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New guy here and looking for some help and advice.....I have taken on some else project. Can a 2.5 with a A555 manual be put into a 1985 L body Shelby Charger? What if any problems will we find with this swap. It looks like a tight fit and would like to know about such a swap before we get started.
 

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The 2.2 and 2.5 is a standard engine for any L-body car. The A520 and A555 tranny is a bolt in as well however you will need to get conversion brackets to keep the original rod shifter setup that came in the L-body:

A525 A555 Conversion Brackets

Also note that the axle of the original A525 5 speed in the l-body is smaller than the A555 so you have to change the axle to the 88+ automatic transmission axle for the L-body to fit the larger spline size of the A520/A555.

Otherwise, everything else is pretty much a bolt on factory application since the l-body Charger came in a turbo variety from the factory. The standard T1 from any l-body T1 turbo Dodge from 85-87 will drop right in. You can also upgrade to an intercooled setup by choosing an 87-88 T2 engine but you will need the GLHS radiator and intercooler setup. Its all factory stuff. You can go custom with a larger radiator and a FMIC if you wish as well.

Beyond this, the rest is just getting the right electronics for the engine chosen. The turbo cars use a seperate logic module and a power module. The logic module is specific to the year and engine of the car.
 

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Agree with Harry, a 2.5 produces a fair amount of torque.
A 555 is geared for the heavy Daytona, in a L body you would row through the gears pretty quick, not an ideal setup.

I am currently in the same boat, I have a rebuilt 2.5 ready to stuff into a GLH, but I only have a 555 trans to use.
I'm holding off till I can find a 520.
 

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Agree with Harry, a 2.5 produces a fair amount of torque.
A 555 is geared for the heavy Daytona, in a L body you would row through the gears pretty quick, not an ideal setup.

I am currently in the same boat, I have a rebuilt 2.5 ready to stuff into a GLH, but I only have a 555 trans to use.
I'm holding off till I can find a 520.
Keith,

Check Ray's Auto Sales in Berrien Springs, MI. He had an entire row of them last summer. A-520's & A-523's. Reasonable prices too... Ray's Auto Sales - Home

I probably shouldn't say anything. He's my go-to source for transaxles....:smile2:



But to tack on to what was said above, the 3.85 FD in the 555 is going to be too much(unless you are building a strictly drag racer with big slicks). I'm also getting ready to put a 2.5 in my Scamp. I'm using a 3.50 FD A-520 in mine with an OBX LSD to try and get traction...
 

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It's still a great swap, highway RPM is higher than perfect but that's life.

More low RPM torque than needed so starting off in 2nd gear is fine.

Even the electronics will work with minimal modification but a 1986 LM (computer) is preferred as the 1985 LM is unique to the 1985 distributor.

You can just bypass the AIS to eliminate some wiring.

Fit wise there is no problem as the Engines are the same physical size.

As mentioned 1988-1990 Omni AUTOMATIC axles are needed due to splines.

Bobble strut bracket on the crossmember bracket is off a bit but no big problem.

Shift linkage needs the kit listed above(preferred) or the shifter and cables from a 1987-1989 FWD.

The 2.5 is assumed to be 1989 or newer and will have reverse rotation water pump so it must be complete with timing belt, acc. belts etc. but the actual Engine mounts must be from the Charger.

A few more minor items but well worth the work!!

Thanks
Randy
 

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Discussion Starter #8
Thanks for the info.....I have one more question for now. The 2.5 I am using is out of 1990 Daytona Turbo. Is there anything else I should be aware of or possible problems.

Thanks to all your help

Glenn
 

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Well as previously mentioned, you will want to use all the accessory drive pulleys from the 90 engine. Since it's a 2.5 you will need a custom calibration since the LM/PM setup you have would typically be for a 2.2 engine. All the other notes that have been shared will still apply, the 2.2 and 2.5 blocks are pretty much the same, even the bore is identical, it's the piston and cranks that are vastly different and not interchangeable. I don't think anyone has brought up the differences in oil pans, and there are quite a few depending on the year, displacement and application...but just to be brief, they will all fit in an L-body and as long as you have the correct pick-up matched to the correct pan, you will be fine.
 

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Another thing to watch out for, depending on the parts you plan to use, is the flywheel.

Your 85 will have a 6 bolt crank flange, the 2.5 will be 8 bolt. So you will need a new flywheel to mate the trans up. You will also need a set of flywheel to crank bolts. The 6 bolt cranks had a different thread than the 8 bolts. Also, you will want a clutch for an 87-90 turbo car. In 91 they change the input spline to a larger size.

