some interesting stuff: http://www.mopar.com/street/products_srt4_stage2.htm

IC sprayers, boost controllers, etc all on one switchplate.

interestingly enough, I discovered my Daytona has a passage through the Garrett turbo bearing housing for coolant. While the coolant doesn't contribute much to cooling the turbo while the engine is running (coolant temperatures are typically higher than oil temperatures), it does do the turbo a great service when the engine is shut off. As the oil drains away and the heat begins transferring to the bearing housing, the coolant in the housing boils. Since the coolant outlet is on top and the inlet on the bottom of the bearing housing, the result is a convection system that allows the boiling coolant to exit the housing out the top while new coolant flows in through the bottom. No need for a turbo timer - just shut the car off and walk away.

Are any 1st gen turbo owners using a similar setup, or have most gone with timers?

 

That has to be the most awesome setup I've ever heard. I'm surprised Dodge/Chrysler ran it. As far as I knew the only decent Daytona was the Shelby Charger variant.

 

yeah, well the car has its problems too. The factory exhaust manifold is an unequal-length runner log with a 90 degree bend right before the turbo. Swapping it out for an equal length header with soft bends adds a bit of oomph.

Actually for a pisst-on engine the thing is pretty moddable on a budget. Just advancing the timing from 12 degrees stock to 14-15 degrees increased my fuel economy while giving the engine all kinds of butt-dyno measurable power.

Can't wait to get Carmen on the road for smooth rotary power this summer, but in the meantime the turbo is fun.