New to the forum and TD's in general

[pashelby]

Just thought I would introduce myself, and say hello to all. Trying to get a good graps of whats to know about the TD's and get a good idea of how to make some power out of these cars.

Im used to older style turbo straight sixes, and have some pretty fast ones. But with gas now the way it is I couldnt see turning down the fun toy I just bought, not mentioning it was turbo charged.

Just made my day.

Well hoping to get to know my car and everyone better. Glad to be here as this look like a really great site for information.

[pashelby]

Ok Ive spent hours here reading and basically the VNT is not a good car to start with, over boosting and vacumn hell and everything else.

Now since I already have the car, what can I do to change that. Could I just go with another turbo, and ditch the VNT and be happy? Or will I be stuck where Im at wishing I had bought another TD besides the VNT.

Im a bit disgusted now. Im hoping there is an easy solution.

[Turbo Joe]

Welcome to TurboDodge! Nice car by the way! anyhow, Bill Baker would be able to help you out. There are a few others that know this set-up real well.
You can swap out the turbo but as far as the ecu goes not sure if there is anything specific that needs to be done..

[DirectConnection]

The VNT is a GREAT car to start with, don't let anyone tell you otherwise. To top it off, you'rs appears to be in great shape, as well.

The VNT Daytona (T-IV engine) is identical to the '89 Shelby Daytona
(T-II) with the exception of the turbo, basically. Yes, there are a bit more vacuum lines and the VNT is prone to overboosting especially once you start modifying it, but then again, a T-II will do it as well (just not nearly as much)

To convert, is fairly easy. Get a T-II turbo, large can actuator and 2-1/2" swingvalve. Pick up a 1988 and up Turbo I, or T-II exhaust manifold as there is one bolt that is not threaded and is a clearance hole in the manifold that makes it different. Get a g-valve and simply disconnect the vaccum lines at the vnt solenoids, yet leave the electrical connection intact as to not throw any codes when they are un-plugged. Oh yes, you will need new oil/coolant lines for the turbo as well.

The VNT cal will run the normal turbo setup as long as you are controlling boost via g-valve. If you want to get more precise cal-wise because I am told the VNT spark and fuel tables are a bit different than a T-II, then FWDP and a few privateers sell VNT to T-II 2 bar and 3 bar cals. If using a 3-bar cal, just make sure you get the 3-bar map, +40 injectors, etc...

[pashelby]

Thanks and yeah I couldnt turn the car down, as gorgeous as it is for the year and mileage. She does run great. Just as I was reading and thinking of doing minor mods, I started reading as much as I could about the VNT and the first thing I saw was, well if you upgrade the exhaust you are going to have shut down hell lol.

Thats the first thing that turned me off. So if Im understanding you correctly, I would basically need to get myself a complete set up from a T2, manifold turbo and all to swap out.

As much as Id like to have a fairly fast Daytona though that seems to be a bit much, though maybe not.

So Ill put this question forward, with just upgrading the exhuast and leaving the rest pretty much stock, should the car be fairly well?

Also If the turbo does go out eventually is it completely necessary to go with another VNT or is it as you stated before because of the manifold and ecu calibration you are basically stuck with that turbo?

Is this what is basically holding the car to that particular turbo its calibration, ECU and manifold.

Thanks.

[DirectConnection]

T-II turbo from Turbosunleashed is the only part that will cost you as it will be a rebuilt unit. Not the best thing to buy a used t-II turbo online with who knows how many miles are really on it. So, I'd reccomend a rebuilt T-II unless you are strapped for $.

Exhaust manifolds on here or the other 2.2/2.5 turbo forums in their parts for sale sections usually only run you like $25. The 2-1/2" swingvalve can be found for about $60-75 used, and the wastegate actuator... probably much less than that.


I built a longblock for a friend's car that was a '90 VNT Shadow. I ported the head and did a tiny bit of work to the intake. Stock TB, cam, oil pump, pistons, fuel rail, etc.... only non stock parts were a true S60 turbo, a 3" exhaust, +40 injectors with a 3-bar map and fwdp S5 cal. After a bit of fuel pressure tweaking, the car made 271whp at 20psi of boost through the stock intercooler (not the best intercooler to be pushing over 16 psi...but it was it's inital runs) The car made roughly 25whp less on the stock VNT intercooler, so i would advise getting a stock T-II intercooler used, as well which I see going used from $35-75.


If you plan to stay VNT, then I can give you a few tips as I stayed VNT with my cars for quite some time. I have special one-off VNT 2-bar cal that was made specifically for me from someone at DC that I may part with once I get it back from the friend who borrowed it .