The Dodge Daytona and Chrysler Laser
1969-70 Dodge Charger Daytona | 2006+ Dodge Charger Daytona
General Dodge Daytona history
The
Daytona first debuted from Dodge in 1984 along with its look alike, the
Chrysler Laser. Design was based mostly on the K-cars (Reliant and
Aries), and retained the fuel efficient 2.2 liter 4 cylinder engine.
The Daytona was mounted on an extended K-frame and had front wheel
drive. The Daytona has always been a 3 door 4 seater, but the rear
seats are very small and it should really be considered a 2 seater for
all practical purposes, with its small 97" wheel base. These cars are
known as 'G' cars because their body style was designated G (later, AG).
Stock performance with the 2.2 was not up to the Daytona’s looks, but it was produced as an economy car and Dodge relied on the turbo versions and sporty looks to attract younger drivers; few automakers made a fast, affordable sporty car at the time. The Laser was aimed at older drivers who appreciated a plusher vehicle, and with luxury options. In both cases the five-speed stick-shift provided a substantail speed and gas mileage boost.
The car first debuted as the prototype G-24 Super Sports Car in 1982-83. If you look real close and squint a little you can see remnants of body styling from the 1969 Charger Daytona that swept NASCAR.
The original Daytona models had a length of 175 inches on a 97 inch wheelbase, a width of 69 inches, and a height of 50 inches.
In October 1982, Motor Trend wrote that the 1984 "Chrysler G-24" would have four bucket seats, be a hatchback, and stand on the K-car platform but share no body panels with any other Chrysler product. They noted the fuel-injected 2.2 as the base engine, saying there would be an optional turbo 2.2, but spent more time on the interior, "definitely sportier" than other Chrysler vehicles, with "restyled analog instruments and a few digital items." (Thanks, NDNRacer)
What might have been
Lotus’ Michael Royce wrote that Lotus Engineering had been contracted (in 1985) to engineer not only the Turbo III variant of the 2.2 liter engine (used in the Daytona R/T), but also a naturally aspirated 16 valve 2.5 liter engine and a four wheel drive Daytona Turbo.
In the fall of 1986, the 2.5L NA Program was cancelled due to engineering budget constraints. The unusual combination of a long stroke (104 mm) with the 16 valve head fixed the 2.5L's breathing problems, and gave a nice smooth engine that would rev easily up to about 7500 rpm. It gave about the same performance in a vehicle as a Turbo I.
The 4WD G-24 program was cancelled in November 1987, again due to budget constraints, just as we were getting the car to perform and handle as well as the Audi Quattro, the target vehicle. John Miles, from Lotus, was leading the chassis development.
Bob O’Neill noted that the side louvers were made of ABS plastic, while the rear deck louvers were powder-coated aluminum (his own 1986 Turbo Z with T-tops came with the rear louvers, but not the side louvers).
Relevant Allpar links
2.2 / 2.5 TBI engine | 2.2/2.5 turbo engine | 3.0 V6 | Daytona forum | EEK family
2.2/2.5 TBI modifications | Links
Year by year Dodge Daytona history
| 1984: | Daytona, Daytona Turbo, Daytona Turbo Z, Laser, Laser XE, Laser XT |
| Engines Offered: 1. 2.2 Liter 93hp 4cyl (Base Production Engine) 2. Turbocharged 2.2 Liter 142hp 4cyl (Turbo 1) |
- Chrysler introduces the Daytona and Laser on October 1, 1983.
- Car and Driver lists the Turbo Z model as one of the 10 most wanted production cars in the country along with the Camaro Z28, Datsun 280ZX turbo, Mustang GT, Porsche 944, and Dodge Shelby Charger. Dodge claims its new creation has a drag coefficient of .34 and Bernard Robertson, chief engineer of Chrysler's Power Train Systems Engineering, gets 142hp and 160 lb ft of torque out of the Turbo Z model. Garret AiResearch supplied the turbocharger giving 7.5 pounds of boost at the 6000 rpm redline. There was little turbo lag. Zero to sixty times were in the 8 to 9 second range for the turbo, which was very good for the time, especially given the gas mileage.
