Hey, johnl the seller of that GLHT, here. Got to tell you all, I SO admire Richard for his commitment to building knowledge. Proud to contribute however I can.
Yes, It's awesome that he is shedding some light on these gems! Thanks to your preservation of this Turbo Dodge we all get to benefit and learn about the mighty GLH Turbo! You built a nice car!
Thank you. Embarrassing to see that trench. That was a low mileage junk yard engine with stock head and gasket but with good manifolds big turbo and full 3" swing valve/exhaust on pump gas. Don't recall why but obviously I drove it home too far/too long.
I am by no means an expert on these little engines but I will share what I have discovered. Cracks between valve seats seldom leak, are not a worry. A normally aspirated head will work on the turbo engines. Usually (not always) the normally aspirated heads will be in better shape. Just use the turbo valves in the normally aspirated head. That burned out section in the 2.2 head is the weak spot of these engines, turbo or not. Use a MLS gasket. Get the head resurfaced & check for camshaft bind before installing valves & springs. I have heard of guys breaking a camshaft in a seriously warped head. Newer 2.5 heads had an extra coolant passage between cylinders that may help with the turbo situation. That's all I got except that the blocks in these engines are terribly tough.
In the 80's they made badass cars off the K car setup. Easily tunable and to work on adding 50 hp pretty quick w/o any major tear downs. A few years back, we had the SRT 4 Neon. Hell of a motor that was underrated, just in a cheaply made car. Be cool if Dodge would go retro and bring back say the Omni not on a Alfa CUV hybrid setup, with "new" SRT AWD setup. Properly label it GLHS and Mopar fans would be happy.
Overseas, the 1981 and 2172 cc Chrysler iron OHC Hemi had a 4.086 inch bore spacing, and it never fits front drive 67 inch wide carsin transverse form. The Matra Murena had to be widened 1.5 inches to fit it to the bigger Chrysler 2.2 engine to the Horizon transmission . I just love how Chrysler USA gave your little Dodge Omni and Plymouth Horizon the proper MacPherson strut IFS suspension and powered rack. Down here, the Chyrsler Alpine 5 door with 1442 cc or 1595 cc Simca engine, all torsion bar and wishbone like the Chrysler Horizon that used the ancient Simca 1301 underpinnings. Sadly, the narrow bore spacing 96 mm bore spacing Trans 4 engine hits hard on the 335 thou' between neighbouring cylinders. Normally, less than 400 and greater than 275 thou (400 SBC 4.40 bore centres minus 4.125 bore) is right where you need siamesed bores with no water jacket to ensure 180 thou of wall thickness around 100 percent of the cylinder. Chrysler US pushed the envelope to get the engine between the shock towers! But Toyota engines...they are way worse on the S series and Z series in line engines. And servicing the Omni...way better than the front drive Corollas, Camrys and RAV4s..the EGR equipped wide angle twin cams are such a soul destroyer servicing. The non cross flow Omni is just like the early 2S Camry engine...non cross flow and easier to service. Everything US Omni...much better arranged than anything Toyota or Mitsubishi.
Not sure if any one has already commented. 2.5 was not a Shelby T2 engine. Only the 2.2 was used. The 2.5 had a the counter balance shaft and was only used in T1 applications. If you were looking for best T2 to build… it would be the 89 T2 block with round tooth timing gears and rubber gasket lip valve cover. The block had better tin/annimony ratio. Chrysler had to move to a higher mileage warranty. The 782 heads were fast burn and roller cam. The 287 was the slow burn bathtub head with a solid rocker (some say better for big boost with some porting). Use the 2.5 oil pan to add an extra quart capacity. Cali compliant just needs a cat.
I think a lot of us would enjoy watching more of the hands on build stuff you do. Just roll the camera as you would for a live stream while you are building.
