This site is created for those who use force air as a replacement for displacement.

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November 6, 2004

Added a new page to the Navbar, "Tips from Moparmat2000". He has come up with lots of alternative part numbers and ways of doing things on the Turbo Dodges. It will be updated often. Thank you Mat.
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October 24, 2004

Due to turbo lag not getting any better with tuning, I tore the car down to remove the .63 turbine housing and install a .48 machined for the Stage 2 wheel. WOW! Totally different car! Exactly what I expected of this motor. I will try to hit the track this week for results.


Below is a datalog graph from my LM-1 wide band O2 unit that is logging RPM, MAP, TPS, and A/F ratio. (TOP graph is with the .48 housing - BOTTOM graph is with the .63). The red graph line is boost and the measurment tags are just there for me to know what RPM each log is at in the same spot. The first vertical thick red line is a starting point for both, followed by the second think red line to indicate 15 psi being reached. You can just imagime the way the power feels!



Also, here are some interesting pics when I swapped the housings.

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October 9, 2004

The Romulator has turned into a definate must have real time tuning tool. I've been working on the spool and it's gotten better by 7 tenths of a sec in the 1/8 mile, but seem to have gone as far as I could go. I am finally reducing the spool issue down to the .63 housing on the big turbo I've installed while still running the auto trans on the 2.2. I believe if the the head flowed way more than it does there could be a major improvement and using the .63 housing on the 3000 lbs car would not be as bad. I will be having my .48 stock housing machined for the Stage 2 turbine wheel this week and installed at a later time when I do some testing with the Nitrous Oxide System I've aquired for a mere 2 hours worth of work swapping a co-worker's wheels for him. The turbo already had a machined .48 housing on it in the first place and I was told by Mike at Majestic Turbo it would have excellent spool, but was advised by others that there would be way too much backpressure with the Stage 2 wheel in the .48, so before the turbo was installed I bought the .63 housing.
I've always been taught to get the results of something before I make a change and NEVER assume things. I still find myself assuming that the .63 housing is the cause but all other options have been done and leaves this being the last varible. On the other hand, I know what the bigger housing will do first off instead of always wondering if it would help later down the line.
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September 2, 2004

Tuning like CRAZY on this engine! Finally got it spooling to full boost, (16 psi), now by around 4750 RPMs. Still having issues with powerbraking only providing 2 psi of boost. Finally got around to using the coolest tool I have
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August 22, 2004

OK, finally the system is back up from the hardware getting zapped!
New motor is in the Daytona finally. The 50 Trim Stage2 turbo has much more lag than I've ever thought it would. Working with the advance to spool up a little faster before the 5000 RPM mark that it took to spool in the first place. Man does this thing move after it spools! Stay tuned for updates.
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August 8, 2004

I will be updating the website again soon! Recovering from a lightning strike taking out my main hard drive. Feels like I'll never get the system back to the way it was.
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July 25, 2004

Finally got my shortblock together after so long! Click here for pics.
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July 17, 2004

Since I work in a collision repair shop, I see cars that people do some real stupid things to. Stupidity is not necessarily dangerous, but sometimes, we do get in some where the owner is not exactly the most brilliant thinker in the world. "Tell me this", what can you do a new Bobble Head dog and some double sided tape?

"Yo quiero ring your bell" ....



The sticker says it all!
It was a front end collision and they were lucky the air bags didn't deploy and the passenger didn't have to walk into the ER with a bobble head Chihuahua hanging out of his eye socket.
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July 11, 2004

Added a new page, "The Painting". Updated the "Daytona" page with a couple of photos.
Since
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July 7, 2004

A couple new videos on the "Video Page".
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June 28, 2004

Finally bought the rings. Getting closer to finishing the block than I was 2 years ago!
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June 20, 2004

New wastegate came in today. Really nice! Check out the "New Garrett Wastegate" link in the navbar.
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June 18, 2004

INCREDIBLE!
The "heat coatings" page was the only page I didn't have backed-up when the server got hacked and all the websites on it were deleted. After Turbofreak was back up, 2 days went by and I was still disappointed about losing a page. Then, a brain fart occurred! I use to work offline alot and forgot that the "Heat Coatings" page might still remain in the Temp files.
Viola!!!!!
It's back in the Navbar.
Please, enjoy the website!
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June 17, 2004

This picture needs no words. 




