Chrysler built over a million turbocharged 2.2 and 2.5 K-derivative cars, from Daytonas and Laser XTs to the Shelby GLHS, and then walked away from parts support decades ago. Boost Lab, Inc. rebuilds the whole family: Turbo I Garrett TB0335 units in the verified 466298 series, intercooled Turbo II hardware, the Mitsubishi TD04 Turbo I units on later 2.5s, the Lotus-headed Turbo III, and the variable-nozzle VNT-25 Turbo IV. Nationwide ship-in service.
Chrysler's turbo program evolved fast. Knowing which system your car runs is half the identification battle.
The original 142-146 hp Turbo I in Daytonas, Lasers, LeBarons, New Yorkers and the Omni GLH ran the Garrett TB0335, the verified 466298 family with dash numbers by application and year. Water-cooled center sections were a Chrysler priority from the start, which is why so many of these cores survive rebuildable.
The 174 hp intercooled Turbo II powered the Daytona Shelby Z, Shadow ES and the Shelby GLHS. The 1987-era hardware moves to the TB0352, catalog 466798 with dash numbers -0002, -0003 and -0005 under Chrysler 4387321. Higher boost means these cores show more heat distress than Turbo I units, but they rebuild the same way.
Later 2.5L Turbo I applications in Shadows, Sundances, Spirits, LeBarons and minivans switched to the Mitsubishi TD04 family. Smaller, faster spooling, and different service parts entirely from the Garrett cars. The tag on the compressor housing tells the truth; send photos if unsure.
The 224 hp Turbo III topped the family with a Lotus-designed 16-valve head. Only about 1,400 Spirit R/Ts and a few hundred IROC R/Ts exist, making these turbos genuine collector items. Full documentation treatment on request.
The rarest of all: the 1990 Shadow and Daytona VNT cars ran the Garrett VNT-25, one of the first variable-nozzle turbos on a US production gasoline car. The vane mechanism is exotic for its era and most surviving units need mechanism work as much as bearings. We service both.
The Shelby-badged cars, Omni GLHS, Charger GLHS, CSX, Lancer, carry the same Garrett architecture in low-production packaging. Values are climbing and originality matters: we preserve original external hardware and document collector rebuilds with photos.
Chrysler specified water-cooled center sections across the turbo program precisely because owners hot-shut these cars. The system only helps if the coolant lines flow: decades of sediment, kinked hoses from engine swaps, and deleted lines on budget rebuilds all turn the CHRA into an oil coker. Flush or replace the turbo coolant lines with every rebuild, and give the car 30 seconds of idle after a hard run. That habit is why some of these turbos went 200,000 miles.
Verified Garrett catalog numbers, model designations, and Chrysler OEM numbers from period application data. Search by any number.
| Turbo PN | Model | OEM PN | Application | Notes |
|---|---|---|---|---|
| 466298-0001 | Garrett TB0335 | Chrysler 4105798 | 1984 Daytona, Laser, LeBaron 2.2 Turbo I | First-year Turbo I |
| 466298-0003 / -0004 | Garrett TB0335 | Chrysler 4105794 | 1984 New Yorker, LeBaron 2.2 Turbo I | Sedan applications |
| 466298-0005 | Garrett TB0335 | Chrysler 4105797 | 1985 Shelby applications 2.2 | Shelby-spec Turbo I |
| 466298-0007 | Garrett TB0335 | Chrysler 4105800 | 1985-1986 Omni GLH Turbo | The GLH unit |
| 466298-0008 | Garrett TB0335 | Verify by tag | 1985-1986 Turbo I applications | Late TB0335 revision |
| 466798-0002 / -0003 / -0005 | Garrett TB0352 | Chrysler 4387321 | 1987+ Turbo II intercooled 2.2 | Daytona Shelby Z, GLHS-era hardware |
| Tag-specific | Mitsubishi TD04 | Verify by tag | 1989-1993 2.5 Turbo I (Shadow, Spirit, minivans) | MHI 49177-series numbers by year |
| Tag-specific | Garrett (Turbo III) | Verify by tag | 1991-1992 Spirit R/T, Daytona IROC R/T 2.2 DOHC | About 1,400 cars; collector documentation |
| Tag-specific | Garrett VNT-25 | Verify by tag | 1990 Shadow / Daytona VNT (Turbo IV) | Variable nozzle; mechanism service included |
| Tag-specific | TB03 rebuild kits | n/a | All Garrett Turbo I / II units | 360-degree thrust upgrades available |
Forty years of Mopar turbo cores tell a consistent story.
The factory water cooling saved thousands of these turbos, and its absence kills them. Sediment-blocked or deleted coolant lines let the CHRA coke its oil after shutdown, grinding the bearings on every cold start. We pressure-check the water jacket and clean passages to bare metal on every rebuild.
These were 100,000-mile daily drivers before they were collectibles. Shaft play, oil consumption, and compressor wheel rub are the standard high-mileage presentation. The wheels usually survive if the play was caught before contact.
Most surviving Turbo Ks sit far more than they drive now. Storage-hardened seals leak on the first spring pull: blue startup smoke, oil in the intercooler pipe on Turbo II cars. A reseal with modern materials cures it.
The VNT-25's variable nozzle vanes carbon up and seize with age, causing overboost surges or dead-lazy response depending on where they stuck. The cartridge is often healthy underneath. We free, clean, and reset the mechanism as part of a Turbo IV rebuild.
The Mopar community has been turning up boost since 1984, and stock thrust bearings pay for it. Failed thrust lets the compressor wheel walk into the housing. We fit 360-degree thrust upgrades on Garrett units for cars running more than stock boost.
Tired actuator diaphragms and worn wastegate bushings cause boost creep and low-boost complaints that get blamed on the cartridge. Every rebuild includes actuator testing and setting to spec, and we will tell you if yours is the real problem.
Turbo I is non-intercooled (1984-1987 2.2, or 1989+ 2.5 with the Mitsubishi TD04). Turbo II adds the intercooler (1987+ Shelby Z, GLHS). Turbo III is the 16-valve Lotus-head Spirit R/T and IROC R/T. Turbo IV is the 1990 VNT variable-nozzle car. The turbo tag settles any doubt: send photos through the repair form.
Yes. The Garrett TB0335 and TB0352 are standard TB03-architecture units with strong rebuild support, and the Mitsubishi TD04 family is still in production for other applications. Your casting is the scarce part, and it is almost always serviceable.
Yes, including the variable nozzle mechanism, which is usually what actually failed. Stuck vanes mimic several other problems; we free and reset the mechanism, then rebuild the cartridge behind it.
Absolutely. Low-production Shelby and Turbo III cars are appreciating fast, and a documented original-turbo rebuild supports the car's value. Note the car in your submission and we photograph every stage.
Usually turbo seals hardened by storage. Startup smoke that clears points at the turbo; constant smoke under load points elsewhere. We assess every core before quoting and will tell you honestly which it is.
Start at repair.theboostlab.com. Drain the oil and coolant passages, cap the openings, and double-box. Ship to Boost Lab, Inc., 37833 Pineapple Ave, Unit A, Dade City, FL 33523. We serve Mopar turbo owners nationwide.