I hate to keep adding to your list, but these are things you need to watch out for...
 

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Discussion Starter #12
No problem, all of the ideas that you come up are greatly appreciated. If you think of more, please post.

Glenn
 

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Discussion Starter #13
Got the 2.5 in with the A555, tight fit...........The guy who I got this project from tells he put in a FWD, GLHS computer in and every thing seams to be fine, but...............the car won't idle when cold but once it warms up, all seems fine and no problems........any ideas.

Thanks Glenn
 

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2.5 and 2.2 use different computer calibrations. Spark and fuel curves are different. There is a Boost Button cal that can be run on 1987 electronics. You would have to move a few wires between the red and blue connectors to convert to an 87 logic module and add an external MAP sensor.
You will need a socketed 87 LM with the proper cal as well.
You can download the cal file here: https://drive.google.com/drive/folders/0BwcPBhg2fwrIUndXcm9SNlJSUXM
 

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Got the 2.5 in with the A555, tight fit...........The guy who I got this project from tells he put in a FWD, GLHS computer in and every thing seams to be fine, but...............the car won't idle when cold but once it warms up, all seems fine and no problems........any ideas.

Thanks Glenn
Depending on how the computer is configured, it may not be compatible with the later 2.5 IAC motor. Also, the tune for a 2.5 is quite a bit different than a 2.2. The 2.5 needs more fuel. If that computer is tuned for a 2.2, you'll fry pistons in short order when you hit boost...
 

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Just to re-cap....

The GLHS module is compatible with the T2 style AIS, but in a Charger or Omni that came with a T1, you will need to add the two additional wires needed for the 4 wire AIS control. This technique is documented in the Ti to TII posts that are available almost everywhere if you use Google search.

For example:
DDG- Conversion page from 85-87 Turbo I to Turbo II

You need to confirm that the car does have a GLHS logic module in it as well. The Part numbers are going to be:

4419957 86/87 Shelby GLHS Chrysler part number
CS1017 86/87 Shelby GLHS
P5249670 MP 86/87 Shelby GLHS Stage II old=P5249054 #OC=P4532417

The last three digits of the calibration are typically written in permanent marker on the red connector of the logic module.

If you do have a GLHS logic module, that is both good and bad news. The good news is it has the necessary control circuits for the T2 electronics, and as mentioned above it has the wrong calibration for a 2.5. You would need to get a calibration for a 2.5 that was intercooler equipped. Our buddy 'Boost Button' (.com) could help you out with that I believe. The logic module has a single chip that holds the calibration and if you have or put a socket under it, then you can change the calibration by merely inserting a new chip with a different calibration on it.

Upgrading to the full 87 electronics as also mentioned is an option, but then you will need a 87 logic module from a T2 car, you will need to add the same two wires for the AIS and you will have to move a few pins also as previously mentioned. And then wire in an external MAP sensor. And there really is not going to be any real benefit to going to the 87 electronics, the 86 GLHS logic module will give you pretty much everything that you need.

Either way, the 2.5 will require a different calibration and once you get all the wiring where it needs to be, then you will need that custom calibration to bring it all together.
 

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Here is that list of logic modules and part numbers. Might be handy for you to identify what you've actually got.

P4529868 1984 2.2 turbo 1 "note:there are 2 computers listed for 84"
P4529869 1985 2.2 turbo 1
P4529871 1986 2.2 turbo 1 and 1987 Shelby Charger
P4529873 1987 2.2 turbo 1except Shelby Charger
P5249116 1988 2.2 turbo 1 w/manual trans
P5249117 1988 2.2 turbo 1 w/automatic
P5249118 1988 2.2 turbo II
P5249017 1989 2.5 turbo 1 w/automatic trans
P5249018 1989 2.5 turbo 1 w/manual trans
P5249019 1989 2.2 turbo II
P4529998 1990-91 2.5 turbo 1 w/manual trans
P4529999 1990-91 2.5 turbo 1 w/automatic trans
P5249052 1984 turbo 1 "note:there are 2 1984 turbo comp listed in book"
P5249053 1985-86 turbo (all)
P5249054 1986-87 Shelby Glhs stage II(C.A.R.B.E.O. #D-265)
P5249055 1987 Shelby CSX,stage II (C.A.R.B.E.O. #D-265)
P5249495 2.2 turbo super 60 computer (some wiring mods needed)

