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D100 Turbo Pet Project

Discussion in 'Classic Dodge Trucks - Pre 1981' started by K-Note72, Aug 15, 2017.

  1. 7mopar

    7moparWell-Known Member

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    Your 5.2 91 Dakota is a roller cam engine. Illuminates the need for special oils or additives. Great to know these came with the 518 trans.
    If your going to rebuild for the turbo this is the way I would go. Would eliminate a lot of special parts.
     
  2. 65 sporty

    65 sportyWell-Known Member

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    With the GM 3.8 what parts would you be using, injectors only?
     
  3. K-Note72

    K-Note72Active Member

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    I'd be using the ecu, throttle body, injectors, and a couple other smaller parts. Something like the fuel rail I'd have to fabricate.

    Yep, the LA's were roller engines after '87.

    Yeah I thought OD on these was pretty nifty, although I never really got a reason to use it.
     
  4. 65 sporty

    65 sportyWell-Known Member

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    What year 3.8? You will have the same problems as the Jeep computer, the 3.8 uses a crank sensor behind the harmonic balancer and a cam sensor that reads off the cam gear. It needs both for fuel injection, after 88 they are sequential.
     
  5. K-Note72

    K-Note72Active Member

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    I'm pretty sure the 3.8 would be from an '82-'85. I'm mostly following this article DeBiase EFI text blocks 7-9 explain adapting the injection setup. According to him, the earlier systems are batch-fired while the 86 and later are sequential, and with the batch-fired you only need to know engine RPM (it's with the sequential that you need the cam sensor)
     
    Last edited: Sep 9, 2017
  6. 65 sporty

    65 sportyWell-Known Member

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    Good read, I forgot about the early distributor engines with injection and yes it is batch fire. The only issue is the Bosch wanna be GM MAF sensor they had a high failure rate. True Bosch parts are good the GM designed one not so much. Like he said in the article you can put it on smaller engines also because GM made a 3.0 Buick 6 also. It sounds like this is a great swap you just need to some junkyard crawling. But I always enjoy that.
     
  7. K-Note72

    K-Note72Active Member

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    I have time, and unlike many of my generation, I'm not afraid to get dirty!
     
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    • K-Note72

      K-Note72Active Member

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      So it's been a while since I opened this thread, but here's an update:

      I was finally able to nail down and start one of my projects, and after consideration, if I do finally manage to move forward with a D100 project it'd be with a 5.2 and not a slant. Preferably, once my Dakota wears out I'd rebuild the engine and trans and move both over to the D100 (think someone said modding would be needed for the 518 to fit).

      About a month ago my nephew links me to a craigslist ad for a 72 Demon, the car I've been after for some time. $1500 for a mostly-solid body and some upgrade parts already installed, this was the only Demon listed in the whole northwest that was solid and within my price range. A couple weeks ago, I pulled the trigger and got it. I first had to figure out logistics to get it home, it was over in Boise about 450 miles away. Having a hauler service ship it would've pushed my price range a bit. None of my friends with diesel pickups were available. Turns out, I had to look no further than the Dakota in the driveway. Luckily, it came factory with the "tow haul package", radiator trans cooler and a class 3 support in the bumper for a dropdown receiver to bolt to, just enough weight limit for the car on a uhaul dolly. I still did some preventative prep: full fluid check/change, secondary trans cooler, trans fluid change (old stuff was still red, no burnt smell and no gunk/shavings, all good signs). Took the hwy20 route, cut the trip by a few hours (at least) but meant I was subject to the steep eastern oregon grades. With OD off it handled all but a couple long steep ones, had to stop and let it cool down (combination of gunked up radiator and cracked ring on #8). Trans however had no problems, thanks to the 2nd trans cooler. Once I was past the grades, on flat desert and cruising, the OD had no problem taking over. Averaged 11mpg the whole way back, sounds about right for towing.

      Between Bend and Burns
      Resized_20170916_062422.jpeg

      At Juntura before dropping down thru the canyons toward Ontario
      Resized_20170916_100958.jpeg

      On the way back, west of Ontario before coming back up the canyon
      20170916_164920.jpg

      Finally home, in the garage
      20170917_015647.jpg

      Though the car is off to a good start with brake and suspension upgrades, it has a slant and 904 and those will definitely be swapped.
      20170918_010809.jpg

      I figure I can sell the 904 and maybe keep the slant for a tertiary project, but for a D100 I'll just carry over the combo from my Dakota. I drove it around a bit, and seeing how it drives I kinda came to my senses on trying to use it in a tow-capable pickup. Plus I kinda have some sentimental value with my Dakota, it was my first rig and even as tired as it is it dragged a car home all the way from Boise, so it'd be nice to carry on the block and powertrain whenever a D100 project gets underway. Figure it could do with a rebuild, new radiator with an electric fan upgrade, trans shift kit (and lockup converter if it doesn't already have one).
       
      Last edited: Oct 3, 2017
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      • 7mopar

        7moparWell-Known Member

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        Do not remember if your d100 is a manual or automatic trans truck.
        We have put a d150 automatic cab on a 4 wheel drive chassis. Used a 2" body lift and only had to cut a hole in the floor for the transfer case shifter. If this is 2 wheel to 2 wheel the floor will need no alterations.
         
      • K-Note72

        K-Note72Active Member

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        It's a 4x4 auto, which is where I believe someone said the floor will need to be altered. My nephew did however mention the chassis swap was an option IF the D100 fit in the Dakota chassis (I may look into that)
         
      • 7mopar

        7moparWell-Known Member

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        Suspension on the Dakota is not wide enough. It accepets the older narrow cabs.
         
      • K-Note72

        K-Note72Active Member

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        So then frame swap is not an option. Well unless I come across one of the few 4x4 models and opt for that, I'll have to either:
        • Mod the trans tunnel
        • Try to change out the transfer case (if possible)
        • Go with a 2wd 518
         
      • 7mopar

        7moparWell-Known Member

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        I have not seen a 518 4 wheel drive trans as yet. Do they have a shorter tailshaft like the 727 four wheel and big truck tans? If it has a shorter tail housing will the drive shaft slip yoke slide on the shaft and the seal still work?
        If it does maybe a 2 piece shaft would work with the 4 wheel trans.
         
      • 7mopar

        7moparWell-Known Member

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        A two wheel 518 total length is supposed to be 38".
         
      • K-Note72

        K-Note72Active Member

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        I'm not sure, I'd have to crawl under and try to get an approx. measurement
         
      • K-Note72

        K-Note72Active Member

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        So I crawled under the Dakota to get that trans length, albeit approximate.

        From what I saw, 17.5" from tip of tailshaft to where the transfer case bolts to the trans, and 48" or 49" overall trans + transfer case

        A518/727 Length - Dodge Ram, Ramcharger, Cummins, Jeep, Durango, Power Wagon, Trailduster, all Mopar Truck & SUV Owners. Dodgeram according to these guys, a518 4x4 trans body is 31.25", adding in approx ~17.5" for the transfer case that comes to 48.75" which is in the ballpark of my measurement.