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June 16, 2004

This is your motor!

This is your motor with 90% leakdown and running 15 psi with blow-by shooting oil all over the place. Pretty bad when there is oil pooling up on TOP of the crankcase filter.

OK, so it's a good thing it's not your motor!
It doesn't seem to be fixing itself, so I guess I'll experiment before my 3 year motor is done.
TINY TIDBIT:
Hooked up my temp probe to my Fluke meter today and ran it to the wastegate to see how hot things got, before I install the coated parts with the new motor. I've wondered for a while now, how much heat the wastegate had the endure during operation. Seriously thought it would be hotter than it was around that area. Driving down the highway at posted speed, "of course ", it was reading an average of 170 degrees Fahrenheit. WOT showed around 180-190 degrees after a few seconds. When I parked it went up to 270 degrees. Never noticed how well the OEM radiator fans blow, but it would knock down the ambient temperature from 270 to 170 while it was running.

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June 15, 2004

  GOT HACKED!!!!!!
The server got hacked and over 400 websites were lost. There is absolutely NO respect for anyones MANY, MANY nights spent to produce information for the public. Hopefully this site, DFWHorsepower.com, and many others will be back to normal soon. Seems May 22 was the last backup for me. Sorry for the inconvenience!

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May 22, 2004

  Added the "Chris Faulk" page.

Also wanted to update a subject from TheDodgeGarage.com in the Advance Turbo section under "Stuff that's been tried and not worked all that great", which was changed after more R&D on the subject. On April 15, 2004, I quoted a statement from his site saying:
T4 compressor wheel in stock compressor housing- Why bother? Your loosing all the benefits of the T4 wheel by installing it in a restrictive smaller housing.
which has now been updated to say:
T4 compressor wheel in stock compressor housing- The wheel isn't flowing as well as it could in it's native housing but still a marked improvement over the stock or near stock T3 family of wheels. Bill Bakers 2.2 SOHC Shadow generates 340 hp to the wheels with a TO4E wheel in a stock cover turbo.


I really didn't know how big of a difference the T04E 50 trim wheel was in comparison to the stock T03 until I found these pics on a web site (I forgot where) and splicing the two side by side.



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May 21, 2004

  Found out a of couple days ago that the hair on your head makes a nice Plasti-Gauge, (from .0015" or so), if you have a good set of Outside Micrometers and no access to a 1" Snap Gauge for measuring clearance between the wrist pin and conecting rod. No lie, it stays the size of the clearance like Plasti-Gauge. It kinda had me concerned, though hair is readily available for most people, my father is an exception and was pulling out a little more than he needed to.

Sent the exhaust manilfold, .63 turbine housing, and 2.5" swingvalve off to get heat coated with a substance called "Cobalt", a high strength/high heat resistant coating that can hold in heat and insulate the metal up to 2400 degrees F. I'm having them coat all the parts inside and out in hopes to keep much of the high temperature ambient heat from warming up the intake manifold directly above it as bad. Also sent the machined T03 compressor housing to have coated. "Theories get a little expensive sometimes", quoted from the aurthor that is broke because of them.

Got the OK yesterday that I had enough piston to cylinder wall clearance to have my pistons coated, so they will be sent this week as well. Of course this will be different stuff than the Cobalt metioned above.

The oil restrictors for the block seems like a pretty well stocked part for the Chrysler part warehouses. My parts buddy "Shelby", (go figure!), at one of the local Dodge dealerships said there were plenty in stock.

