Turbo Dodge Forums banner

1 - 20 of 25 Posts

·
Registered
Joined
·
23 Posts
Discussion Starter #1
Since I see so much contradicting bs. What engine, and trans does my 87 csx have? Some say t1, some say t2, some say a combo, some say it has the 520, 523, and 525. If someone could give me a solid answer I will sleep easy. Goals are 300whp without doing engine hardware or trans hardware mods. Thank you.
 

·
Registered
Joined
·
69 Posts
the 87 csx has a Turbo II setup put onto the stock turbo 1 bottom end. maybe thats the confusion. or was that the GLHS?

i trust the wiki.
 

·
Legendary Driver
Joined
·
10,912 Posts
All Shelby Cars were T1 bottom ends (aka lightweight Rods) with T2 top ends except the 89CSX which got a T2 bottom end. 15psi is safe with the right amount of fuel. Anymore and you'll want to look at swapping the bottom end out. You'd have a 520 trans being the car was a T1 setup from the factory to Shelby.
 

·
Super Moderator
Joined
·
11,699 Posts
Im looking for a reliable source. But thank you.
FYI
..saying this with "a smile and a nod"

around here and on T-M you'll find nothing but reliable sources

this can be confirmed by looking at the "join dates" to the left <<<


.. just saying , not meaning to infer anything at all but with reduced internet site usage everywhere this is one of those special places where you find the dedicated few who have been at this for twenty or thirty years ..
 

·
Registered
Joined
·
23 Posts
Discussion Starter #8
Wikipedia isn't real research, even if it was correct when you saw it, how do I know it wasn't changed between you pasting the link and me reading? I just wanted a smart guy to say it in his own words, which someone did. How do we know 15 psi is the limit for the t1 bottom end? Have we blown some up going past that, or is it a really good guess? Thank you.
 

·
Super Moderator
Joined
·
11,699 Posts
well ,
a smart guy's gonna say that before you worry about 15 pounds of boost you'll first need to install new reliable and correctly routed vacuum lines
you'll likely be wise to replace the mopar head gasket if it's been in contact with coolant more than 3-4 years (they rot)
and lastly , probably most importantly your old sloppy transmission needs rebuilt

'cause it REALLY sucks when the front wheels lock up solidly ...you can take my word on that

now , there's a couple of different versions of what is called a TI

there is the old suck through "log" style and the newer blow through design that closely resembles the TII's in the intake manifold design

the bottom ends in these motors differ greatly

replacement parts can also differ , factory pistons and rod bearings were the best offered but aren't available anywhere

early log motors had a cast nodular crank and a heavyweight (early ) rod
G head , "bathtub comp chamber" and a small dish piston - 6 bolt flywheel
and ten mill head bolts

head bolts were upgraded to 11 mill mid 85 / pre 85



second gen log motors got

the new for 86 fast burn "swirl" comp chambers head , a larger dish in the piston
a lighter weight rod
a high volume oil pump
8 bolt flywheel (and crank)

87 TII's
still use the early block
got a steel crank
use the l-w rods , I think
still used the early style slider cams

so the 87 TII crank will fit the early log motors

later blow through TI's got a mitsubishi turbo which needs to be deleted before you do anything

still cast crank l-w rod but good for 250-300 honest HP

later common block TII's use a rod that looks almost identical to the early log motor rods but they have a cap similar to the lightweight rod's caps - that isn't a bad thing

also the TII rods take a floating piston pin where the TI's are pressfitted pins

as for what YOUR TI will take as is right here and now we can't really say

has it got crappy rebuilder pistons in it ?
is it already hurt and we don't know ?

all blow through TI's will have the later style block , the F-B head and an even larger dish in the piston
and should be 2.5's


an '88 motor is a good thing to have if you want to find "you need other parts you don't have"
as most everything related to the crank snout and pulley set up is unique to '88 so they're not a great choice unless it's what you start with and already have ALL the unique 88 stuff
 

·
Registered
Joined
·
23 Posts
Discussion Starter #11
I'm going to see if I can blow it up honestly. Gt28rs, airflow mods, fuel mods, clutch if it needs it, 225 wide track tires, see what it takes, oh and also I want a laggy turbo to avoid tq. Honest blow up as in not blowing it up due to negligence.
 

·
Super Moderator
Joined
·
11,699 Posts
my turbo converted full shelby package turismo conversion ran 12#'s through an early log motor

daily , it would see 7000 rpm more time than it should and would make 20-3- full throttle pulls every stinkin day

rod bearings had a life expectancy of 3-5 months ..6 years , 6 bottom end refurbs
never broke nothin till I went to a l-w rod 86 motor with a stuck wastegate actuator
that lasted a weak and a half .. and beat a late 90's vette running off overboost shutdown (fuel cut)

then , knocking like hell it ran for 3-4 more days just driving it before it simply stopped without so much as a whimper and coasted to the side of the road

so what they will take is exactly proportional to how hard you bet the XXXX outta it
.. not how much power they make
 

·
Registered
Joined
·
23 Posts
Discussion Starter #18
I'm getting the impression I have a t1 short block. Is there a way to identify it for sure?
 

·
Registered
Joined
·
1,830 Posts
I'm getting the impression I have a t1 short block. Is there a way to identify it for sure?
If you've been paying attention, the TII shortblock will have HD rods and steel crank. So if your CSX has a CAST crank and LW rods (as it should), you have a TI bottom end.
Do some of your own research using this forums search engine rather than having everyone else do it for you. You'll probably learn something then.
 
1 - 20 of 25 Posts
Top