Thanks for visiting my newest Spirit R/T page.                                                                                               For those unfamiliar with the Dodge Spirit R/T, these were built by Dodge to compete with the SHO Taurus and Pontiacs Grand Prix STE.  In 1991 and 1992, Dodge built less than 1500 total production, all with 5 speed Getrag transmissions and all with the turbo III motor, DOHC, intercooled at 224HP from the factory.  Quarter mile times were from 14.2 to 14.6 compared in 3 car mags that tested them in early production.  Not bad for a 4 door grocery getter that still gets 33 MPG Hwy!

I purchased this car from and credit it's upgrades and power to Larry Joliffe. He did a great job on this beauty. All of the pictures as well as the commentary came from Larry. I'll post some of my own pictures and of course my comments and opinions once I get a chance to know the car better! ;-)
__________ ___Larry also reminds me that this 1991 Spirit R/T "4SFED-4" ran 12.3 @ 117 with 368 dyno whp. Since then it's been boosted to 500 whp/514 ft lb. Faster times are definitely in my future!

As quoted from Larry "As many people know, the car has dynoed over 500 whp on a Dynojet on pump gas with the alkycontrol.com kit.

This number was achieved with a 30-31 psi boost spike falling to 27 psi or so. (I didnt find out that the actuator can was too weak until after leaving the dyno. Ive since stiffened it up, so boost should hold 30+ psi all the way out.) The turbo can do more if one desires (and has the guts). This was enough for me as it blows the drag radials away from a 3rd gear roll and leaves long twin black patches on the road even at 90 mph."

Under the hood is where most of the effort shows. Engine: The engine has been freshly rebuilt (about 2000 miles ago) using new rods and new stock forged Mahle pistons and factory rings. New main and rod bearings were also obviously installed. The crank as cut 0.010" / 0.010". The bores are stock sized and have not been overbored. The car has stock intake and exhaust manifolds. The exhaust consists of a 2.75" downpipe at the turbo exit after which it flares to a 3" system until the driver side exit. The factory PCV system has been removed in favor of a vented catch can.

The transmission is a stock A568 with a Relentless Racing 4 puck copper/ceramic disk paired to an OEM TIII pressure plate. It has held 500+ whp and 500+ ft lb.

The turbo is a Precision SC6152S which is rated at 710 crank hp according to the vendor. It is comprised of a Garrett GT40 56 trim (also called the GT35R) compressor installed in a TO4S 0.70 A/R ported shroud (anti surge) housing. The turbine side consists of a Garrett T350 (also called T3 Stage 5) wheel in a Precision 0.63 A/R housing with an internal wastegate.

The lag on the turbo is actually not all that bad. When I datalogged MAP voltage vs rpm, I saw that the 3 bar MAP sensor was pegged at 4400 rpm. So, that means boost passed 29 psi by then :D So, for this size turbo, the lag really isnt all that bad. In short, if you at anything over about 3500-3600 rpm and you hit it, the car will take off quite quickly. If you are over 4000 rpm and hit it, the boost ramp up is instantaneous. The engine rev limit is 7500 rpm, with a "soft" limiter at 7200 rpm so theres a pretty good powerband available.

The intercooler is a Relentless Racing 3 core intercooler with cast 90 degree inlet and outlets and is front mounted.