4419957 86/87 Shelby GLHS Chrysler part number
4467414 87 Shelby Lancer Automatic Transmission
4467415 87 CSX, Shelby Lancer Chrysler part number
4557597 90 T1 2.5 auto trans Daytona May fit others
5226263 86 2.2 Turbo I auto trans (Daytona)
5226795 85 2.2 Turbo I
5227243 85 Shelby Charger T1
5227337 87 Shelby Charger T1 86 style electronics
5227369 86 2.2 Turbo I manual trans (GLH turbo)
5227535 86 2.2 Turbo I
5227864 87 Turbo I auto trans (LeBaron)
5233077 1987 turbo II Daytona shelby Z later replacement
5233171 1987 turbo II Daytona shelby Z
5233253 86 600/Lebaron K T1 auto trans
5233366 87 Turbo I auto trans
5233540 87 Turbo I
5233542 87 Turbo I man trans (Shadow)
5234655 89 L body auto trans SMEC TBI
5234928 89 L body 5spd SMEC TBI
5235069 89 T2 G&H body SMEC May fit others
53008921 91Dakota 2.5/5spd SBEC TBI
CS1017 86/87 Shelby GLHS
CS1079 87 CSX, Shelby Lancer
P4529868 MP 84 2.2 Turbo 1 old=P4349139 #OC=P4532324
P4529869 MP 85 2.2 Turbo I old=P4349743 #OC=P4532325
P4529870 MP 85 2.2 Turbo I w/MP IC old=P4452119 #OC=P4452118
P4529871 MP 86 2.2 Turbo I old=P4349818 #OC=P4532327
P4529872 MP 86 2.2 Turbo I w/MP IC old=P4452121 #OC=P4452120
P4529873 MP 87 2.2 Turbo I old=P4452743 #OC=P4452981
P4529998 MP 90/91 T1 2.5 auto trans Mopar PN
P4529999 MP 90/91 T1 2.5 5spd Mopar PN
P5249017 MP 89 T1 2.5 auto Mopar PN
P5249018 MP 89 T1 2.5 5spd Mopar PN
P5249019 MP 89 T2 (not S60) Mopar PN
P5249116 MP 88 T1 5spd Mopar PN
P5249117 MP 88 T1 auto Mopar PN
P5249118 MP 88 T2(not S60) Mopar PN
P5249670 MP 86/87 Shelby GLHS Stage II old=P5249054 #OC=P4532417
P5249671 MP 87 CSX/Turbo II stage II can be used with 87 TII daytona, old=5249055
 

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I've never had any 2.2/2.5 computer swapping issues but many have.

If you're not computer savy I find +20 injectors can even out the fuel issue.

2.2 T-1 used 27 lb injectors

2.2 T-II used 33 lb injectors

As the injectors are larger the pulse width is shorter.

2.5 T-I also used 33 lb injectors so the pulse width is larger.

When running a 2.5 on a T-II cal the pulse width is too narrow.

+ 20 injectors can compensate for the difference.

Base timing is 12deg so starting at 10 gives a safety window while sorting things out.

If you're not comfortable with wiring the base idle speed can be set with the hidden screw to say 1,000 RPM.

No cold idle provision like you are experiencing but no high idle speed issues either.

I always use manual boost control, a direct line from the wastegate to a vav/boost source will give a steady approx 7 psi.

I'm not recommending anything only sharing my experiences for a starting point.

Thanks
Randy
 

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"You would need to get a calibration for a 2.5 that was intercooler equipped."

The Chrysler 2.5 turbo was never factory equipped with an intercooler in the US. All US sold Chrysler Corp 2.5 turbo vehicles were non intercooled Turbo I.

"Our buddy 'Boost Button' (.com) could help you out with that I believe."

Boost Button is no longer in business. You will have to burn your own cal or find someone who can. Rob was nice enough to leave the data and software available online for FREE to anyone who wishes to use it.

"And there really is not going to be any real benefit to going to the 87 electronics, the 86 GLHS logic module will give you pretty much everything that you need."

The benefit to converting to 1987 electronics is that you can run the custom 1987 2.5 TII cal available for download at the Google drive link I posted earlier.

You will find a very comrehensive list of 2.2 and 2.5 computers here: http://www.turbo-mopar.com/forums/knowledge/pictures/ecu/ecu_listing.pdf

You will also find more information at Turbo-Mopar.com and on the SDAC Facebook page.
 
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