- Bigger rods were used in the turbo engine to handle the extra power. It used a multiple-port injection system engineered and built at Chrylser’s Huntsville plant.
- An optional handling package issued Goodyear Eagle GT P195/60R15 tires on the unforgettable 'Swiss-cheese' wheels, plus higher spring rates, better stabilizer bars/bushings, gas filled struts and shocks, and progressive jounce bumpers.
- Popular Mechanics calls the car's electronics "Space Shuttle" like. (2)
- A loaded model went for around $11,000, which was by no means an entry level price; it was about one and a half times a stripped Omni. You could tack on options like leather, T-tops, power windows, and power locks. These were some of the first cars to really make use of computer aided design technology (CAD).
| 1985: | Daytona, Daytona Turbo, Daytona Turbo Z, Laser, Laser XE, Laser XT |
| Engines Offered: 1. 2.2 Liter 93hp 4cyl (Base Production Engine) 2. Turbocharged 2.2 Liter 142hp 4cyl (Turbo 1) |
- Generally identical to the 1984 production year
| 1986: | Daytona, Daytona Turbo Z (w/wo C/S package), Laser, Laser XE, Laser XT |
| Engines Offered: 1. 2.2 Liter 93hp 4cyl (Base Production Engine) 2. Turbocharged 2.2 Liter 146hp 4cyl (Turbo 1) 3. 2.5 Liter 96hp 4 cyl |
- After 1986, Chrysler decided to drop the Laser. The Laser nameplate was, confusingly, later used in 1990 by Plymouth for their Mistsubishi Eclipse variant. Chrysler customers were expected to migrate to the Lebaron coupe.
- The 2.5 liter four cylinder engine also became available, with 96 HP (eventually reaching 100) and the standard single-point fuel injection that would remain with it until the end, except on turbo versions.
- The 2.2 Turbo I generated 146 hp at 5,200 rpm and 170 lb-ft at 3,600 rpm, according to Chrysler’s September-1985 press release.
- Head bolts on all engines went from 10mm to a stronger 11mm.
- Styling changes included modified front and rear fascias, new nerf extensions, and integrated body side moldings. The Turbo Z had wrap-around front and rear fascias which extended to the wheel openings; accent tape striping; and Turbo Z nameplates on the tail lamp lenses. Tinted glass and new 14-inch cast aluminum wheels were standard, and a new center brake light was integrated into the rear spoiler.
- New standard features included an AM stereo/FM stereo with six speakers; four-way adjustable head restraints (standard on Turbo, optional on base with low-back seats); low travel switches in the optional power locks, power windows, rear defogger, and a new fixed intermittent rear wiper/washer system.
- The 2.2 engine was updated with a new fast-burn (“swirl-head”) combustion chamber and low-pressure, single-point fuel injection for better emissions and slightly more torque; compression ratio went from 9:1 to 9.5:1 in the standard engines. In the Turbo I, a newly engineered set of dished pistons were used to keep the compression ratio at 8.1:1; and the enlarged rods introduced in 1984 were replaced with lighter, forged rods; these were strong, but the lighter weight reduced drag on the engine, increasing its net output.
