The Mopar 2.2 Liter Turbo Engine
Introduction
The 2.2 is one of the most reliable four-cylinder engines ever made, and in all its forms, from under 84 hp to 224 hp, was a long-lasting sturdy piece of equipment (if you were willing to pay for the occassional head gasket). Its ability to withstand the Turbo III setup is certainly testament to a fine design. The high torque of the 2.2 turbos sets it apart from many competing engines; certainly, a 150 hp 2.2 turbo is more powerful overall than a 160 hp Civic engine!
Turbocharged versions always had multiple-port fuel injection in the US, though we've heard of throttle-body versions in Mexico from two different sources.
There were four distinct turbo setups, and though Mopar fans usually refer to them in this manner, they are generally listed in reference guides as the turbo (I), intercooled turbo (II), DOHC or 16 valve turbo (III), and VNT turbo (IV). In each case, the turbochargers and fuel injection systems were computer controlled by an adaptive logic module that could compensate for changes in operating conditions (including altitude changes). In 1986, fuel injection systems were controlled by a pair of computers, the Logic Module and Power Module; the logic module controlled ignition timing, the air/fuel ratio, emissions control devices, and idle speed, while the power module translated the logic module's demands for air/fuel ratios and timing into signals sent to the fuel injector (altering the length of its pulse) and the distributor. Input from the knock sensor allowed the computers to retard timing as needed to avoid damage to the engine with (for example) low-octane fuel (on turbocharged engines, engine knocking was dealt with both by reducing boost and by retarding timing for the knocking cylinder — and only that cylinder). The logic module was adaptive — it could compensate for changes in operating conditions, including altitude changes (this had been introudced in 1982).
Stefan Mullikin noted:
The boost level is based off of the volume of exhaust the engine produces. The more load, the more exhaust volume is produced the more quickly the paddle wheel gets turned the more boost gets created. Depending on what the various sensors are reporting, the computer decides whether the wastegate lever is open or closed.
The stock ECU is rather sophisticated, it monitors the oxygen, coolant, manifold pressure and throttle position sensors, battery and intake temperatures, A/C relay, Engine RPM, knock sensor and vehicle speed, etc to determine what values to use to control the engine. It varies when the fan comes on by monitoring the speed sensor and the coolant sensor.
There is a sensor the engine uses for determining the amount of vacuum or boost in the intake system. Its called the Manifold Absolute Pressure Sensor (MAP) The computer monitors it very closely, it also uses it to determine the barometric pressure of the ambient air (the slight miss at idle you might notice) it does this by briefly opening the MAP sensor to ambient air using the Baro-read solenoid.
Granted, the stock ECU does limit boost at low speed/throttle opening on many models to preserve the transaxle for the duration of the warranty (the 86/87 Shelby GLH-S for one) but there's not a load sensor as such.
The computer controlled boost (air pressure coming out of the turbocharger) via the wastegate, which opened to allow exhaust gases to power the turbocharger. The system allowed overboost during “snap acceleration” for up to ten seconds, and generally tried to keep a balance between engine responsiveness and gas mileage/engine life.
The turbocharger itself was cooled partly by the fresh oil circulated through its bearings, partly through a water jacket around the bearings and turbocharger itself, and partly through the air flowing through the engine compartment.
One interesting tidbit is that the 2.2 was never designed for a turbo, according to Chrysler engineer Pete Hagenbuch; but its durability must have made engineers happy when they chose to force the air in.
No, the 2.2 was not designed for a turbo. Turbos are for racing. Too much heat for normal driving. We should have gone with that Eaton Rootes-type supercharger. I begged for a test cell and six months to produce something that would counter the high friction and make decent economy. Nope, they were fixated on the turbo. After all, it was good enough for Formula 1.
We learned a lot about turbocharging and, yes, the 2.2 responded to everything we did. The 1988 version with the longer branch tuned intake manifold was the best. I was driving an 88 Daytona when I retired. The Turbo IV, with Garrett's switch-the-pitch turbine, was a bear, but I understand the thing froze up with a little carbon buildup.
The best turbo was the 1987 Indy Pace Car. My right-hand-man, Dick Winkles, had a ball at Indy. All the drivers wanted a drive in it. And they loved it..! Of course it wasn't sellable. Oh, yeah, it was a LeBaron convertible.
