Hi guys I'm new here so be nice.

What I have:

'80 Diplomat Station Wagon, 225 1bbl./auto.
Turbo from a '86 2.2

So what else do I need?

What is involved and how is it done.


I am going to convert it to Multi-Port EFI and use a factory aluminum 2bbl. intake also.

Here's a pic of the car. The drivers side is rust free but I had to replace the lower 1/4 and half the wheel well lip.

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"It's flattering to have you name in print, but not you fingers." Red Green

Have you been over to the articles section of the site?
http://www.slantsix.org/articles/articles.htm
DD

Hey, I know you....

Great! Thats just what I needed!


I know you too!

Isn't your car black and has 4 doors? (I would insert a smilie here but these ones are kinda lame.)[/quote]

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"It's flattering to have you name in print, but not you fingers." Red Green

That car will be a disgustingly awesome sleeper with a turbo and EFI!

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'68 Dodge Dart 4dr Sedan

And Don't I know it!

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"It's flattering to have you name in print, but not you fingers." Red Green

good looking wagon Diplomatwagon Ihad an '82 diplomat 4 door sedan I still kick myself for getting rid of it if you ever hear of or have a dippy wagon like yours would you let me know please

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Nothing beats a slant six
1987 D150

Here you go Mr. White http://pittsburgh.en.craigslist.org/cto/1379631536.html

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<img src="http://farm4.static.flickr.com/3173/2992308402_5481afb26e_t.jpg">

nice wagon but they don't know the difference between a diplomat and a lebaron

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Nothing beats a slant six
1987 D150

I like that wagon! I like the "dune buggy" Dart also!
Welcome to the site!

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"Ja, Ich fahre ein altes auto."
'78 Volare 225
'67 Charger 318

It seems neither do I

BTW u guys check the date of the original post?

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<img src="http://farm4.static.flickr.com/3173/2992308402_5481afb26e_t.jpg">

Yeah I did I was going through the memberlist and his user name caught my eye seeing I have a soft spot for wagons especially m-bodies and c-bodies

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Nothing beats a slant six
1987 D150

A second one of those turbos might not be a bad idea. I had the slightly smaller turbo off a 2.5 - with a free flowing intake and exhaust, the turbo was actually starting to become a restriction at around 3,000 RPM or so. As the current owner of Wayne's turbo setup from the articles section, I would not recommend copying his approach at all - the turbo was too small, and the welds holding the K-car flange to the manifold did not last. For a single turbo, something like the one off a Grand National or a Holset HX35 / HY35 would be a better choice.

If you're going EFI, I recommend a copy of Corky Bell's book Maximum Boost as a decent introductory guide.

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"Mad Scientist" Matt Cramer
'66 Dart - turbocharged 225
My blog - Mad Scientist Matt's Lair

Hey Matt, that was my car in the article section. I just returned to the A-body world and will probably make another attempt at a turbo slant.

What ever happened to the parts? While I can't take credit for welding the manifold, it did work well for me. I got high 15's out of an otherwise stock 71 Dart with almost 200K on the clock. Did you ever try a T3 from a 2.2 turbo car? I'm sure that would have been sized better.

I wish I had more pictures and data from that car, but back then I didn't even have a digital camera. Those photos were scanned Polaroids.

Ok, let me go over the issues I encountered. The different induction setup I've been using may account for some of the differences, as I never ran it with a single barrel carb.

First, the manifold. It seemed to have a few superficial cracks in the weld area when I got it - they may have happened during shipping, I'm not really sure. After a year or so of driving, though, it was clearly leaking. I had decided to go with a larger turbo, so a couple of my friends and I did a destructive test to see how bad the leak was. On examination, about 2/3 of the weld area had cracked and had soot visible in the cracked area, meaning only about 1/3 of the weld was still holding.

It came with a four barrel carb that had supposedly been prepared for boost. This seemed to be a mixture of good and bad preparation - it had some good features like air sealed throttle shafts, and some really bad features, like the combination of mechanical secondaries on a single pumper. Seems no matter how I tried adjusting it, the thing would give an Okefenokee sized bog when I floored it before taking off like a rocket. (Wayne did note that this carb had never been completely dialed in.)

So I decided to go EFI instead. However, the free flowing intake I put together resulted in a very different problem - runaway boost. With a throttle body that's nearly 3.5" in diameter and a Flowmaster muffler, there wasn't very much restriction on either end. The turbo would build around 10 psi of boost at 1,500 RPM with the wastegate connected straight to the turbo outlet, and if you tried flooring it for any length of time there was no controlling the boost at all. The 2.5's turbine and wastegate are simply too small for a slant six if you give it good breathing. It also started choking off the engine at around 3,000-3,500 RPM.

Since I was making a new exhaust setup anyway, I decided to go with a T4 flange. It's easier to find turbos in the size I want with a T3 or T4 flange, so I'm not really planning to test a 2.2 turbo on it. Their nonstandard flange can be something of a limit if you want to really go all out.

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"Mad Scientist" Matt Cramer
'66 Dart - turbocharged 225
My blog - Mad Scientist Matt's Lair