- 1986 was the first year to offer the C/S (Carroll Shelby Competition Series)
package on the Turbo Z model. This car is hard to identify from the exterior and only had small CS badges on the fenders behind the front wheels. Carroll was not directly involved in the
design of this package. It was called "Porsche-like" due to a
220 lb weight savings and Dodge's 'Maximum Performance'
suspension package, which for $183 increased front and rear suspension roll rates by 10% and reduced roll angle in cornering by 10%. The package included:
- Performance gas shocks/struts
- Thicker anti-sway bar (32mm compared to 27mm)
- Solid rear bar (28mm)
- New wheels (6.5") with 225/50VR-15 unidirectional Goodyear Gatorback tires mounted on unique 15 x 6.5 inch cast aluminum wheels
| 1987: | Daytona, Daytona Shelby, Daytona Pacifica |
| Engines Offered: 1. 2.2 Liter 93hp 4cyl 2. Turbocharged 2.2 Liter 142hp 4cyl (Turbo 1) 3. 2.5 Liter 96hp 4 cyl (Base Production Engine) 4. Turbocharged 2.2 Liter Intercooled 174hp 4cyl (Turbo II) |
- This year brought new body styling; the front end got pop-up headlights, making it look more like its 1969 namesake. A new rear spoiler was optional, the taillights became wrap arounds, and other options were also added. The interior was changed slightly for a more modern look and feel.
- The
sportier looking Shelby Z edition was offered also, with the turbocharger intercooled for 174
hp (the Turbo II). A deep chin spoiler and
225/50-15 tires outwardly identifies this model. Top speed was
somewhere around the 130s and 0-60 was a quite good 7.2-8.0 sec.
This was the performance Daytona of the 80s.
- To handle the power, the Turbo II had a stronger bottom end with a cross-drilled block, forged crankshaft, the larger 1984-85 turbo rods, stronger bearing caps and full-floating pins, and Mahle cast pistons.
- The base engine changed that year to the 2.5 liter, from the 2.2.
- The Pacifica model entered the lineup with the turbo engine standard and a common option group: a front spoiler, side skirts, rear spoiler, power windows and locks, digital dash, enthusiast seats, sport suspension, Pacifica wheels, and 205/60-15 tires. The C/S package was dropped.
| 1988: | Daytona, Daytona Shelby Z, Daytona Pacifica |
| Engines Offered: 1. 2.2 Liter 93hp 4cyl 2. Turbocharged 2.2 Liter 142hp 4cyl (Turbo 1) 3. 2.5 Liter 96hp 4 cyl (Base Production Engine) 4. Turbocharged 2.2 Liter Intercooled 174hp 4cyl (Turbo II) |
- This was the last year for the 'Z' model.
- Chrysler started offering the powerful, highly rated Infinity stereo systems as an option.
- The C/S package was back for this year and would be offered until 1991. Even better, it was only available on base models, making it rare. There were two versions:
C/S AGB C/S AGS - 2.2 Turbo 1
- 5 speed manual (auto was an option)
- 15" "Snowflake" wheels with 205/60 tires
- Performance Handling Suspension
(identical to that used on the Daytona ES Turbo) - Ultra High Performance brakes (from the Daytona Shelby)
- High Performance exhaust system
- Boost gauge
- Exterior
toys included a rear spoiler, turbo bulge hood,
and CS badges behind the front tires.
- Everything in the AGB package plus....
- 2.2 Turbo II (Until 1991 when it was replaced by the T1)
- 225/50VR-15 Goodyear Gatorback tires
- 'Intercooled Turbo' hood decal
- Maximum Performance Suspension
(same as Shelby model) - Performance seats
- No auto tranny allowed!
- Otherwise the year's options were similar to 1987.
| 1989: | Daytona, Daytona ES (w/wo Turbo), Daytona Shelby |
| Engines Offered: 1. 2.2 Liter 93hp 4cyl 2. Turbocharged 2.2 Liter 142hp 4cyl (Turbo 1) 3. 2.5 Liter 100hp 4 cyl (Base Production Engine) 4. Turbocharged 2.2 Liter Intercooled 174hp 4cyl (Turbo II) 5. Turbocharged 2.5 Liter 150hp 4cyl (Turbo 1) |
- The 1989 model year brought a new turbo powered 2.5 liter 4 with 150 HP as an option. Although the 2.5 was physically bigger and had more horsepower it did not sell as well as its little brother, the 2.2.
- The Pacifica model became the ES. This model got new ground effects, rear bumper and spoiler. This all added to a newer and sportier look. The Turbo option included a 'turbo bulge' on the hood which makes these cars much easier to recognize. These cars had the 2.5L Turbo engine standard.