What Chrysler said about their engines in 1988
A small, stainless steel turbine wheel, in a housing which is bolted to the exhaust manifold, is driven at tremendously high speeds by hot exhaust gases and it rotates a small aluminum compressor on the other end of the same drive shaft. The compressor is located ahead of the intake manifold where it rams air-fuel mixtures into the combustion chambers under pressure to produce greater power in each cylinder when the spark plug fires.
For 1988, the turbocharger on the Turbo I engine is smaller and has less rotating inertia to overcome, thus achieving faster throttle response.
The single-module engine controller continuously monitors eight parameters in order to maintain the proper boost level and fuel-air ratio under all engine operating conditions. If the boost pressure were not limited, the engine would be subjected to higher pressures and higher temperatures than the engine could tolerate. The maximum boost level is physically controlled by a wastegate which is a valve that permits some of the exhaust gases to bypass the turbine wheel. This regulates the turbine and in turn the air compressor, thus preventing unwanted air flow into the engine. Controlled transient overboost is permitted during snap acceleration for up to 10 seconds.
The wastegate actuator solenoid is located in the pressure signal line leading from the turbocharger to the wastegate actuator. This solenoid receives a signal from the computer and, in turn, controls the position of the wastegate through the actuator.
A new wastegate power source is used for 1988-pressurized air from the turbocharger instead of manifold vacuum. This allows for a leaner fuel mixture and increased spark advance which enhances fuel economy.
The various turbocharged engine types
Turbo I
The most common, and generated a respectable 142 hp (better than the 3.0 V6, or, for that matter, the late-80s 318). It was relatively reliable and had good fuel economy. The turbo was quite well suited for the 2.2, which had good low end torque but did not breathe well at higher rpms; the turbo evened it out nicely. (142-150 hp depending on application)
Turbo II
The next most common; it was similar but had an intercooler, forged crank, and other performance touches, including a heavy duty transmission. An astounding 174 hp came from this reliable engine - not bad considering the original was only 93 hp. This wasn't a Honda Civic 174 hp, either - it came with 200 lb-ft of torque! You can approximate a Turbo II by adding an intercooler to a Turbo I.
Turbo III
Quite rare, and was used only on the Spirit R/T from 1991 to 1992 and in the and Daytona IROC R/T from 1992 to 1993 (except in Mexico). Generating 224 hp from 2.2 liters, this engine was a thrill to drive, but finding parts is difficult. The heads were designed by Lotus, and frequent timing belt replacement is a problem unless replacement instructions are followed to the letter. The Turbo III was a DOHC engine with distributorless ignition and four valves per cylinder. If you buy one of these, try to have another car to drive in case of emergencies.
One Chrysler engineer wrote: “Incredible engine, not many left around here, but lots still in Mexico. Heads cracked in the 1991 version because some dummy decided to use cast iron plugs in the water jacket holes instead of aluminum. Ya send these kids to college, and they still don't know that metals don't all expand at the same rate and something's gotta give.”
Michael Royce, of Lotus Engineering, wrote that development of the Turbo III (designated the A-522) started with a contract signed on March 1, 1985, by Bob Sinclair (Chrysler VP of Engineering) and Mike Kimberley (Managing Director of Lotus Cars Ltd). Royce was the program manager on all three of Chrysler’s programs with Lotus Engineering (the other two are described later.) He noted that the problem with timing belts was that:
The timing belt tension had to be set so high to overcome "tow roping" of the timing belt, i.e. the timing belt going into negative tension. Tow roping is a belt killer. We found that this problem was caused by the extremely low valvetrain friction from using roller rockers combined with the DOHC set up. As soon as an exhaust valve rocker goes over the nose of the camshaft, there is no friction to slow it down and it tries to close the valve even faster, causing the exhaust cam sprocket to rotate clockwise faster and decrease the tension in the belt span between the sprockets. With a bucket tappet, which is used on most DOHC 4 cylinders, there is friction. On the 8 valve SOHC engine, there is an intake lobe on the same camshaft coming up to help out! So we had to crank up the initial belt tension to solve the problem.
An automatic belt tensioner would probably have helped. However, belt life is probably improved if people watch their belt tension and keep it within spec.