Those people who say the Chrysler Trans-4 was VW based...wrong! VW made an EA 831 engine out of the 1962 Auto Union Damlier Benz M118 based 4 cylinder, used in the early 66-78 Audi 60/80/100/ the 77-79 AMC Gremlin 4 cylinder /76-85 Porsche 924 engine which had exactly the same 96 mm bore spacings, but it's not the Chrysler engine in any shape or form. The 1700 cc Omni and Horizon had for three years VW Rabbit EA827 engine, an 88 mm bore space engine. Just a heads up. Info from Daimler AG and Jalopnik.
I had a 1990 Dodge Spirit with a TI 2.5 turbo with an auto and the central computer. It had the TE04H (REALLY small turbo) and I believe it was rated at 150 HP. It had 160k miles on it and it ran great until I went around a turn under boost and the unbaffled oil pan allowed all of the oil to slosh away from the pickup and the engine spun a bearing. It was a $500 car, and I really didn't want to go about manual swapping and engine swapping a junk car. If it had been an Omni GLH, then yeah...but not a Spirit.
Timing and heat make the neighbouring cylinders take out the head gaskets. Underlaying Problem is the 8.5 mm between cylinders, and also the lack of proper maintenance an alloy head engine gets..it needs yearly coolant purges and proper bleeding. The corrosion is typically what happens when the brown GM corrision inhibitor is used. Applied Normally when it overheats. ...
My 1990 Lebaron coupe had a 2.5 T1 Mitsubishi turbo with grooved block at #1 same spot. We put a 1989 2.2 8v from a Maserati in. Those have a T2 size Garrett turbo with no intercooler. No 1990 2.2 turbo ecu so it runs a bit weird at low rpms and hard starting. I have 15 3.0 motors so I would fix it with a 3.0. I do find the auto trans with 2.2 Garrett to be fun at 10psi on 87 octane. Others cry about lag on a 2.2.
Man corrosion is a wicked little bugger. Same thing happened to a 4.3 in a blazer I picked up. I thought I would get lucky and change intake gaskets.....boy was I wrong
New head for the 2.5 . Wow that's a large gap the person before you just said keep going it doesn't matter. So possibly one cylinder was stronger than the other or had more detonation than the other.
The Shelby GLH-S was a sub 14.9 second car in the 80s. Goodbye 5 pont Oh! In Stock form. Before fiddling the boost! Lots of OHV 60 degree engine swaps are possible. IIRC, the K car based Caravan V6s used the 4.09 bore spacing 3.3 ohv V6. After seeing what space 'a tilted back Toyota 60 degree V6 with quad cams and a 4.29 inch bore spacing does....your better off with a 3.78 inch bore spacing Trans 4 Mopar!
Yeah I would say that engine leaned out and torched the head and the block that sucks but the head can be fixed but the block will make a good boat anchor
If you are going Cometic HG, hopefully you can just order thicker to match what was removed and pretend everything is OEM. To me, I don't mind a burned head since you know what killed it. Not a crack etc. Weld and skim.
Oh Ricardo, your silky smooth voice extolling the virtues of Chrysler Turbo Power. I had a 1985 LeBaron 2.2 Turbo automatic. Lag city but the whoosh was fun.
I'd really like to get my hands on an Omni GLHS and find a T III 2.2L DOHC 16 valve 224 HP engine and swap it in. My sister had an old black Daytona IROC with the polished bullet hole wheels that had a T II 2.2 with a 5 speed manual.
I wanna see the vids of the hybrid build cuz I been wanting to do one with a 2.2l just doesn't seem to be alot of info on that since ppl just do the srt4 swap instead
hey can you do some Chrysler / Dodge 3.5 v6 egg motor sometime??? 2.2/2.5 who needs them????? v8 is too expensive in Europe. v6 Chrysler engine is dirt cheep 250 hp(n/a) calmed / 140usd. very high rpm N/a n2o + ring gap camshaft some ported heads maybee?? what power it can make before it self-destruct on dyno??? youtube is full of info over v8/bmw/honda/nissan.but not much of tuning of Chrysler 3.5 HO v6. i know it is good engine 4 the money. i am building one slowly. Plan is 3.5 engine/4.0 cam and springs/self ported heads/ self made long tube heders/ used dry sump pump from ebay/ ARP rod bolts/standolone/ and SHITLODS of N2O+ 98 octane pump gas. in very light light mercedes w201 with 6speed closer ratio.
