11, 2008 8:12 pm

Oh hell yeah, I didn't come up with that idea. I mean, plenty of other car companies have done it already. Mitsubishi and Toyota did that on a ton of their engines. I know that because my Starion and my girlfriend's Camry are both set up like that.

I actually didn't come up with the design either. A guy named Dave Bohrer over on TurboDodge.com wrote it all out in an Excel spreadsheet, and I just added my own little finishing touches to it (I used an O-ring to seal it to the head instead of a gasket, I made the piece that attaches to the end of the cam out of stainless, my hold-down is different, etc). It's just such a convenient spot because on the 2.0 and the 2.4, you've got your cam sensor there. The old school 2.2/2.5 electronics don't know what the hell that is! So you've got this unused space off the end of the cam, and cams just so happen to rotate at 1/2 the crank speed. Voila, distributor drive! Just had to mess with it a bit because as said before, the distributor is now rotating in the opposite direction compared to the stock 2.5. That ended up being my biggest problem getting it running because I was completely overlooking the sequence that the distributor pickups were being triggered. Back-asswards = car won't run. I had to fool the computer by trading places where the pickups' signal wires go to the computer. Now that the computer is seeing the correct waveforms at the correct times, the computer and this young whipper snapper of an engine are finally on speaking terms.

Although I appreciate the "genius" comment, it's really not. That was someone else's idea, plus it was done before he did it. There was one guy on TurboDodge that I would consider genius. Instead of making an adapter for the stock distributor, he machined a whole low-profile distributor body himself, and transfered the internals of the 2.5 distributor, so it was all one piece! Slick as all hell, and completely custom one-off. I have got to find pics of it because it is a thing of beauty.

Ned, do you have any info on that 2.2L?? I know they had the Hans Herman 16V that never happened, but I never saw any prototype 2.2's set up like that!

BlackRoseRacing · Post by **BlackRoseRacing** » Mon May 12, 2008 6:13 am

I'll take the vid down if you want....

As for the prototype 2.2's.....they were mostly DOHC versions...
One of the most popular is the 400hp concept M4S turbo interceptor aka the car from The Wraith....

Post by **jonnymopar** » Mon May 12, 2008 9:29 am

Wow, distributor is on the same side as the accessories. That, I've never seen.

I love digging up history on these cars. It's such a shame that alot of their prototypes never saw the dealer lots. The Hans Herman 16V setup was rumored to put down 340hp. Not bad for a late 80's 4-cylinder.

J-Villa · Post by **J-Villa** » Fri May 16, 2008 6:18 pm

finish it now! we need driving vid's

Post by **jonnymopar** » Fri May 30, 2008 12:54 pm

Driving vids coming this weekend hopefully. I took her out on the road for the first time on Tuesday! My brother helped me get the axles back in it so I could drive it. I've got the boost backed way off right now because I haven't had a chance to really tune it, but it was still great to drive!! Never before has that car hit the streets packing a 16V, nor has it ever had a clutch pedal

.

All I really have to do is work a smaller battery in so it clears the intercooler plumbing, bleed the brakes, get the emergency brake set up, and at least throw some kind of exhaust on it, and I'll have license plates on it!!

Danteneon · Post by **Danteneon** » Fri May 30, 2008 1:09 pm

Awesome! Can't wait for vids!

Post by **jonnymopar** » Tue Jul 22, 2008 5:40 pm

Ok, here I am! I've been so busy working on this car that I haven't had much of a chance to update. For those of you who don't know, it's been running so solid that I grew big enough balls to drive it nearly 400 miles one way to the Chrysler Nationals. The car got LOTS of attention from the turbo Dodge crowd! People asked me all kinds of questions about it. I had the boost set at around 11psi and the fuel just a tad on the rich side for a little insurance for the long drive. The damn car made it down there and back like a trooper! Plus... the one thing I still can't believe... I got 33MPG with it on the long haul there and back!!!

To my left is Trinity in her Caliber SRT-4 (very nice I might add). Immediately to my right is your 2GN president, Diablo0 in his factory-looking SRT-swapped 2002 R/T. Right next to the tent is Midnight Rider with possibly one of the cleanest unmolested SRT-4's I have ever seen.

The Daytona is now sporting a 2.5" full exhaust with no cat and a 28" Thrush glasspack right down the middle. I can actually cruise around town now. The car is pleasantly quiet until you get on it. Then it ROARS.

I was having an issue with it where it would go about 6psi boost and then misfire like hell, but the AFR's were ok. Turns out, I was running too large of a spark plug gap. Since this is a 1998 Stratus engine, I was running the gap spec'd for a 1998 Stratus, which was .045". That gap may have been ok for the stock compression and stock ignition on that 2.4, but it's a totally different story now. I went down to .030", which was an improvement, but it started doing the same thing around 12psi now. I went down to .025" and I've had it as high as 18psi with no issues. Sweet!

