T2K-CAR

[85lebaront2]

That's a lot of pressure for those clamps. Are you going to change to other clamps? If so, what?

The wiring change is a good upgrade. But I'm surprised, although glad, that you could find good copper to solder to. I guess yours just isn't old enough to have tarnished. Or maybe later wiring is better?

That's a bummer about the transaxle. What mod's have you done to it?

Gary, the clamps are the same style Mercedes-Benz and some of the other European manufacturers used on their early EFI systems https://www.amazon.com/gp/product/B0040CU0HM/ref=oh_aui_detailpage_o03_s00?ie=UTF8&psc=1 yes, I ordered enough clamps to replace all 8 on the supply side, it also takes a special hose, SAE 30R9 spec.

On the transaxle, I took the cushion spring out of the kickdown (2nd gear) servo, increased the line pressure at the regulator, I believe I used a 3.0L V6 band in it also. It would hit 2nd with a definite "snap", shift points at WOT were 56 and 79 mph.

Matt had it to 121 and still pulling at the mixing bowl in NOVA when some one tried to cut him off. He said the digital display didn't blank at 85, but kept counting to 99, then went 00 as it did not have a 3 digit capable front board, he said then it started up again and was at 21 when he let off it and braked for the exit ramp. I would loved to have seen the look on the guy's face that tried to cut him off!

If you "power braked" it from a standing start, it would only go to 5 psi until the computer saw pulses from the speed sensor, then would instantly jump to 14 psi. New computer is set to 15 psi. I can go higher, but 15 is the max on a 2 bar MAP sensor, to go higher I need a 3 bar sensor and a different tune to run it.

The MAP sensor uses a 5 volt reference just like Ford does, but the output is a straight voltage signal with 0 being full vacuum (not really possible) and on a non-turbo, 5 being atmospheric pressure (1 bar). On the turbos, 0 is still vacuum, but 2.5V is atmospheric pressure and 5 volts is 15 psi above, or 30 psi absolute. For a 3 bar, scale is from 0 to 45 psi absolute, or 30 psi boost. at 20-25 psi these things will get over 300 HP, mine is around 200 HP at the 14 psi boost.

[Gary Lewis]

Gary, the clamps are the same style Mercedes-Benz and some of the other European manufacturers used on their early EFI systems https://www.amazon.com/gp/product/B0040CU0HM/ref=oh_aui_detailpage_o03_s00?ie=UTF8&psc=1 yes, I ordered enough clamps to replace all 8 on the supply side, it also takes a special hose, SAE 30R9 spec.

On the transaxle, I took the cushion spring out of the kickdown (2nd gear) servo, increased the line pressure at the regulator, I believe I used a 3.0L V6 band in it also. It would hit 2nd with a definite "snap", shift points at WOT were 56 and 79 mph.

Matt had it to 121 and still pulling at the mixing bowl in NOVA when some one tried to cut him off. He said the digital display didn't blank at 85, but kept counting to 99, then went 00 as it did not have a 3 digit capable front board, he said then it started up again and was at 21 when he let off it and braked for the exit ramp. I would loved to have seen the look on the guy's face that tried to cut him off!

If you "power braked" it from a standing start, it would only go to 5 psi until the computer saw pulses from the speed sensor, then would instantly jump to 14 psi. New computer is set to 15 psi. I can go higher, but 15 is the max on a 2 bar MAP sensor, to go higher I need a 3 bar sensor and a different tune to run it.

The MAP sensor uses a 5 volt reference just like Ford does, but the output is a straight voltage signal with 0 being full vacuum (not really possible) and on a non-turbo, 5 being atmospheric pressure (1 bar). On the turbos, 0 is still vacuum, but 2.5V is atmospheric pressure and 5 volts is 15 psi above, or 30 psi absolute. For a 3 bar, scale is from 0 to 45 psi absolute, or 30 psi boost. at 20-25 psi these things will get over 300 HP, mine is around 200 HP at the 14 psi boost.

Sounds like you have the clamp issue sorted.

200 HP in that vehicle would certainly be snappy! And 300 would probably be scary. It sounds like you are doing something like you do with Core Tuning's software on the computer on that one. Right?