Click here for directions on centerlining the Turbo III cam (you'll need them!).
See our Spirit R/T page for more details on this engine.
Turbo IV
Even more rare; this engine used variable-nozzle technology (VNT) to increase boost at lower rpms, and made 174 useful horsepower. Torque was relatively high (225 lb-ft rather than 200 in the Turbo II). This may not have been an especially reliable engine. It was used in the CSX.
Lotus Engineering and “what might have been”
Lotus’ Michael Royce wrote:
On March 1st 1985, Bob Sinclair, the Chrysler VP of Engineering, and Mike Kimberley, The Managing Director of Lotus Cars Ltd, signed a contract for three inter-related programs:
- A 2.5L Naturally Aspirated 16 Valve Engine (program A-516)
- A 2.2L turbocharged Intercooled 16 Valve Engine (program A-522),
- A 4 Wheel Drive System (Vehicle) for the G-24 Daytona using the 2.2L Turbo (program A-544).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 last example I know of was in a P-Body with a manual trans with the emissions people out at the Chelsea PG about 15 years ago.
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. Doug Shepherd, our esteemed rally driver and DC exec., when he drove one during some Goodyear tire evaluations at Chelsea, said "it needed much more power!"
The Turbo II program continued with the objective of putting it into the Shelby CSX, and we even got so far as to facilitize the Saltillo Engine Plant to build the engine for Shelby in about 1989. I have forgotten what
caused it to be cancelled, as about that time I handed the program over to another program manager, Greg Boznyck. But the engine did make it into production in the 1991 Spirit.
Performance and other issues
See our interview with engine designer Pete Hagenbuch , which covers the 2.2 turbos and other topics.
See our interview with engine tuner Mike Holler, who details a cost-effective 2.2 turbo buildup.
Maurice Barrett wrote: "The only thing that really holds most of the 2.2/2.5s back is the 8 valve SOHC design, which is why a lot of turbo Dodge people run high boost levels. While this is a disadvantage for many there are also the TIII 2.2 DOHC 16v Turbos which have a Lotus designed cylinder head and the Masarati 2.2 16v. Unfortunately these are harder to find and parts are expensive. The other alternative is mating the Neon DOHC head to the 2.2/2.5 block, which has been done by a few people already. No matter which way you go though you are still using Mopar parts which is kind of interesting and unique.
"But what really makes turbo Dodges so much faster than other turbo cars is that we are the underdogs or often overlooked. It seems to me that most people don't realize how fast these cars can be made and how cheap they can be had. Generally speaking your average Joe in the Mustang, or Camaro, or Integra, or whatever isn't going to realize what hit them until after its over, and even then they don't want to acknowledge the facts. If you didn't know much about cars, would you be more intimidated by a Spirit R/T, or a Talon TSi?"
We have a small page on turbo bleeds - a very inexpensive way to greatly enhance the power of the turbocharger. In addition, for those troubleshooting their systems, we have a page on turbo boost spiking and boost creep. Meanwhile, acarplace has an interview with a Garrett turbocharger engineer.
General 2.2 and 2.5 stuff
There are several different 2.2 blocks. They feature siamesed cylinder bores, a short crankcase skirt, and partialopen deck; it was designed to be machined by milling to achieve lighter weight, but uses a cast iron (rather than aluminum) block because aluminum technology at the time was not what it is now. The oil pump is mounted internally. Turbo blocks weigh about 90 lb. Pistons are aluminum with steel struts, and rings are iron. Different years and engines (e.g. turbo I, turbo II) used different pistons.
2.2 liter engines are all noninterference designs, so they generally are not damaged when the timing belt breaks. Turbo III owners generally know this from experience.
Funny noises
David Reynolds wrote: I think there are three common causes of the [clacking] noise: wrist pins, piston slap, and valve train noise. It's seems possible that T2s, with floating wrist pins, might suffer less than the others from wrist pin noise. My CSX is quiet (well, it doesn't rattle like that), but it's only got 12K miles or so on a rebuild, and it's not a "true" T2, anyway.
Jeff Chojnacki wrote: Stock pistons/wrist pins are famous for making the clacking sound. My Shelby Z has over 143K miles on it and has been making the clacking sound for some time now. However it is not as loud as I've heard in many T1s. Fortunately, a motor can run with the clacking for a long long time without damage. Not like a rod knock or detonation.
