Need pictures, location, etc.
Setup an auction if you don't want to list a price.

 

I've been pleased to see TD prices on the rise. As I mentioned in another thread, I saw on Mecum a beautiful 86glhs go for $20k and a very nice 85 SC with the INCORRECT FASCIA go for $7500+. But these both were in beautiful shape even if the intricates were wrong.

If you are rocking the 80s dodge shabby paint and worn interior, you would be lucky to be in the $1k-$2k range. I paid $1450 for an 84k mile 85 GLHT (shabby) with a collection of spare parts. This was 1.5 year ago.

Good luck!
~Mark

 

*also the only GLHS's were only 86 and 87 and were simply the Garrett t03 as found in the t1 and t2 cars of the era. The only factory special turbos of the period would have been the Super60s.

Any chance u have a Super60?

 

So my charger was givin to Dick Landy and he did all the mopar performance things on it and put on the 86 glhs turbo on it because i’m guessing it was bigger but what really throws me off about this car is that it’s a black painted car with a black decal so would that add any value?

 

Prior to the S-60, MP had a plus turbo that was very close to the S-60. It had a Turbonetics .63 exhaust housing and TO3 60 trim compressor wheel. It was offered in both slip on (TII) and bolt on (T1) compressor housings. The exhaust side was exactly like the s-60, the compressor side had a slightly lower flowing wheel (hence the Super 60 nomenclature).

 

I have a question. Is the plastic fuel filter actually feeding the engine fuel? If so, that is a fire waiting to happen. WOW is all I can say! Extremely dangerous and should be removed ASAP.
What are you talking about with the black decal?

 

I have a question. Is the plastic fuel filter actually feeding the engine fuel? If so, that is a fire waiting to happen. WOW is all I can say! Extremely dangerous and should be removed ASAP.
What are you talking about with the black decal?

It has the FPR plumbed so doubt that has anything to do with fuel. Looks more like an air line off the turbo so maybe used as an air filter.

If it is fuel, it looks like its hooked to the larger fuel return line so maybe filtering return fuel?

 

I like the ol' time-ie 90's L body hot rod vibe going on there..

interesting set up .. a simple twist of both necks going to the intercooler and it wouldn't be to difficult to add an air to water I-C where the a/c compressor belongs

I see time and money spent so worth is whatever has gone into it
however that's usually different from what you can get from it

things to consider ..
the above,
how soon you want to part with it vs how much you NEED for it..
and presentation ..

cleaning it won't make it worth more but will make it easier to get something , sooner .. (?)
maybe..

as an observation , the impression is .. oh cool an old shelby.. been a while by the look of it..
vs.. washed..
oh .. shit .. look at that .. hummmmm..

 

Am I the only person who loves the fact that these cars fly under the radar and aren't like the clapped-out 5.0 Mustang fox bodies that are selling for like 20k?!?!?!

 

I have no clue how I didn't see the photos before! I enjoy the windshield mounted interior. The whole build completely vibes pioneering experimentation! My first car was a black/silver 87 but with my worse paint.

Who can spell out the story of that intake. 1-piece with the TB relocated? And cut the old TB 90 off and cap it? First time I've seen that. Is this some old school happenings?

The "not so super" 60 trim turbos is fascinating. When is the last time one crossed the boards?

~Mark

 

Decades ago, the first GLH-T I intercooled was done similar.

From my very old memory:

I kept the draw through Turbo intact without any clocking.

An elbow off the original Turbo intake to an original air filter box.

A 90 off the Turbo discharge with a pipe forward to the IC

I had a blow through intake so connecting it was easy.

I should have taken some pics!!

It almost looked stock.

Thanks
Randy

Who can spell out the story of that intake. 1-piece with the TB relocated? And cut the old TB 90 off and cap it? First time I've seen that. Is this some old school happenings?~Mark

 

The price depends on a lot of factors and whether the buyer has deep pockets. Most people do not know how rare these cars are! I would venture a guess at around $5,000 for a good runner, but it might be hard to sell at that price.
Another scary thing is to have an intercooler between the throttle body and the intake manifold. If a leak develops the motor will go to wide open rpm and the throttle plate will not be able to stop the runaway RPMs!

 

Can you please explain this to me, I was driving this home after I bought it and I had to pop the clutch in to get it to slow down to get it off the freeway

 

True S-60 had a .63 exhaust housing that had a Turbonetics logo cast into them. This is larger than the .48 stock housings. It is easy to see a the difference from .63 housing from a .48 housing by the width of the pad at the top. Compare first pic to next to last. On the compressor side, housing was polished. They had part # 4532380 stamped into backing plate. Later Turbonetics s-60 turbos (not MP s-60) had a different style of compressor housing. There are other
internal differences.

.

 

is there any other way to confirm it other then looking at the turbo?

 

the dash .. it it really two tone light / dark grey or is that just the light /picture?

if light and dark it's unique tome as I haven't seen that before..'cept the early cars with the three tone interiors

 

Aside from the obvious fuel line criticism, its a pretty cool Engine!

I wonder what other surprises it may hold throughout?

