DODGE DAYTONA SHELBY Turbo II
Intercooled 2.2L Four-Cyllinder FWD Performance Car
I am the owner of
a 1989 Dodge Daytona Shelby, a turbocharged car that is loads of fun to drive,
classic 80's speed looks, and lots of performance upgrade potential.
I am the third owner of this car, and it was in stock configuration when
I bought it. The Shelby "CS" logo badge on the front bumper was probably added
at the dealer or by the first owner, but normally the logo badge is reserved
for numbered (or "true") Shelby Dodge cars only.
The Dodge Daytona is built on the G-body platform between the years of 1984
up until 1993. Numerous changes were made to both drivetrain, interior, and
exterior trim over those years. The first turbocharged Daytonas (and their
sister cars the Chrysler Lasers) were sold as 1984 models, with mechanically
controled turbochargers.
In 1987, a computer-controled,
intercooled turbocharged engine was offered in a trim called Daytona Shelby
Z, with 174hp. This factory spec engine was the result of the nearly-identical
174hp engines Carroll Shelby was building in his Shelby Charger GLHS, Omni
GLHS, Shelby Lancer, and CSX-T limited number cars. This engine was designated
"Turbo II", and is arguably the most versatile offering in Chrysler turbocharged
vehicles. Turbo II powerplants are also found in some Chrysler Lebarons and
Lancer Shelbys (factory spec, NOT Shelby Lancers).
In 1989
there were minor changes made to the intake manifold and fuel rail, but essentially
the engine was the same. '87-89 cars also could be had with the strong GETRAG
5-speed manual gearbox, the same transmission built for the
Shelby numbered cars. Some of the Daytona Shelby Z's and Shelbys came with
non-intercooled (or "Turbo I") powerplants, coupled with automatic 3-speed
transmissions.
1989 also saw a revision in the exterior, eliminating some of the harsh
edges in the '87 and '88 style, as well as larger 16" "Pumper" style
wheels (which featured the Competition Series "CS" logo).
More on my car
I drove this car in its stock form for a few months, loving every bit of
it, until the oil gauge fell to zero. I took it to a Dodge dealer, not knowing
enough about cars to know better. Nearly $1200 later I left with a car
that still had a failing oil gauge. The service department had gone
through a complete bottom end rebuild, yet this did not correct the problem.
Later on I would learn that for $1200 I could have rebuilt the entire longblock
and had a fresh valvetrain in the head as a result. Oh well. After
the crank bearing spun out and Dodge fixed it to cover their service warrantee,
it blew a headgasket, not covered by the service warrantee, and it sat in
front of my house for almost a year.
After a backyard mechanic took it apart to fix it, he become too busy and
dumped it back on me, the tranny and engine pretty much in a box in the hatchback.
After that, I found a local shop with a guy who had worked on a few of these
cars with good results. He did lots of custom work beyond the rebuild,
and I saw it piece by piece. He took forever but his work looked good.
It's pretty much the same as when it rolled out of his shop, so here are
the specs:
I am the owner of
a 1989 Dodge Daytona Shelby, a turbocharged car that is loads of fun to drive,
classic 80's speed looks, and lots of performance upgrade potential.