Only run 93 octane ane champion plugs work the best rn12yc under 15lbs over run rn9yc I been messing with these over 10yrs and currently own 8 shelby Daytona's 89 csx #228 and an 87 omni glh
While we are on the subject, does anyone know if the 2.2 /2.5 bell housing pattern is the same as the 2.4 Chrysler PT? The PT motor was an evolution of the 2.2 / 2.5 . ( I'm aware that Richard said he was not going to do such a swap )
Hey, johnl the seller of that GLHT, here. Got to tell you all, I SO admire Richard for his commitment to building knowledge. Proud to contribute however I can.
Yes, It's awesome that he is shedding some light on these gems! Thanks to your preservation of this Turbo Dodge we all get to benefit and learn about the mighty GLH Turbo! You built a nice car!
Thank you. Embarrassing to see that trench. That was a low mileage junk yard engine with stock head and gasket but with good manifolds big turbo and full 3" swing valve/exhaust on pump gas. Don't recall why but obviously I drove it home too far/too long.
ALL GOOD JOHN-WE'VE ALL DONE IT-HOPE YOU WERE GOING FAST BEFORE IT HAPPENED
I am by no means an expert on these little engines but I will share what I have discovered. Cracks between valve seats seldom leak, are not a worry. A normally aspirated head will work on the turbo engines. Usually (not always) the normally aspirated heads will be in better shape. Just use the turbo valves in the normally aspirated head. That burned out section in the 2.2 head is the weak spot of these engines, turbo or not. Use a MLS gasket. Get the head resurfaced & check for camshaft bind before installing valves & springs. I have heard of guys breaking a camshaft in a seriously warped head. Newer 2.5 heads had an extra coolant passage between cylinders that may help with the turbo situation. That's all I got except that the blocks in these engines are terribly tough.
In the 80's they made badass cars off the K car setup. Easily tunable and to work on adding 50 hp pretty quick w/o any major tear downs. A few years back, we had the SRT 4 Neon. Hell of a motor that was underrated, just in a cheaply made car. Be cool if Dodge would go retro and bring back say the Omni not on a Alfa CUV hybrid setup, with "new" SRT AWD setup. Properly label it GLHS and Mopar fans would be happy.
Thanks Dan...44:37 we got to see everything because you asked the right question! Four Valve per two cylinders..LOL!
You're welcome on spotting the coolant passage erosion. I'm still waiting on slant six content though.
So I say this with understanding as I'm a modular owner, but slant 6s are boat anchors that should be left in the junkyard haha
Overseas, the 1981 and 2172 cc Chrysler iron OHC Hemi had a 4.086 inch bore spacing, and it never fits front drive 67 inch wide carsin transverse form. The Matra Murena had to be widened 1.5 inches to fit it to the bigger Chrysler 2.2 engine to the Horizon transmission . I just love how Chrysler USA gave your little Dodge Omni and Plymouth Horizon the proper MacPherson strut IFS suspension and powered rack. Down here, the Chyrsler Alpine 5 door with 1442 cc or 1595 cc Simca engine, all torsion bar and wishbone like the Chrysler Horizon that used the ancient Simca 1301 underpinnings. Sadly, the narrow bore spacing 96 mm bore spacing Trans 4 engine hits hard on the 335 thou' between neighbouring cylinders. Normally, less than 400 and greater than 275 thou (400 SBC 4.40 bore centres minus 4.125 bore) is right where you need siamesed bores with no water jacket to ensure 180 thou of wall thickness around 100 percent of the cylinder. Chrysler US pushed the envelope to get the engine between the shock towers! But Toyota engines...they are way worse on the S series and Z series in line engines. And servicing the Omni...way better than the front drive Corollas, Camrys and RAV4s..the EGR equipped wide angle twin cams are such a soul destroyer servicing. The non cross flow Omni is just like the early 2S Camry engine...non cross flow and easier to service. Everything US Omni...much better arranged than anything Toyota or Mitsubishi.