- New alloy wheels were available.
- Last year for T-tops and you also got a new sunshade with them.
- Driver's side air bag became an option, but last year for the digital dash.
- The Shelby model got 5 spoke 'star' type wheels which most admire as the nicest looking wheels placed on any Daytona model. The trip computer and digital dash also became an option on this model.
- This was the sales peak for the Daytona. Despite the Turbo IV and V6 options to come in 1990, sales would drop dramatically; and by 1991, few Daytonas were leaving the showrooms.
| 1990: | Daytona, Daytona ES (w/wo Turbo), Daytona Shelby |
| Engines Offered: 1. 2.2 Liter 93hp 4cyl 2. Turbocharged 2.2 Liter 142hp 4cyl (Turbo 1) 3. 2.5 Liter 100hp 4 cyl (Base Production Engine) 4. Turbocharged 2.2 Liter Intercooled 174hp 4cyl (Turbo II) 5. Turbocharged 2.5 Liter 152hp 4cyl (Turbo 1) 6. Turbocharged 2.2 Liter VNT 174hp 4cyl (Turbo IV) 7. 3.0 Liter 141hp SOHC V6 |
- 1990 brought the choice of the popular 3.0 SOHC V-6 engine from Mitsubishi. This engine sold well. It was smooth and quiet under acceleration. Customers liked the idea of having a larger engine in a smaller car, even if it didn't have the horsepower of the turbo engines (which required premium fuel and more frequent oil changes).
- A sophisticated new variable nozzle turbo (VNT) intercooled 2.2 liter engine pumping out 174 HP was brought out. Zero to sixty times were just over 7 seconds, with better driveability due to reduced turbo lag. This engine was quickly dropped by Chrysler, citing turbo problems (although history has shown they were not a major problem with consumers). The VNTs are a rare find. Very few were produced. This engine included balanced shafts and was offered with the manual transmision only - both characteristics shared with the later (yes, later) Turbo III. The turbocharger was developed by Garrett, using - according to Bob Sheaves - technology from Chrysler’s turbine program.
- The manual transmission was upgraded for smoother shifting
- Standard driver's side airbag was added
- An electronically controlled suspension apparently became available. I have not seen any information that this option was actually produced. Chrysler photos showed it with three buttons on the center console. Let me know if you ever find one.
- ABS was offered on ES and Shelby models. Foglights were fitted into the front air dam on ES and Shelby models.
- The interior was completely changed to a cockpit wraparound style, with accented door panels. Cruise controls were located to the steering wheel and boost gauge was integrated into the tachometer. Customers and dealers alike loved it, with possible exclusion of the seats, which were not up to par with those of the 1980s.
- The Daytona body style is used for the first time in I.R.O.C. races, with 355 cid V8 engines.
| 1991: | Daytona, Daytona ES (w/wo Turbo), Daytona Shelby, Daytona IROC |
| Engines Offered: 1. 2.5 Liter 100hp 4 cyl (Base Production Engine) 2. Turbocharged 2.5 Liter 152hp 4cyl (Turbo 1) 3. 3.0 Liter 141hp SOHC V6 |
- The long lived 2.2 liter TBI powerplant was no longer available, but it was not missed much by dealers. The 2.5 had about the same gas mileage, but provided more power (especially on the low end) with less noise. Given the Daytona's weight and appearance, most believe it should have been standard from the start.
- The Shelby model is killed off in favor of the IROC, halfway through the year. The IROC is only available with the 2.5L Turbo or the V6.
- Last year to grab the C/S package.