Radiators
Wes Grueninger said: Almost all radiators used with nonintercooled 2.2s, carbed, TBI, or T1, are identical in dimension, regardless of body style. They have a 22-1/4"x15-1/4"x1-1/4" 2-row core, 1-7/8x16-3/8 end tanks, a 1 to 1-1/4" inlet and a 1-1/4" to 1-1/2" outlet. This applies to 1981-89 models. N bodies, P bodies, and Dakotas use different radiators.
Chronology (courtesy of Aaron Karpinski, some additions)
| 1984 | First year for the Turbo I engine - 142 hp, used in the Dodge Daytona Turbo. It featured multi-point fuel injection, a turbocharger with the wastegate set to limit boost to 7psi, and a compression ratio lowered to 8.5:1 to reduce detonation. Other changes include hardened inserts added to rockers, higher load valve springs (both NA and turbo), stamped rockers, lightweight crankshaft, oil pump relief riased to 70 psi. |
| 1985 | The Turbo I engine makes 146 hp and features a computer controlled wastegate set at 7psi with a new "transient boost system" that would allow 9 psi for a small amount of time. First year for the Shelby Charger Turbo.
Other changes: bosses on block and head, oil management block (running change), intake valve surface improved, lightweight connecting rod (running change), high temp timing belt, 11 mm head bolts (running change), integral water box on bottom of intake manifold, better anti-drainback valve (running change), different oil pump rotor, oil pump relief back down to 60 psi, 8 bolt flywheel (late change). |
| 1986 | The first year for the A515 "fast burn" cylinder head and notched "fast burn" pistons, designed to decrease emissions. The Shelby Omni GLH-S is offered with a prototype Turbo II intercooled 174hp engine with a 12psi boost limit, that would be a factory production engine later on.
Other changes: low tension ring package, heater bypass moved to water pump, thicker head gasket (running change), new valve cover with curtain to prevent oil splashing, new valve spring on all engines, 2 mm longer valves (both intake and exhaust), exhaust guide materials changed, rocker pad surface finish improved, cam plug instead of lip seal in rear, better rod caps, crank drilled for N body (rear wheel drive), common dipstick and tube. |
| 1987 | Turbo I gets a new intake manifold, stays at 146hp. Turbo II stays at 174hp. The factory production Turbo II is the same as Shelby's but with a stronger crankshaft & some other stuff. |
| 1988 | Roller rocker camshafts are used in all 2.2 and 2.5 engines to replace the regular "slider" cams; a smaller, lighter turbocharger is used for quicker spoolup. |
| 1989 | The new 2.5 liter Turbo I enters at 150hp. It has stronger low-end performance but less top end than the 2.2 Turbo II.
Shelby makes a 2.2 Turbo IV VNT (variable nozzle turbo) without a wastegate. It made the same 174hp as the Turbo II, but the VNT technology decreased turbo spool-up time and eliminated "turbo lag." Rare and somewhat troublesome. |
| 1990 | Shelby's VNT engine becomes factory production. |
| 1991 | First year for the new 2.2 DOHC (Turbo III) engine, featuring a Lotus-designed DOHC, 16 valve head, powerful intercooled turbo - 224 hp. Only used in two cars in the US. Insanely strong valve springs cause trouble for owners, who must constantly replace timing belts unless they are installed just right. |
| 1993 | Last year for the 2.2 Turbo III, the last of the Chrysler turbos. The 2.2 lasts until 1994, and the 2.5 is ended in 1995.