Yes these cars are a lot of work, but very rewarding.
easy-peasy with a little experience .
I have a 93 spirit from high school many years ago and the thing is one of the most reliable cars I ever had
If you push the Omni off the lift, be sure to put a large bolt through each wheel hub otherwise the bearing will fall apart.
Not sure if any one has already commented. 2.5 was not a Shelby T2 engine. Only the 2.2 was used. The 2.5 had a the counter balance shaft and was only used in T1 applications. If you were looking for best T2 to build… it would be the 89 T2 block with round tooth timing gears and rubber gasket lip valve cover. The block had better tin/annimony ratio. Chrysler had to move to a higher mileage warranty. The 782 heads were fast burn and roller cam. The 287 was the slow burn bathtub head with a solid rocker (some say better for big boost with some porting). Use the 2.5 oil pan to add an extra quart capacity.
Cali compliant just needs a cat.
cali compliant needs more than a cat
I think a lot of us would enjoy watching more of the hands on build stuff you do. Just roll the camera as you would for a live stream while you are building.
Those people who say the Chrysler Trans-4 was VW based...wrong! VW made an EA 831 engine out of the 1962 Auto Union Damlier Benz M118 based 4 cylinder, used in the early 66-78 Audi 60/80/100/ the 77-79 AMC Gremlin 4 cylinder /76-85 Porsche 924 engine which had exactly the same 96 mm bore spacings, but it's not the Chrysler engine in any shape or form. The 1700 cc Omni and Horizon had for three years VW Rabbit EA827 engine, an 88 mm bore space engine. Just a heads up. Info from Daimler AG and Jalopnik.
I had a 1990 Dodge Spirit with a TI 2.5 turbo with an auto and the central computer. It had the TE04H (REALLY small turbo) and I believe it was rated at 150 HP. It had 160k miles on it and it ran great until I went around a turn under boost and the unbaffled oil pan allowed all of the oil to slosh away from the pickup and the engine spun a bearing. It was a $500 car, and I really didn't want to go about manual swapping and engine swapping a junk car. If it had been an Omni GLH, then yeah...but not a Spirit.
Timing and heat make the neighbouring cylinders take out the head gaskets. Underlaying Problem is the 8.5 mm between cylinders, and also the lack of proper maintenance an alloy head engine gets..it needs yearly coolant purges and proper bleeding. The corrosion is typically what happens when the brown GM corrision inhibitor is used. Applied Normally when it overheats. ...
Ive only pulled the t1 /t2 /t3 like 50+ times myself ....once you get done with the sohc ...stick the t3 dohc on and watch magic happen
My 1990 Lebaron coupe had a 2.5 T1 Mitsubishi turbo with grooved block at #1 same spot. We put a 1989 2.2 8v from a Maserati in. Those have a T2 size Garrett turbo with no intercooler. No 1990 2.2 turbo ecu so it runs a bit weird at low rpms and hard starting. I have 15 3.0 motors so I would fix it with a 3.0.
I do find the auto trans with 2.2 Garrett to be fun at 10psi on 87 octane. Others cry about lag on a 2.2.
Man corrosion is a wicked little bugger. Same thing happened to a 4.3 in a blazer I picked up. I thought I would get lucky and change intake gaskets.....boy was I wrong
I’ve got a 87 Dakota, one of those in it would be pretty cool.
New head for the 2.5 . Wow that's a large gap the person before you just said keep going it doesn't matter.
So possibly one cylinder was stronger than the other or had more detonation than the other.
The Shelby GLH-S was a sub 14.9 second car in the 80s. Goodbye 5 pont Oh! In Stock form. Before fiddling the boost! Lots of OHV 60 degree engine swaps are possible. IIRC, the K car based Caravan V6s used the 4.09 bore spacing 3.3 ohv V6. After seeing what space 'a tilted back Toyota 60 degree V6 with quad cams and a 4.29 inch bore spacing does....your better off with a 3.78 inch bore spacing Trans 4 Mopar!