- Sales plummeted from already-lower 1990 levels. Not even 20,000 Daytonas were sold.
| 1992: | Daytona, Daytona ES (w/wo Turbo), Daytona IROC, Daytona IROC R/T |
| Engines Offered: 1. 2.5 Liter 100hp 4 cyl (Base Production Engine) 2. Turbocharged 2.5 Liter 152hp 4cyl (Turbo 1) 3. 3.0 Liter 141hp SOHC V6 4. Turbocharged 2.2 Liter 224hp 4cyl (Turbo III) |
- This brought the second and final major exterior facelift for the Daytona. The pop-up headlights became a now more stylish wrap around version, the tail lights were redone slightly, new ground effects, and new Dodge 'bulls-eye' grill was added.
- Anti-lock brakes became available on ES and IROC models.
- This
is the first full year of production for the IROC and IROC
R/T. The IROC came with the 3.0L V6 standard and 2.5L Turbo
(rare!) as an option. The R/T was the real performer, with a 224 HP
intercooled twin cam 2.2 Turbo III engine only (this engine was shared only with the Spirit R/T in the US). Speed topped
out at around 150 and 0-60 in around 6 seconds. Lotus developed the
heads for this beast, which holds the claim for the most horsepower per
cubic inch than any Chrysler engine in history!
- About 250-300 R/Ts were made in 1992. About 50% Red, 25% Black, 25% White.
- Click here for directions on centerlining the Turbo III cam (R/T).
- The Daytona IROC racing bodies were well liked by the IROC drivers, but had been modified to contain 355 cubic inch V-8 engines. Although, Mopar Performance did make a rear wheel drive conversion kit for drag racers and do-it-yourselfers (Part #P4529533, List price $975).
- Despite the incredible power and speed of Daytona R/T - which was barely marketed and remains almost unknown outside hard-core Mopar circles - sales dropped about as far sa they could. Fewer than 11,000 Daytonas were sold, and they could hardly have been profitable with so many options and varieties at that level of production.
| 1993: | Daytona, Daytona ES (w/wo Turbo), Daytona IROC, Daytona IROC R/T |
| Engines Offered: 1. 2.5 Liter 100hp 4 cyl (Base Production Engine) 2. Turbocharged 2.5 Liter 152hp 4cyl (Turbo 1) 3. 3.0 Liter 141hp SOHC V6 4. Turbocharged 2.2 Liter 224hp 4cyl (Turbo III) |
- ABS became available on the base model, and air conditioning became standard. The base IROC model with turbo was no longer available.
- The IROC R/T came in Emerald Green and Electric Blue; less than ten were made in electric blue! Only about 180 R/Ts were made in 1993, the last year the Daytona was used in I.R.O.C. races.
- The Mitsubishi-designed Dodge Avenger replaced the Daytona; though also a very low seller, the Avenger at least beat the Daytona’s final 9,062 sales figure, and even if it didn’t, the Mitsubishi Eclipse version was also sold, allowing for economies of scale. With just over nine thousand Daytonas sold, one wonders how much Chrysler was losing on each one, given the four engine choices and various option packages.
Pictures and Graphics
Chrysler Ads/ Propaganda/Magazine Covers:
Laser: Pacifica Daytona: Base Daytona: ES/Sport Daytona: IROC Daytona: IROC R/T Daytona: | CS, Shelby, Shelby Z, and Turbo Z Daytona:
1985 Turbo Z and its Dash 1986 Turbo Z 1987 Shelby Z 1988 Shelby Z 2 89? Shelby Z's (Red and White) 1990 Shelby 1990 Shelby VNT 1991 Shelby 88? Shelby Z? (White) Engines: Wheels |
Dodge Daytona handling
Typical front wheel drive handling problems (torque steer, understeer) were countered with better than average success. The stiffer suspension assemblies in the C/S and Shelby editions were a large improvement. If you can locate these as parts cars, they are a real find.
The rigid rear axle means that at higher speeds the rear end will tend to become very light and hard to control (about 61/39 weight distribution depending on engine). The frame of the Daytona was never updated from 1984 and rigidity should be increased by owners with improvements later on this page. Steering is overall quite good, and the later version of the steering was used in the development of the Prowler.
[Added by webmaster] Bob O'Neil wrote: "Energy Suspensions offer urethane bushings for the Daytona as well as other cars. These are very low cost."