A 2.2/2.5 engineer wrote: "I'm also amazed that the turbo 3 ever saw the light of day. Too bad some people thought that V-6 was the answer ... we had supercharged 2.2s running in the dynos in the mid 1980s and it looked like a go for a while. But the 2.2 and 2.0 have "siamese" bores (no cooling in between) and sealing them with o-rings would be necessary, which is money. By the way, some of us fought to have cooling between cylinders when the 2.0 was being developed, but the Neon was to be cheap at all costs, so the same bore spacing (87.5 mm) was carried over so Trenton Engine wouldn't have to retool everything and could use the existing line with same machinery." |
| 2002 | The first Chrysler turbo engine since the 2.2 is produced. The 2.4 Turbo has an intercooler and makes at least 220 horsepower, with strong torque as well. In the Neon, it goes to sixty in about 5.6 seconds, beating the Spirit R/T's time. In the PT Cruiser, it's not quite as quick at around 7.5 seconds, but cuts about two seconds off the zero to sixty time and feels good. |
| 2003 | A non-intercooled version of the 2.4 turbo is introduced for 2004 PT Cruisers, with about 180 horsepower. We expect 0-60 to be over 8 seconds with the stick, making a turbocharged PT about as fast as a stock Neon, and considerably faster than a stock Civic EX (but we expect reviewers to call it slow). |
| 2006 | The PT’s top end turbo is given a power upgrade and retuned for exclusive use by the PT; the end result is a much stronger feel of power throughout the engine’s range. The engine is now used solely by the PT Cruiser; though non-turbocharged versions are used in minivans, PTs, and Russian Stratus equivalents. |
Servicing: A Major Strength
John Nelson wrote:
I own two Daytona Shelby Z cars, a 1988 turbo I automatic, and a 1987 turbo II 5 speed. Both are great fun to drive, and reliable as anything since the slant 6.
One feature not yet mentioned on the 2.2 page is the ease and accessibility of servicing these engines, especially in the G body. The Factory Service Manual is a valuable resource, having the info to decipher fault codes was worth the price alone. Routine maintenance couldn't be easier, the plugs, air box, and distributor are almost in your lap! Pulling the head for head gasket service can be accomplished without removing the manifolds (thanks, S.D.A.C. for the excellent article which outlined that procedure! No, it's not in the F.S.M.) and doing the timing belt is a relatively easy four hour job. My 1988 has over 190,000 miles on it, and I recently found that the timing belt tensioner pulley can wear in a way that allows the belt to slip over the rim of the pulley and eat itself up... (The F.S.M. did not have a step recommending to check for that.)
Lemndrop02 wrote:
My friend Ron owns a 1984 and 1985 Daytona Turbo Z-24. They're relatively good cars, but they do have a few problems that can be easily fixed. First, on the Turbo I, the wastegate tends to stick open. You can fix this by removing the wastegate, and installing a new one. Second, the seals and bearings in all of the turbo models tend to wear fairly fast. Don't try to find aftermarket kits (if you can, then I give you a high five from hell), instead, you must replace the entire unit. The new rebuilt units, have improved seals along with graphite coated bearings.
Another problem is the Torx bolts that attach the crankshaft pulley. You can save yourself the time and money of buying a Torx set of sockets, and just cut about an inch off of the lower protective cover below the belt. Don't try removing it, you must remove the front main oil seals to do so and it's not worth it.
The next problem is in the CV joints. They tend to go out fast on the Daytona and this problem can't be fixed. You just have to get new CV joints. Those, as well, have been improved.
Jeremy Zumwalt wrote: the breaking of the C/V joints can be fixed. I went through more than a half dozen between my 89 Daytona C/S and my 87 Lebaron before a mechanic hit on a fix. Change the motor mounts. The engine torques the mounts so much it bends them putting pressure on the C/Vs and breaking them. After breaking them at a rate of one every 4-6 months I went 15 months without before I sold my car.
And yet another problem is that the 2.2L Turbos idle very hot, reaching in excess of 200 degrees.
The last problem that occurs with the 2.2L Turbos is that the idle is high and rough. True, they were designed to run higher than other fours, but it's crucial that you keep your timing accurate.
All in all, the 2.2L four is a great engine, and all it really needs is attention, and a little innovative thinking to get around those pesky problems.
Power bands (by Jeff Chojnacki)
The cam/porting/restrictions is still what basically defines the power band on a turbo motor. Although when you raise the boost it feels like it pulls sooner and higher, however this is because the motor is making more power, the curve has about the same shape. A 2.5L turbo is still thought of as a low end motor while the 2.2L turbo is a higher rpm engine relatively ). ex. Gus just got his FM Stage II converter for his 2.5L that's got a stall set at 3000+ rpm. The stage II converter I ordered for my 2.2L is set at 4000+ rpm. We will both leave the line close to our torque peaks.
