Chrysler Turbo K: Daytona, GLHS, Shelby Z and the 2.2 / 2.5 turbo rebuild service

2.2 non-intercooled (Garrett TB0335)

1984-1987 Turbo I

The original 142-146 hp Turbo I in Daytonas, Lasers, LeBarons, New Yorkers and the Omni GLH ran the Garrett TB0335, the verified 466298 family with dash numbers by application and year. Water-cooled center sections were a Chrysler priority from the start, which is why so many of these cores survive rebuildable.

2.2 intercooled (Garrett TB0352)

1987-1990 Turbo II

The 174 hp intercooled Turbo II powered the Daytona Shelby Z, Shadow ES and the Shelby GLHS. The 1987-era hardware moves to the TB0352, catalog 466798 with dash numbers -0002, -0003 and -0005 under Chrysler 4387321. Higher boost means these cores show more heat distress than Turbo I units, but they rebuild the same way.

2.5 turbo (Mitsubishi TD04)

1989-1993 Turbo I (TD04)

Later 2.5L Turbo I applications in Shadows, Sundances, Spirits, LeBarons and minivans switched to the Mitsubishi TD04 family. Smaller, faster spooling, and different service parts entirely from the Garrett cars. The tag on the compressor housing tells the truth; send photos if unsure.

2.2 DOHC Lotus head (Spirit R/T, Daytona IROC R/T)

1991-1992 Turbo III

The 224 hp Turbo III topped the family with a Lotus-designed 16-valve head. Only about 1,400 Spirit R/Ts and a few hundred IROC R/Ts exist, making these turbos genuine collector items. Full documentation treatment on request.

2.2 VNT (Garrett VNT-25 variable nozzle)

1990 Turbo IV

The rarest of all: the 1990 Shadow and Daytona VNT cars ran the Garrett VNT-25, one of the first variable-nozzle turbos on a US production gasoline car. The vane mechanism is exotic for its era and most surviving units need mechanism work as much as bearings. We service both.

GLHS, CSX, Lancer Shelby

Shelby Specials

The Shelby-badged cars, Omni GLHS, Charger GLHS, CSX, Lancer, carry the same Garrett architecture in low-production packaging. Values are climbing and originality matters: we preserve original external hardware and document collector rebuilds with photos.

Coked centers from deleted or clogged coolant lines

The factory water cooling saved thousands of these turbos, and its absence kills them. Sediment-blocked or deleted coolant lines let the CHRA coke its oil after shutdown, grinding the bearings on every cold start. We pressure-check the water jacket and clean passages to bare metal on every rebuild.

Journal bearing wear at high mileage

These were 100,000-mile daily drivers before they were collectibles. Shaft play, oil consumption, and compressor wheel rub are the standard high-mileage presentation. The wheels usually survive if the play was caught before contact.

Hardened seals on stored cars

Most surviving Turbo Ks sit far more than they drive now. Storage-hardened seals leak on the first spring pull: blue startup smoke, oil in the intercooler pipe on Turbo II cars. A reseal with modern materials cures it.

VNT mechanism sticking (Turbo IV)

The VNT-25's variable nozzle vanes carbon up and seize with age, causing overboost surges or dead-lazy response depending on where they stuck. The cartridge is often healthy underneath. We free, clean, and reset the mechanism as part of a Turbo IV rebuild.

Boost-cranked thrust failures

The Mopar community has been turning up boost since 1984, and stock thrust bearings pay for it. Failed thrust lets the compressor wheel walk into the housing. We fit 360-degree thrust upgrades on Garrett units for cars running more than stock boost.

Wastegate and actuator fatigue

Tired actuator diaphragms and worn wastegate bushings cause boost creep and low-boost complaints that get blamed on the cartridge. Every rebuild includes actuator testing and setting to spec, and we will tell you if yours is the real problem.