The only other issue I'm running into is that she runs a bit hot at times. On the highway, it's fine, no matter how hard you're pushing it. When it's stuck in traffic, prepare to put the heat on. If I put the heat on, it doesn't go past 3/4 on the stock gauge. Nothing detrimental, but it certainly needs to be addressed. I'm going to put a switch in where I can go back and forth between having the fan always on and having the fan computer controlled. I'll probably take some sheet aluminum and form some air ducts inside the nose while I'm at it.

With the slight overheating problems I'm running into, I have to say that I love the multi-layer steel headgaskets. They are great! Those old shit head gaskets that were on the 2.2/2.5's and the very early 2.0/2.4's would have left me stranded with green oil.

Other tidbits...

*The e-brake is now working.
*The interior is fully installed (first time since 2005)
*I've got power steering!! Caravan pump/reservoir, stock pressure line
*My FWD Performance 3-bar calibration is working well, not perfect, but well. Had to turn the fuel pressure WAY down to work with it.
*Installed my short shifter with functional reverse lockout
*Cleaned up engine bay wiring quite a bit, especially my home-brewed injector harness.

I still don't have any driving videos. Here are some updated pics of the engine bay:

Man this thing is fun!

Danteneon · Post by **Danteneon** » Fri Jul 25, 2008 11:20 am

Damn, I wish I could see this thing in person!

Looking great Jon

I have one word for you....intercooler! I thought you had a IC setup on there though

Post by **jonnymopar** » Fri Jul 25, 2008 12:48 pm

Here's a pic before I had everything together:

I love that SRT-4 intercooler because it wraps right around my existing radiator. Plus, I had to point it out to people at the show because you can barely see it under the hood. You have to look through the "nostrils" on the nose just to see it.

Danteneon · Post by **Danteneon** » Fri Jul 25, 2008 1:13 pm

jonnymopar wrote:

I saw the filter on the turbo inlet and was thinking that the SRT intercooler didn't make it. It is really hidden well

Ok, I have a new word (s) for you...CAI!

Post by **jonnymopar** » Fri Jul 25, 2008 2:30 pm

That, I need. I'm very limited on space with the distributor there. I tried to rig up the stock SRT-4 intake tube, but I only had room for the tube itself. It's almost laying on the clutch arm, so I don't really know what to do about the intake. Cowl induction maybe?

Danteneon · Post by **Danteneon** » Fri Jul 25, 2008 2:42 pm

Ooooo, now your talking! Or, run a duct to a box mounted under the hood vent and draw air that way

Midnight_Rider · Post by **Midnight_Rider** » Sat Jul 26, 2008 1:04 am

jonnymopar wrote:Right next to the tent is Midnight Rider with possibly one of the cleanest unmolested SRT-4's I have ever seen.

Aww, you really want my car, don't you?

Hey, I forgot to tell you just how impressed I am with your car. I have no mechanical knowledge and can't imagine transplanting pieces from so many different engines/cars and coming up with something this cohesive. And it runs and sounds great! Very good work!

Hudson_Neon · Post by **Hudson_Neon** » Mon Jul 28, 2008 9:37 am

jonnymopar wrote:That, I need. I'm very limited on space with the distributor there. I tried to rig up the stock SRT-4 intake tube, but I only had room for the tube itself. It's almost laying on the clutch arm, so I don't really know what to do about the intake. Cowl induction maybe?

oh come on man, if you can shoe-horn that engine into a daytona then you can fab up a CAI that'll work perfectly... i have faith in you

Post by **jonnymopar** » Tue Jul 29, 2008 2:17 pm

So, yesterday, I *may* have found my CAI solution. Donor: 1995 Jeep Wrangler 4.0L. If it works, I'll have pics.

Hudson_Neon wrote:oh come on man, if you can shoe-horn that engine into a daytona then you can fab up a CAI that'll work perfectly... i have faith in you

Shoe-horn? There's more room in the engine bay now! That 2.5L 8V seemed like it took up a ton of room compared to this 2.4L. Everything's pretty accessible. Just gotta do the intake thing. Hopefully I'll have enough room underneath the battery to make my idea work.

trinity_rush2001 · Post by **trinity_rush2001** » Fri Sep 05, 2008 1:47 am

Jonny this PL has been fun to watch my dad use to have a 89 daytona intercooled turbo back when he was young then he had to seel it cause i came along lol broke his heart but i linked him to this and he enjoyed it alot lol.....makes him want a daytona again lol whoknows maybe we'lll get lucky and land one in our area lol keep up the good work great stuff..

Rush

BTW ima pm u here soon for some of those busings