In general the '84-'87 2.2 T1s breaths well up to 5700-5800 and a '88+ T2 is around 5500. The difference is in the cam. The FM 475 cam allowed my T1 to breath up to 6000 ok. That same cam in my T2 w/ porting will breath up to 6300rpm. Although it doesn't start making real power until like 3200rpm. I think the cam may need to be advanced a little, or it could just be the 70mm turbo trying to spool. ( Paul knows what I mean, right? LOL ) Maybe a VNT (T-IV) is the best of both worlds? :)
Performance
FWD Performance will soon be offering a line products for the 2.2 and 2.5 engines, including modified computers; we're supposed to be getting a test version someday. David Lucidi recommended James Richardson, and his company, Turbo Star Racing, for turbo modifications and fuel pressure regulators.
Click here for information on advancing cam timing - which tends to increase both economy and gas mileage.
There's a wealth of information at Gus Mahon's site.
Turbo I to Turbo II conversion
One of the most popular ways to increase power for the Turbo I is to convert it, at least partially, to a Turbo II. Jeff Chojnacki wrote: "These pieces are not just bolt ons, you may want to consider doing most of the conversion at once. e.g. how many times do you want to take the motor apart?...You can drop in a T2 bottom end w/ head and attach all the regular T1 stuff to it and it will run great. Or you may even rebuild your T1 block w/ head and attach the T2 intake/exhaust/turbo/TB/computer. An '87 bottom end is still pretty strong!
After that, it's best to do both manifolds, turbo, TB, and computer at the same time. The T1 turbo hardly clears the T2 intake and the 4 - wire AIS sometimes works with '87 T1 logic modules. I'd recommend finding a T2 intake and exhaust manifold and a T2 turbo. A dead T2 turbo will work too.
[A same-year] logic module will drop right in - but you have to run two extra wires to the AIS motor and extend the Intake Charge temp sensor wires. Neither of which are that difficult. Don't run the T1 injectors with the T2 computer.
Vacuum wiring is the next fun step. On my Lebaron I made it up as I went along. :) It helps to get some of the major T2 peices ( elbows, molded lines, etc ). That 4 way connector from your T1 works in the T2. I believe that the T1 oil feed line requires some bending to fit around all the T2 parts.
Less involved performance boosts
Chuck Green wrote:
- Power flush the fuel injectors and fuel rails and change the fuel filter
- Power flush the transmission fluid out on a machine and then change the filter and install all new fluid [Editor's note: 7176!]
- Flush the radiator out and install new thermostat (190 degree) with new gasket and coolant
- Clean out the Throttle Body of all carbon [Editor's note: can be very important!]
- Change the Spark Plugs to Champion (gap to .035)
- Change the Air Filter element to a K & N Unit
After all this is done I would do the following
- Cut off the original exhaust and install a 2.5" diameter exhaust with a Walker Dynomax Muffler and a performance CatCo Convertor
- Install a set of Taylor spark Plug Wires
- Wire Seperators for the plug wires
- Also buy and install a Mopar Performance Computer (this is available from Foward Motion.com)...
Common repairs
Most repairs are covered on Allpar's repairs and troubleshooting page and 2.2/2.5 liter repairs page. Also see our brief turbo FAQ.
Disintegration of the vacuum hoses
Over time, the vacuum hoses may disintegrate where they go over the engine. The solution is to replace them, as you might expect. One set goes to the vapor canister; this set includes two vacuum check valves. Twin vacuum hoses come from the throttle body, meet, and join before running to the vapor canister relay. We don't know why. Another hose goes from the wastegate to the turbo solenoid which is right next to the vapor canister relay. You can't get the solid pipes used by Chrysler any more, so use ordinary vacuum hose (for the vapor canister line, you need to use fuel line hose) with standard connectors.
More
Tim Mikolay wrote: For some reason on this model, and a GLH I painfully sold, I retorque the spark plugs AND the throttle body gasket bolts at every season change. They work themselves loose like a Harley. Also, with a new one piece valve cover gasket (first I've ever seen for this engine), a redesigned oil filler cap that doesn't leak and hose clamps on either end of the hose connecting the valve cover to the air filter housing (legendary for oil leakage), oil stays.
A site of interest (thanks, Stephen Lyons) is http://www.thedodgegarage.com/turbo_intercooling.html, which discusses intercooling.