[85lebaront2]

Sounds like you have the clamp issue sorted.

200 HP in that vehicle would certainly be snappy! And 300 would probably be scary. It sounds like you are doing something like you do with Core Tuning's software on the computer on that one. Right?

Yes, but the Chrysler computers are a bit different as far as doing anything with them. You have to socket them them burn a new chip (which is no longer made). There is a way to make them flashable. There are 3 generations including what I will be using, 2 part, single module and single board. The single board, or SBEC is the one I will use and the SBEC II which came out in 1992, it is designed around the updated air bag steering column and uses steering wheel controls rather than a column stalk for the speed control.

[85lebaront2]

Yes, but the Chrysler computers are a bit different as far as doing anything with them. You have to socket them them burn a new chip (which is no longer made). There is a way to make them flashable. There are 3 generations including what I will be using, 2 part, single module and single board. The single board, or SBEC is the one I will use and the SBEC II which came out in 1992, it is designed around the updated air bag steering column and uses steering wheel controls rather than a column stalk for the speed control.

Since it has been a while since I posted anything on this, I have been busy with it since last Wednesday. I drove Darth to Newport News and picked up the tow dolly and konvertible. Brought it back, unfortunately Donnie's help, decided to clean things up while he was out after hernia surgery and tossed the perfect trunk lid from the Reliant and the wheels he had kept for me. I have it up on jack stands currently so I could replace the brake lines (both the long ones that run from the block under the master cylinder to the rear) and the rear hoses (4 of them, 2 per side). I cleaned the firewall and drilled the holes for the firewall heat shield and installed it.

I started installing the underside heat shields and found I have to do a little modification as the turbo has an extra shield where the exhaust passes by the gas tank. The piece I have came off the 1989 car which was a late 1989 model and is different from the early and the 1986 turbo car one. I have to add a retaining "stud" (actually a fair size sheet metal screw inserted from inside the car).

They had removed the parking brake cables and I was afraid they had lost the piece where the pedal portion of the cable connects to the long undercar cable that goes to the rear brake cables. I finally found it in the box of odds and ends from the Reliant.

I did a trial fit of the 1992 Shadow condensor with my pusher fans and then mounted the front bumper bar with new built from scratch isolators. The car has a 5 mph bumper with the actual shocks instead of the collapsible stampings. The shocks had a pair of rubber isolators that after 30 + years were pretty well DOA. Everything seemed to fit nicely, I still have to figure out the A/C condensor mounts and the transaxle cooler as it is not in the radiator tank.

[Gary Lewis]

Since it has been a while since I posted anything on this, I have been busy with it since last Wednesday. I drove Darth to Newport News and picked up the tow dolly and konvertible. Brought it back, unfortunately Donnie's help, decided to clean things up while he was out after hernia surgery and tossed the perfect trunk lid from the Reliant and the wheels he had kept for me. I have it up on jack stands currently so I could replace the brake lines (both the long ones that run from the block under the master cylinder to the rear) and the rear hoses (4 of them, 2 per side). I cleaned the firewall and drilled the holes for the firewall heat shield and installed it.

I started installing the underside heat shields and found I have to do a little modification as the turbo has an extra shield where the exhaust passes by the gas tank. The piece I have came off the 1989 car which was a late 1989 model and is different from the early and the 1986 turbo car one. I have to add a retaining "stud" (actually a fair size sheet metal screw inserted from inside the car).

They had removed the parking brake cables and I was afraid they had lost the piece where the pedal portion of the cable connects to the long undercar cable that goes to the rear brake cables. I finally found it in the box of odds and ends from the Reliant.

I did a trial fit of the 1992 Shadow condensor with my pusher fans and then mounted the front bumper bar with new built from scratch isolators. The car has a 5 mph bumper with the actual shocks instead of the collapsible stampings. The shocks had a pair of rubber isolators that after 30 + years were pretty well DOA. Everything seemed to fit nicely, I still have to figure out the A/C condensor mounts and the transaxle cooler as it is not in the radiator tank.

Since Jim hasn't checked in for a while I'll say it - progress is good!

But, it is a shame about the trunk lid and wheels. Do you need those? Can you find replacements?

Looks like you found new isolators for the bumper. And the shocks are cool. I think Jeep is still using them.