[Added by webmaster] Stefan P. Mullikin wrote this guide to Shelby Daytona springs and EEK / Daytona suspensions in general:
The front Konis have adjustment settings accessible from the top with a small screw driver. The rear unfortunately are only adjustable by compressing the strut and turning the housing. Generally I find that you don't need to adjust them very much as the middle setting seems pretty good all around. For track days and the like, just adjust them up while you're performing the typical routine maintenance one would do before hitting the track (checking for loose items, broken wiring, leaks, bleeding brakes, changing oil, etc)
You can probably "fix" the height difference front to rear with some spacers on the rear springs. Not ideal, but easier than adding jack screws to the rear perches (similar to NASCAR racers since their spring setup is similar to ours as its separate from the shock)
The Shadows, Daytonas, Lebarons, Lancers, etc share their suspension with the K-car so they can all use the same struts, springs, sway bars, cross members, etc. So the spring's measurements should be similar. The differences being free length and wire diameter (which determines height and stiffness) If you search the archives you'll might find the actual rates of the Eibach spring kits. I do know that the Shadow kit has a higher rate spring (280lb/in on the front if I remember correctly) Not sure of the free length difference between the two of them.
Independent rear suspension for the K-car would be plausible, but the gains would be unknown as the real issue is really with the front. Horrible camber curves, binding sway bars and control arm bushings, bump steer, lots of soft rubber to eliminate any hope of maintaining what little geometry you have, etc. The later model k-members help alleviate some of that, but it's still a strut front end and it will always have that as its main Achilles heal.
The best things you can do is to eliminate the bump steer with rack spacers. Reduce the sway bar's binding by either running a Quickor end link bar (better but not perfect) or running a custom unit that is mounted to the front core support. The idea is that the sway bar is only active during chassis roll, not during bounce or rebound (i.e. it would be nice to be able to move the control arms by hand with or without the sway bar attached)
Once the above has been done, the car won't pull much more lateral grip than before, but it will be much more repeatable. So when you turn into a corner, you should be able to the set the wheel into position and assuming you're driving relatively well you shouldn't move the wheel until you exit. Stock, you typically have to adjust the wheel a little while the suspension compresses. This makes predicting how quickly you can go through some corners difficult because they may have bumps in them that upset the suspension (and therefore the driver, heh).
On the rear the issues are typical trailing arm/solid axle issues. It's very similar to the rear suspension under a NASCAR vehicle only we don't have power transmitting through it so that eliminates that issue (at least its not as bad as a stock Mustang rear suspension) Specifically the change in wheel base as the suspension moves up and down among others. Chrysler also adds a neat element where the rear locating bar moves the suspension laterally as the trailing arm moves up and down. Sort of a rear steer solution only it works when you compress enough of the stock soft rubber bushings and flexible rear arm to make a noticeable difference. Since it's also a solid axle setup the standard solid axle solutions apply quite nicely. Watts linkage, mumford links, etc. Specifically look at some of the solutions that the Lotus Super Seven clone builders are implementing.
If you have your heart set on independent rear suspension, I'd look at a De Dion solution (modified solid axle setup, used on some Alfa Romeo's, etc.) that would probably be a little easier to implement since it shouldn't take up much more room than the stock rear axle solution. Next up would be to troll the local U-Pull-it type yards with a tape measure and find a suitable candidate. A completely removable sub frame would be easier to work with (Miatas and 2nd gen RX-7s come to mind) along with similar rear track and control arm length to the front suspension would help keep both ends working together. Though Bill Cultitta mentioned that the Stratus rear suspension would be a good solution since it's a little beefier than the Neon pieces and it should be 5x100.
Recalls
The latest recall information is at your local Dodge dealer. Or go to the National Highway and Traffic Safety Administration's web page. Here are the notices I know of:
1984: Hood latch system has integrity problems. Hood may open while in motion.
