Found a supercharger at the yard today

[acclaim200hp]

Quote:

Originally Posted by lookin There ya go. Try to take their advice though. They do know what they are talking about.

i honestly do but every time i post, they end up this way oh well i guess

[jmitch]

the relay pack on my a604 in my 93 daytona now is from a 2000 3.8 minivan.
works great although i'm fixing to do the 5 speed swap.
as far as a engine swap goes imho i would look for a 3.8.
might as well get all the cubes you can to start with.

[lookin]

Quote:

Originally Posted by jmitch the relay pack on my a604 in my 93 daytona now is from a 2000 3.8 minivan. works great although i'm fixing to do the 5 speed swap. as far as a engine swap goes imho i would look for a 3.8. might as well get all the cubes you can to start with.

No problems with that? Interesting. Thanks for sharing that.

My neighbor just got a really nice 2nd gen caravan with a 3.8 motor. I was surprised by how much torque it has. So it got me wondering how reliable those 3.8s are. I think I recall that they have some real drawbacks, as far as valves lifters cams go, push-rods instead of hydraulic lifters and such. I can't remember. Maybe I am not recalling correctly. Anybody know?

I can see right off that changing the plugs in back is going to be a bear on those 3.8s. I think I like the ignition system they have. But I am not sure because I have no experience with them. I am not so sure I like the placement of the fuel rails either.

[lookin]

Quote:

Originally Posted by acclaim200hp i honestly do but every time i post, they end up this way oh well i guess

I don't know why some of these guys are so judgemental. Unresolved issues of sexuality, insecurity, poor parenting? Who knows? There is always a percentage of people, in every group, who will be like that. If you get a chance watch some documentaries about chimpanzees. They have a very similar "social order". I think some folks have stronger ties to their ancestors. Myself I don't have any such ancestry.

[Avenger]

My 3.8 in my 98 van has lasted just shy of 200,000 miles with only a bad water pump. And it only uses 1/2 quart of oil in 3,000 miles, which is way better than you'd expect from a car of this mileage.

BTW, I recall who posted it, but there was a thread years ago about exactly how to swap in a 3.3/3.8 into a Daytona. The only real issue was a little bit of rewiring as I recall, and it wasn't much at that. Mechanically, I think it's a drop-in.

[lookin]

Quote:

Originally Posted by Avenger My 3.8 in my 98 van has lasted just shy of 200,000 miles with only a bad water pump. And it only uses 1/2 quart of oil in 3,000 miles, which is way better than you'd expect from a car of this mileage. BTW, I recall who posted it, but there was a thread years ago about exactly how to swap in a 3.3/3.8 into a Daytona. The only real issue was a little bit of rewiring as I recall, and it wasn't much at that. Mechanically, I think it's a drop-in.

Thanks for that.

So it's held up really well then. That is good to know.

I don't think the bell housing is the same as the 3.0's though, and so a 5 speed swap is out of the question.

[ecs]

Quote:

Originally Posted by lookin No problems with that? Interesting. Thanks for sharing that. My neighbor just got a really nice 2nd gen caravan with a 3.8 motor. I was surprised by how much torque it has. So it got me wondering how reliable those 3.8s are. I think I recall that they have some real drawbacks, as far as valves lifters cams go, push-rods instead of hydraulic lifters and such. I can't remember. Maybe I am not recalling correctly. Anybody know? I can see right off that changing the plugs in back is going to be a bear on those 3.8s. I think I like the ignition system they have. But I am not sure because I have no experience with them. I am not so sure I like the placement of the fuel rails either.

The 3.3/3.8 is OHV meaning that it has a cam which pushes the lifters, which in turn pushes the pushrod, pushing on the rocker, pushing on the spring, and opening the valve.

Fuel rails are placed pretty much just like the 3.0's, the only thing is that IIRC on the later models they didn't have a return line. Instead they were regulated at the pump.

The plugs are nothing on an AC/AY body car such as the dynasty. On the minivans it is hell. The ignition system is a DIS. No distributor.

The only published issue with the 3.3/3.8 was with the rocker pedestal. That was fixed way back in the early 90's and there was only a few reported issues. Another issue that was brought to light by someone (non-chrysler engineer) was the thin cylinder walls of the 3.8.

The bellhousing of the 3.3/3.8 are totally different than the 3.0.

Quote:

Originally Posted by lookin I don't know why some of these guys are so judgemental. Unresolved issues of sexuality, insecurity, poor parenting? Who knows? There is always a percentage of people, in every group, who will be like that. If you get a chance watch some documentaries about chimpanzees. They have a very similar "social order". I think some folks have stronger ties to their ancestors. Myself I don't have any such ancestry.

I can't speak for the others, but i'm only so judgmental of this post because he has been on allpar asking some of the same questions. Also, if he is planning on a 3.0 s/c project... why take a step backwards and plan on a 3.3 project too? We've had people try to talk him out of it but it just isn't working.

