I'm certainly willing to give a rust remover a try but I've had really good success with various rust remover products on my 72 Buick. I did the brake drums with a rattle-can por and the front of the frame with brush-on POR-15. I've had mixed results with the various rust removal products I've tried.
Since my last post progress has been slow. My main hangup has been on my engine. I wasn't totally sure what I wanted to do when I started the build and i've been figuring it out along the way. I recently acquired a stock rebuilt 287 head from GLHS60 which is super exciting. I disassembled my turbo to see if it was rebuildable. After getting it all apart I decided a turbo rebuild is above my head, especially without any way to balance the rotating assembly. Currently I'm trying to choose a head gasket. I've been impressed with what I read about cometic's headgaskets, but I'm overwhelmed by the options. I'd like to keep compression at 8.5:1 but without knowing the head gasket bore diameter and the cc volume of my g-head I'm not sure how to reach that number. Some searching hasn't helped me find these numbers. does anyone know these?
I've decided I want to do the PT lifter upgrade on my head, find a new cam (my '87 slider is badly worn and unusable), find a turbo, and then it's assembly time! My main concern on assembly is the vacuum system. On disassembly nearly every single vacuum line fell apart. I still have the remains of all of them but I'm unfamiliar with vacuum systems. I've decided to use the stock electronics for now, at least until I get the car running. I've never heard the car run and I'm anxious to drive it for the first time!
I also got the fourth wheel for my set of Italian 5 lug pizza wheels and I'm now searching for a shop that will refinish and widen the wheels. Has anyone ever widened stock wheels for these cars? I'd like to make them 15x6.5" so that I can at least run stock size for the Shelby Z.
Finally, I started doing a little interior work. The cloth doors were all screwed up from heavy water damage so I've decided to redo them in a dark marine vinyl. I'll post pictures once it's all finished.
No, I have no desire to increase compression. What I want to do is keep my compression ratio close to the stock CR (which I read somewhere was 8.5:1). To do that though, because so much on my engine has changed from factory, I wanted to know the cc of the G-head and the bore diameter of the factory head gasket. The cometic gaskets come in a variety of compressed widths and I want to buy the size that will give me the closest to stock CR as possible that way I don't have to use a head shim.
I wasn't able to find this information easily on the forums so I thought I would ask here in case somebody knew.
remember too that the pistons changed along with the combustion chambers
that larger G head chamber went along with a smaller dish in the piston
the smaller swirl head chamber matched up to larger dish in the piston
the later 2.2 and 2.5 used an even larger dish in the piston again
it's this last item that I feel makes tuning a G head on a 2.5 difficult
and if the 2.5 starts at 7.8 -1 then putting the G head on will only lower it again somewhat
- though I think the tuning issue might be a flame propagation issue due to the chambers and pistons not matching properly
I've run both small dish and medium large dish under a G head with no notable difference.. but never the really large dish
those really large dished pistons look like they could lack much ot the strength the small dish piston might have beyond them .. when considering the piston area above the top rings , and how much the dish is cut to almost the inner diameter of the rings
Didn't see this thread till now. Too bad, I would of suggested going with a 2.5 bottom end on that thing. One of the best upgrades to my 87 ShelbyZ I ever did. Much easier to drive. Still just as fast. Loves air flow mods. Out-revved the 2.2 it replaced at the track.
What's up Fellas!
So ive decided to jump back into TDs. I want to make some quality youtube content and really show the world what we are all about.
Now introducing... My new 1985 Omni GLHT! Gold dust with a red interior swap. Mostly stock. 109k miles. Little rust. Shitty paint. And a lot of...
I decided to create a magazine about my car.
And so, I bought it back in 2007, the car of 1989 onwards, was not on the move without an engine, but the condition of the body was at its best, despite many minor scrapes.
After that, it was decided to update the body, etc.
In 2012, I...
Me and my dad are working on my 86 Plymouth and I am so looking forward to seeing it restored as a fake GLH. Been waiting 3 years for this but almost there.
During Christmas break he and I managed to get one of the steering hubs off, he installed steering hubs from an 89 Dodge Aries but turns...
Here are some pictures of the transformation of my base model ‘86 Omni to the green monster it is today. It has been an amazingly long road (over 8 years in total), but it’s finally (pretty much) finished and ready for the shows!! Thanks to many of you for your help along the way!!! Ps. I have...
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