Looks like pretty soon I will be rambling on about the broken automatic transmissions that will be laying around. I am going to try to tune the car for more gradual slope of power for better traction and ease of torque off the transmission. It seems some people think that this is total detuning and is so wrong to do, but if you can't get traction from a dead stop, or reframe from leaving a trail of 413's behind you when you are able to get the car to hook up, detuning might be a REAL good idea all the way around. This does not mean that the top end can't scream.

I will update the "Videos" page when the DSL modem from SBC "FINALLY" gets to me next Thursday after ordering it twice. You'd think if an SBC representative finally has you in their clutches with offering you High Speed DSL service and asks 20 questions after talking you into buying it (which didn't take much talking!) that they would finish the deal without forgetting to transfer you to the real people that give you DSL.

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May 7, 2004

  Added the "PORTED TURBO PARTS" page for an illustration of a FWD Performance ported exhaust manifold when the turbine housing is connected.

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May 2, 2004

  Added a "VIDEOS PAGE" to the navbar, hope you enjoy!

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April 21, 2004

  More bad news!

Before I get ready to rip off the head for the turbo swap, I did a leakdown test on the motor today to see if any components might need work while the car was down.
I kept record of the last leakdown test performed on the motor on September 6, 2003, and the results from previous were:

Leakdown Percentage-9/6/03
Cylinder #1--10%
Cylinder #2--10%
Cylinder #3--17%
Cylinder #4--17%
Not bad for a 9 month old overhaul that has been severely abused.

Leakdown Percentage-Today 4/21/04
Cylinder #1--10%
Cylinder #2--10%
Cylinder #3--35%
!!!!Cylinder #4--80%!!!!
OOPS

All it took to get those results was for my dad to say, (in a kinda redneck Texan slang),
" It ain't gona hurt to run 20 psi on that motor! "



The Good news is that the head seems to be real tight! But you should feel the air comming from the crankcase filter.
Luckily, I have another 2.2 block, J.E. Pistons, T2 rods, ...etc. almost ready to be assembled and slap in with the new turbo. Kinda screws my back to back testing on the turbo having to change the block, but I can live with a that.
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April 20, 2004

  OK!! So the T03 housing machined for large 50 trim wheel is turning out to be a real bad ordeal! Ofcourse, like always, I find myself in a problem that can only be reversed by more money but could have been correct in the first place by the same money combined with the right research. The more I read on the T04E 50 trim, I am understanding why the larger "T04E" compressor housing works with a larger wheel to make a cooler, more efficient turbocharger.

Ordered the .63 Stage 2 turbine housing today to overcome the problem of the .48 housing pinching off the exhaust flow with the Stage2 wheel. For a guy that owns a website called "Turbofreak.com", I definately have not learned enough. This place should be called "Freak.com"!LOL!

The reason for all of this madness is that I needed to get my car back on the road as soon as possible with a reliable more efficient turbo, since my stock T03 Garrett went bad from all the abuse, and I rushed it all!
Since I am in the middle of all this, I will go ahead and install the .63 Stage 2 housing and call it good. I am really into the EFI tuning thing right now, and I already have so much datalogging gathered with the stock T03, I soon will have more with a super large wheel in a small compressor housing, and then upgrade to the T04E housing to show you all the results from my mistakes.