The fans seem to fit nicely. But does the computer run them?

[85lebaront2]

Since Jim hasn't checked in for a while I'll say it - progress is good!

But, it is a shame about the trunk lid and wheels. Do you need those? Can you find replacements?

Looks like you found new isolators for the bumper. And the shocks are cool. I think Jeep is still using them.

The fans seem to fit nicely. But does the computer run them?

Trunk lid would be nice, this one has some difficult to remove dings. Wheels, biggest thing he had good tires for them and had already given me them, but they are on GM rims which will not clear the HD front discs on the convertibles. LeRoy, his ace parts puller is going to snag me some more wheels for it. The other 2 wheels with good tires also vanished. These were more for temporary, move it around use, I have some nice 15" mags for it, actually 2 different styles, one I have 4 of the other 6 of. Standard tire size was 195/70-14, optional 205/60-15.

The computer will control low fan, a high pressure switch on the condensor will kick on high speed if needed. Chrysler computers for these engines did not have dual fan speed capability. Low will come on either with engine temperature or A/C compressor on. Primary reason for the pusher system is the intercooler for the turbo, it is probably 6" wide and about twice the radiator thickness so the stock fan only covers the radiator area and isn't adequate for R134a in a hot, humid area. I had to revert the 1985 car to R12 in order to get adequate cooling without burning up the compressor belt.

Some more pictures, heat shields, fuel lines and tank.

[Gary Lewis]

Trunk lid would be nice, this one has some difficult to remove dings. Wheels, biggest thing he had good tires for them and had already given me them, but they are on GM rims which will not clear the HD front discs on the convertibles. LeRoy, his ace parts puller is going to snag me some more wheels for it. The other 2 wheels with good tires also vanished. These were more for temporary, move it around use, I have some nice 15" mags for it, actually 2 different styles, one I have 4 of the other 6 of. Standard tire size was 195/70-14, optional 205/60-15.

The computer will control low fan, a high pressure switch on the condensor will kick on high speed if needed. Chrysler computers for these engines did not have dual fan speed capability. Low will come on either with engine temperature or A/C compressor on. Primary reason for the pusher system is the intercooler for the turbo, it is probably 6" wide and about twice the radiator thickness so the stock fan only covers the radiator area and isn't adequate for R134a in a hot, humid area. I had to revert the 1985 car to R12 in order to get adequate cooling without burning up the compressor belt.

Some more pictures, heat shields, fuel lines and tank.

Sounds like you have it mapped out.

Is that a Saginaw pump?

[85lebaront2]

Sounds like you have it mapped out.

Is that a Saginaw pump?

That is a ZF pump, I wanted to use it for two main reasons, (a) the belt tension is done with a nut on the end of a special stud and (b) it moves the reservoir up and further to the right away from the exhaust manifold.

Saginaw pumps were the most common ones in those years. Surprisingly enough, that pump pre-dates the Daimler-Chrysler years, it was on the 1989 Lebaron 2.5L turbo engine.

[Gary Lewis]

That is a ZF pump, I wanted to use it for two main reasons, (a) the belt tension is done with a nut on the end of a special stud and (b) it moves the reservoir up and further to the right away from the exhaust manifold.

Saginaw pumps were the most common ones in those years. Surprisingly enough, that pump pre-dates the Daimler-Chrysler years, it was on the 1989 Lebaron 2.5L turbo engine.

It kinda resembles a Sag, but I didn't think it was quite the same. That adjustment sounds neat. And extra distance from the exhaust is a big help.

[85lebaront2]

It kinda resembles a Sag, but I didn't think it was quite the same. That adjustment sounds neat. And extra distance from the exhaust is a big help.

Did some more on the front end today along with finally getting the parking brake system finished. The condensor from the 1992 Sundance physically fits in place, the mounts were just way different. The lowers are designed to sit on a pair of pedestals on either end and the coil actually hangs slightly below these. After a careful examination I found the brackets for the end supports are attached with screws. By removing the screws, the brackets can be moved down to the point where the lower face of the bracket is flush with the bottom of the coils. The rubber feet raise it just enough that it sits exactly where the old condensor did, it's just a little wider.