About the blown head gasket on the 2.2, which cylinder had the broken bolt?
1
Yeah I would say that engine leaned out and torched the head and the block that sucks but the head can be fixed but the block will make a good boat anchor
surface the block-good as new
@@richardholdener1727 cut the head and block 20 thou each and send it on dyno...and try to find a 2.2 with forged crank and stick that in the car
Damn 2 engines with head erosion.....
If you are going Cometic HG, hopefully you can just order thicker to match what was removed and pretend everything is OEM. To me, I don't mind a burned head since you know what killed it. Not a crack etc. Weld and skim.
I have a gutless 2.5 in my 89 dakota, is there a cam kit and small upgrades i can do to improve it a little? If so where do i order from??
na or turbo?
Oh Ricardo, your silky smooth voice extolling the virtues of Chrysler Turbo Power. I had a 1985 LeBaron 2.2 Turbo automatic. Lag city but the whoosh was fun.
I actually almost bought the GOES LIKE HELL when it first came out.
9:10 - HOLY CRAP! 😮
These motors are notorious for blowing head gaskets and breaking timing belts. Best thing the valves center so they don’t hit the piston
Hi Richard just wondering is there a 16 valve conversion head for those 2.2 2.5s
THERE IS BUT NOT FOR ME
Just curious what is it?
Use a lightened, forged crank, with a custom 4-6 bolt main.... Then it will rev along side a 2.2.
I'd really like to get my hands on an Omni GLHS and find a T III 2.2L DOHC 16 valve 224 HP engine and swap it in. My sister had an old black Daytona IROC with the polished bullet hole wheels that had a T II 2.2 with a 5 speed manual.
Better to use the PT Cruiser 2.4 motor
T3 is the way to go.
Would the 163$ GT45 clone turbo work on the 2.2, 2.5?
its big and laggy on the 2.2/2.5 but it could make 700+ hp
I wanna see the vids of the hybrid build cuz I been wanting to do one with a 2.2l just doesn't seem to be alot of info on that since ppl just do the srt4 swap instead
hey can you do some Chrysler / Dodge 3.5 v6 egg motor sometime???
2.2/2.5 who needs them????? v8 is too expensive in Europe. v6 Chrysler engine is dirt cheep 250 hp(n/a) calmed / 140usd.
very high rpm N/a
n2o + ring gap
camshaft
some ported heads maybee??
what power it can make before it self-destruct on dyno???
youtube is full of info over v8/bmw/honda/nissan.but not much of tuning of Chrysler 3.5 HO v6. i know it is good engine 4 the money.
i am building one slowly.
Plan is 3.5 engine/4.0 cam and springs/self ported heads/ self made long tube heders/ used dry sump pump from ebay/ ARP rod bolts/standolone/ and SHITLODS of N2O+ 98 octane pump gas. in very light light mercedes w201 with 6speed closer ratio.
Hard to see it on a cel phone but the valves looked washed
I've read rumors about 16V neon heads bolting up to the 2.2/2.5 is it true?
it can with work
Yes, I've done it. 2.2 bottom end, 2.4 minivan head (bigger valves and ports than SRT). Need bypasses for oil and coolant.
5:37. Oooch! That ain't workin'.
Wasn't that the cylinder with tge broken head bolt. Valves a colored odd roo
* too
THE BROKEN BOLT WAS THE EARLY 1984 HEAD
I'd fix both heads. They are getting harder and harder to come by.
Only run 93 octane ane champion plugs work the best rn12yc under 15lbs over run rn9yc I been messing with these over 10yrs and currently own 8 shelby Daytona's 89 csx #228 and an 87 omni glh
I NEED AN 87 MOTOR
weld it
Test the limit of a j35
While we are on the subject, does anyone know if the 2.2 /2.5 bell housing pattern is the same as the 2.4 Chrysler PT? The PT motor was an evolution of the 2.2 / 2.5 . ( I'm aware that Richard said he was not going to do such a swap )
Same
Just move out of California..... that place is going bankrupt
where to?
@@richardholdener1727 texas!
Lost its heat treat