Prepare for lots of criticism when advertising/selling.

Many guys know these cars inside and out.

This one doesn't follow the beaten path.

Thanks
Randy

 

i have a 1985 dodge charger shelby and the car has 72’000 on the odometer but only 2,000 on the motor it has a 2.2 turbo built by dick landy and it has a race ecu a 88 glhs turbo a big ol intercooler and upgraded injectors i just did the oil change and a fresh cat the body and car is in pretty decent condition the only thing bad about the body is that there’s a decent size dent in the right fender that’s about it. also i just put new front rotors pads and struts in the front so it stops on a dime. i was just wondering if i sell the car what would it be worth. these are the only pics i currently have right now View attachment 278749 View attachment 278748 View attachment 278747 View attachment 278746 View attachment 278816 View attachment 278815

Hey can you reach out to me man, my name is Cade, I’m 20 and I currently own this car lol wondering if u could give me a little bit of info on it, I can send pictures and videos of it so you know I own it lol. I also have title in hand aswell. Thank you 916-308-3848

 

Can u reach out to me, I currently own this car and have some questions about it, my name is Cade, I’m 20, my number is 916-308-3848

 

Cade, the issue is the type of turbo set-up used in the early cars.
In the beginning, no one knew much about using a turbo, so they just bolted on a turbocharger, but they made a mistake. The "conventional approach" is used by Chrysler only beginning in 1988 with what is called a "blow-thru" design, but the early turbo cars had a "suck-thru" design. The problem is that the throttle body is in the wrong place.
It should control the flow of air into the motor after the turbocharger (and the intercooler). In the suck-thru design there is no way to throttle the motor is there is a "leak" somewhere after the throttle body. Without an intercooler, most of the early motors work very well, but a "leak" can cause the motor to suck in too much air at atmospheric pressure, or worse, at boosted pressure. This can cause run away rpm. The factory realized the mistake after a couple of years and changed the set-up. Carroll Shelby had a factory in California called the Skunkworks where he produced the turbo cars in 1987 and the Chrysler tech guys followed his example.
So, most enthusiasts change the early turbo cars to the blow-thru design. This is called a turbo i to turbo II conversion, but it means changing a lot of parts, including the intake manifold, throttle body, and the ECU.

 

Cade, the issue is the type of turbo set-up used in the early cars.
In the beginning, no one knew much about using a turbo, so they just bolted on a turbocharger, but they made a mistake. The "conventional approach" is used by Chrysler only beginning in 1988 with what is called a "blow-thru" design, but the early turbo cars had a "suck-thru" design. The problem is that the throttle body is in the wrong place.
It should control the flow of air into the motor after the turbocharger (and the intercooler). In the suck-thru design there is no way to throttle the motor is there is a "leak" somewhere after the throttle body. Without an intercooler, most of the early motors work very well, but a "leak" can cause the motor to suck in too much air at atmospheric pressure, or worse, at boosted pressure. This can cause run away rpm. The factory realized the mistake after a couple of years and changed the set-up. Carroll Shelby had a factory in California called the Skunkworks where he produced the turbo cars in 1987 and the Chrysler tech guys followed his example.
So, most enthusiasts change the early turbo cars to the blow-thru design. This is called a turbo i to turbo II conversion, but it means changing a lot of parts, including the intake manifold, throttle body, and the ECU.

So basically it’s like opposite? And to fix it I have to change a lot of parts? The car has some problems that I’m working on now, like the radiators blown which blew my water pump. So I relaxed the water pump, then took out the thermostat and still overheated, so I got a Mercedes Benz radiator and fan like twice the size, so I’m going to try to get that to fit, seems like the car always ran a little hot so hopefully a bigger system should help her stay cool

 

I would just like to add that I agree with Randy (GLHs60) that it is a cool engine just the way it is, and therefore I would not recommend changing anything.
If you trouble-shoot the installation you might find the problem. The intercooler could be removed and pressure-checked, for example. If it has a leak, it might be TIG welded back together. A practical approach is to check the turbo connections --all the clamps-- and make sure they are leak-proof. The caveat about a potential leak will always be there, but a race car is not always a practical daily driver. Larger injectors can support lots of boost, but fuel economy is sacrificed for the greater performance. The danger of a lean mixture and detonation means that one should always use Premium gas, otherwise pistons can be damaged. It does look like a great car!

 

It might have a blown head gasket!
If the radiator has combustion gases pressurizing the system, then it may be too late.
A blown head gasket can usually be detected by performing a compression test or a leak down test.
If you start the motor with the radiator cap off, does it become hot right away? Boil over?
On the other hand, the Chrysler Engineers made the engine fairly easy to work on, so that is a positive thing. Replacing a head gasket is not an impossible task. Most of us are home mechanics, but shops that understand the Chrysler turbo cars are few and far. It can add up fast is you do not do the work yourself. Modern mechanics do not understand cars that are not OBD-II and they only repair what the computer tells them to fix. So they are not original thinkers, since they have never needed to understand anything more.

 

I have an 85 Shelby Charger I'm currently restoring, and I would love to know what wheels you have? They look awesome