[Shadow24V]

if you want to go larger displacement, a mitsu 3.5 will bolt up to any tranny that teh 3.0 did.

just my .02 today

[acclaim200hp]

Quote:

Originally Posted by ecs The 3.3/3.8 is OHV meaning that it has a cam which pushes the lifters, which in turn pushes the pushrod, pushing on the rocker, pushing on the spring, and opening the valve. Fuel rails are placed pretty much just like the 3.0's, the only thing is that IIRC on the later models they didn't have a return line. Instead they were regulated at the pump. The plugs are nothing on an AC/AY body car such as the dynasty. On the minivans it is hell. The ignition system is a DIS. No distributor. The only published issue with the 3.3/3.8 was with the rocker pedestal. That was fixed way back in the early 90's and there was only a few reported issues. Another issue that was brought to light by someone (non-chrysler engineer) was the thin cylinder walls of the 3.8. The bellhousing of the 3.3/3.8 are totally different than the 3.0. I can't speak for the others, but i'm only so judgmental of this post because he has been on allpar asking some of the same questions. Also, if he is planning on a 3.0 s/c project... why take a step backwards and plan on a 3.3 project too? We've had people try to talk him out of it but it just isn't working.

i havent asked a question in a while on allpar btw also why should anyone talk me out of it thats up for me to decide . i will build what i choose to all i asked for was suggestions and opinions but lets all dwell on the past

[roguetrip]

BAH, enough whining, on with the project, don't let these people get you down. I hardly ever have enough money/skills/time to do what i want to my rides.

If i wasn't liking the 3.0's so much and had money/skills, i'd likely be tearing up the tona and trying my hand at fabbing in a 4.0 H.O Jeep engine with dual 9B Turbo's, that would haul ass!

I'm sure i'm gonna hear its too big for the tona, well, we just wedge it in there then!

Good luck with the SC install, i'd just save the money and get aftermarket computer installed, not like there aren't any available, hint (supra 2JZ, mitsu 6G72 TT, and probably even Contur's SVT 3.0)

the 12v 3.0 engine's hold back is really the owners having the turbo dodge motive of CHEAP CHEAP CHEAP! Example: TimK , atleast he acknowledges it!

/rant

[lookin]

Quote:

Originally Posted by ecs Fuel rails are placed pretty much just like the 3.0's, .....

The one I looked at the other day, had fuel rails on the outside of the runners, right over the 'hot' valve covers. heck I don't know. Maybe that is a good thing. My intuition says unh unh though.

Quote:

Originally Posted by ecs Another issue that was brought to light by someone (non-chrysler engineer) was the thin cylinder walls of the 3.8. The bellhousing of the 3.3/3.8 are totally different than the 3.0.

So increasing displacement and swapping ATXs are out I guess.

Quote:

Originally Posted by ecs I can't speak for the others, but i'm only so judgmental of this post because he has been on allpar asking some of the same questions. Also, if he is planning on a 3.0 s/c project... why take a step backwards and plan on a 3.3 project too? We've had people try to talk him out of it but it just isn't working.

Yes I understand. Give him time though. We are all different, and only he really knows why he is doing things the way he does.

Thank you for the info. I do appreciate it.

[lookin]

Quote:

Originally Posted by Shadow24V if you want to go larger displacement, a mitsu 3.5 will bolt up to any tranny that teh 3.0 did. just my .02 today

Thanks for the info. I like Mitsubishi.

[lookin]

Quote:

Originally Posted by roguetrip ... hint .... mitsu 6G72 TT ...

Sorry for being so ignorant, but what holds people back from using that, in place of a cal for our Chrysler app 6g72s? I know there are differences, but are they that great?

[roguetrip]

Quote:

Originally Posted by lookin Sorry for being so ignorant, but what holds people back from using that, in place of a cal for our Chrysler app 6g72s? I know there are differences, but are they that great?

This is for the aftermarket computer, and we could use it, only question is if it would work with our optical distributor instead of DIS (possibly our optical might be able to act as a CAS, then you'd have to either figure if you want to stay MAF or stay MAP, i've read MAP is better for FI, with 3bar sensors) or even better, we could go DIS with COP design for even better spark! Then you can even build your own fuel map tables for N/A or FI.

Cals would only save time of installing a new system, say a Cal will be 250$ for a N/A, then you change your mind and go the FI route you'd have to pay another 250$ for a FI cal which could be stage 3 or whatever it will be called, When doing cals all they do is take the stock EEPROM and rewrite the data in certain tables of info, hince rev limiter, govener, fuel tables will be the most common ones. Other things between a aftermarket is also the MAP, we have a 1bar MAP sensor, new system possibly could work with 3bar MAP sensors, and better control of a DIS system if choosen to be installed.


I'm just hinting at other options for these 12valve's, just need more money thrown at them unfortunatly for them to get any support. You see honda's have huge aftermarket due to the amount of money the kids though at them.

Edit: don't forget the ability to use 4wire 02 sensors, or Knock sensors which can be important for tuning and safety, which also might be usable in a aftermarket system.

[jmitch]

allpar? lol i gave up over there! mention a 3.0 and they are clueless!
all i heard over there is to sell my 3.0 daytona and get a 2.2 turbo.
there is way more usefull information in one post here than all of allpar for the 3.0. almost as bad as the dodge forum!