1985:
- An engine compartment fuel hose routed to the fuel system pressure regulator may have an inadequately tightened hose clamp.
- Fuel leakage may occur in low ambient temperature operation at connections of an engine aompartment fuel supply hose to the pressure regulator.
- Driver's seat frame may experience fatigue at one (front/outboard) of its four attachments.
1986:
- Battery cap vents may be obstructed. May cause gas or acid leak or eruption.
- Fuel leakage may occur in low ambient temperature operation at connections of an engine aompartment fuel supply hose to the pressure regulator.
1987: Fuel leakage may occur in low ambient temperature operation at connections of an engine aompartment fuel supply hose to the pressure regulator.
1989:
- Engine valve cover gasket may dislocate, allowing oil to leak increasing risk of fire.
- The bonded disc brake linings may seperate from the shoes due to a bonding deficiency which may allow corrosion degradation of the bond attachment.
1990:
- Air bag inflator module may have been manufactured incorrectly, bag may not inflate in crash. [Models with gray interior]
- Engine valve cover gasket may dislocate, allowing oil to leak increasing risk of fire.
1991:
- Front disc brake caliper pin may fail, reducing brake effectiveness; Mismatched parking brake cable may allow car to roll.
- Incorrect tire pressure placard installed on some vehicles.
- Mismatched parking brake cable lengths to the rear wheels reduces braking ability of one of the rear wheels, in violation of FMVSS 105.
- The owner's manual incorrectly states that the front passenger door cannot be opened from the inside if the door is locked until the lock control handle has been pulled up.
1992:
- Steering column shaft bolt may fail, resulting in loss of steering control.
- The welding attachments of the front frame rails to the floor pan shhet metal may not be properly welded.
1993: The welding attachments of the front frame rails to the floor pan sheet metal may not be properly welded.
Performance upgrades
Typical path to upgrading your front wheel Drive Mopar:
1. General Tune Up:
Engine, Tranny, and Suspension. DO THIS BEFORE DOING ANYTHING ELSE!
Grab your owner's manual and look up what routine maintenance needs to
be performed on your vehicle based on its mileage. So many people dump
hundreds of dollars into 'performance' upgrades, and neglect the fact
that the car has bald tires, the timing is off, and the struts are shot.
2. Increase Air flow: Your engine runs on air and gasoline. The general rule of thumb is if you can get more these into and out of the engine faster then you will get more performance (of course there are exceptions). High flow exhaust, intake, headers, carbs/throttle body, air cleaner, new/bigger turbo.
3. Increase Spark: Performance igniton/spark control, Hi flow plug wires, good plugs, new/clean distributor, inspect charging system.
4. Increase Fuel Intake: Performance fuel pump, Carbs (jets), Performance fuel injectors, Hi-flow fuel filter.
**Note: All of these things can be done without tearing down the engine. Each one makes a good weekend project. After you have considered them all, then think about internal engine upgrades like cams, pistons, and a general overhaul.**
**Note: Thinking Big Block? Mopar Performance makes a rear wheel drive conversion kit (Part #P4529533) and 4.5" bolt circle steering knuckle kit (Part #P4529329). Good Luck!
Part Sources
2.2 and 2.5 carbureted and fuel injected Engine Upgrades
Allpar has a page dedicated to the 2.2/2.5 TBI and another to 2.5 Specs.
Your number one source for performance engine upgrades should be Mopar Performance. Their catalog is available from most Dodge dealers for $5. They have an extensive inventory of 2.2 performance engine computers, heads, cams, turbos and accessories far too large to get into here. The also have a great book called "2.2/2.5 FWD Speed Secrets and Racing Modifications." If you have a 2.2 or 2.5, get the book, it's the bible on performance engine parts.
Your second source will probably be Forward Motion. They carry Mopar Performance parts as well as their own line of custom engine parts. A mail order catalog is available. LRE (Lambros Race Engineering) also has an outstanding selection of mail order engine, suspension, brake, fuel, and other high performance accesories.