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April 15, 2004

  Received my new turbo from Majestic the 13th. Instead of the T04E 46trim we discussed, they installed a T04E "50trim". Not a terrible mess up at all!!!! Used the stock T03 Garrett compressor for now, due to money reasons with all the other stuff I bought to change while the head was off. There was an article I read on The Dodge Garage that stated:
T4 compressor wheel in stock compressor housing- Why bother? Your loosing all the benefits of the T4 wheel by installing it in a restrictive smaller housing.
I do beleive that makes alot of sense. Mike at Majestic responded to that statment saying: "That is true, BUT most of the time when people machine the T03 compressor housing to fit the larger wheel, they do not touch the diffuser between the backing plate the housing. If the surface of the housing was also machined down, the gap between the housing and the backing plate would be larger, thus releasing more air and increasing velocity from the larger wheel." I think he was talking .030" or so. He did say that the air would be increased with the bigger T04E housing, but so will the lag. I'm guessing the lag he speaks of would be from the air filling the larger housing. My next upgrade will be the larger housing, so I guess this will be a good R&D dyno comparison of compressor wheels for everyone to note. Any suggestions or comments on this subject please feel free to E-mail me.
Also, I received my SS braided oil and water lines from TurbosUnleashed.com Very nicely made!
Waiting to receive my ported exhaust manifold and EGT gauge from Cindy at FWD Performance to finally get the car back on the road again.

Building pages now on the LM-1 wide-band O2 monitor I aquired last month for a decent amount of money from Innovate Motorsports . $480 for the Bocsh LSU 4.2 O2 sensor, an RPM converter, and monitor (all assembled and ready to go out of the box). More to come on this subject.

Due to a back sprain I have some time to add to the website. These meds make me a little "whoozy"!


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April 5, 2004

  Stock T2 Garrett T03 turbo started making noise on the 2nd and started smoking yesterday, (Everything seems to be breaking right before my b-day the 6th). Called Mike Schwarz at "Majestic Turbo" in Irving, Texas to build me yet another turbo, this would be my 4th. I guess I would still have no problems if it wasn't for tuning the car to "20 psi". Everything was fine until then. When I started understanding Compressor Maps recently, I saw exactly why the poor T03 turbo couldn't take anymore abuse. This turbo will not be factory! A T04E 46 Trim wheel in my machined out T03 compressor will be driven by a Stage 2 turbine wheel in my existing .48 A/R housing. Buying a 2.5" swingvalve finally to match the 2.5" exhaust and downpipe I got from FWD Performance last year. Also fixing the wastegate problem with a new one which will take me from 15-30 psi if I like. More to come when installed.


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The Begining

  It is not that I hate the ground shaking sounds of a V-8 when it is built like my father builds them, “tough and fast”, nor do I hate the muscle car look that makes my chin drop (and my foot go down) when I see a 69 Camaro SS convertible pass me on the road, but in fact it is just the mind set people have that a 4 cylinder in no way can beat a V-8. I just like to surprise people a little, I’m an entertainer.

 I am 28 years old and I have never owned a very powerful car like my father’s 68 Cutlass 455. I remember being pinned in the seat when I was 5 years old watching him change the gears on the HURST Dual Gate shifter, I absolutely loved that car till it sat in the drive way, rusted for years, and got sent to the crusher. NOW IT’S MY TURN! Finally, I have the knowledge to build a turbo car the pulls, pulls more, and keeps pulling even after it should be giving out. I studied 3 years strait and built somewhat of a 2.2 turbo bible to study on before I built my first 2.2 performance street car. The 3 years that went by was long, but it has been 2 months or so since the Shelby Z has been back on the road and it is still alive after the hell I’ve put it through.

 The first race I was in was with the ex-owner of the 88 Shelby Z, (my best friend Charles: AKA Boo), and it was one I did not expect to win by a long shot. The race involved his pride and joy 94 Dodge Dakota with a beefed up 318, upgraded fuel injectors, MP computer, and lower differential gears. Man, that truck will pull your head off!

 It was a one-lane race, due to a small Arkansas country road, we started at 45 MPH or so and I proceeded to back off of it in an attempt not rear end him; at 100 MPH he was getting real slow and I was ready to pass him if it twernt fer the car coming in the other lane. By the time it was said and done, I was pretty impressed with what Chrysler had created, but that still doesn’t make me a Mopar Freak.

  Imagine that, the same person writing good things about a Chrysler car always said,
 “I WOULDN’T TAKE A DODGE  IF SOMEONE PUSHED ONE INTO MY DRIVEWAY!”