3.0 Engine Upgrades
Allpar has a 3.0 Liter performance page (including instructions an building a Ram Air kit) and a page instructing you on how to go about fixing the leaky valve seals that plague many of these engines.
Make sure you sure you have a 52mm throttle body on your 3.0 Liter (only 1987's got it), others were reduced to 46mm. If so, buy an aftermarket T.B. or visit the scrapyard for the larger 52mm. It makes a big difference in throttle response. You'll need a new gasket and will have to plug one port.
The only source I have found for any performance engine parts is Forward Motion. (see above). They offer an underdrive pulley that I have seen no where else.
K&N does make a nice air filter (yes, cone filters can be made to fit) and Dynomax makes extra big exhaust for the 3.0 Liter also that has been well recieved.
Suspension Upgrades:
Go to Allpar's FWD handling modification page
or try these suppliers:
Mopar Performance , Forward Motion, Monroe, Eibach, LRE
Dodge Daytona maintenance
Turbo engines traditionally have required much more maintenance over the years than the non-turbos. The 2.2 blocks themselves were extremely solid engines. Good sources of info for maintenance are:
Troubleshooting: see the Chrylser FAQ.
Technical Service Bulletins :These are bulletins published by Chrysler that warn and instruct mechanics of common problems when working on specific vehicles. They are available to the public and are extremely helpful the backyard mechanic.
Computer Codes: Most people never even check these and it is such an easy way to troubleshoot your engine. On 1983-90 Chrysler cars turn the ignition ON-OFF-ON-OFF-ON within 5 seconds (do not start the engine) and the engine light will light for 2 seconds and then start flashing 2 digit engine codes. These codes can be extremely helpful, and most parts shops will give you lists of the code numbers and what they mean.
Chrysler Manuals: Chrysler service manuals, training videos, Technical Service Bulletins, supplemental manuals, and owner's manuals are available from Chrysler's publisher, Tech Authority. They can be reached at 1-800-626-1523 and have VERY reasonable prices. For example, I bought a full Chrysler shop supplement manual for disassembling a 3.0L V6 for under $10.
Also: 1-800-890-4038 for Chrysler service manuals and 1-800-346-4696 for the Chrysler Catalog Center (other docs)
Movies and TV
Tom Powell wrote: On the TV show Hunter, DeeDee McCall drives several Dodge Daytonas. I have noticed a garnet red / radiant silver 1984 and 1985 Turbo Z (early shows have the 4 lug rims, later epsiodes have 5 lug). Later in the show she had a flash red Daytona Shelby Z with t-tops and black rims (not factory). There is also an odd car; it has the Shelby Z body, with the Turbo Z seats and door panels, as they were updated and changed on the Shelby Z...it was probably made by Chrysler before all the final changes to the two Daytonas. In later episodes, the car is correctly badged and optioned as a Shelby Z.
The Wraith featured Dodge Daytonas; the Blair Witch Project featured a Daytona; and Frank Sinatra passed a Corvette at over 120 mph using a Daytona or Laser in Cannonball Run.
Buying and Pricing
The V6 models typically command a higher price. The IROC R/T (with 2.2 Turbo III) is the only model seen as a real collector's item. The base IROC model is nothing but a sticker package, don't be fooled! A small group of collectors will stay pay a good price for a well maintained Turbo Z.
Dodge Daytona specifications
| Model/Spec | |||
| Base Price: | |||
| Bore x Stroke, in/mm: | |||
| Displacement ci/cc: | |||
| Compression ratio: | |||
| Valve gear: | |||
| Fuel System: | |||
| HP SAE net: | |||
| Torque lb/ft SAE net: | |||
| Redline rpm: | |||
| Curb weight (lbs): | |||
| 0-60 mph (secs): |
VIN Decoding
Only options available for the Daytona and Laser are listed to save space. Sorry, I don't have info on 91 -94 models, but I am guessing much of it is the same. Note that for convenience some engine codes may be listed even though the engines were not used in a given year.
