Shelby GLHS
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| Shelby GLHS | |
|---|---|
| Manufacturer | Chrysler Corporation Shelby |
| Production | 1986-1987 |
| Class | Subcompact |
| Body style | 3-door hatchback (1987) 5-door hatchback (1986) |
| Platform | FF L-body |
| Engine | 2.2 L Turbo I I4 |
| Transmission | 5-speed A525 manual |
| Related | Dodge Charger Dodge Omni Plymouth Horizon Plymouth Turismo |
The Shelby GLHS was a limited production automobile from the late 1980s. The main differentiator of these cars from their regular Dodge versions was their use of the intercooled Turbo II engine as well as special Shelby wheels and suspension tweaks.
[edit] 1986
The 1986 Shelby GLH-S was a modified Dodge Omni GLH sold under the Shelby marque. GLHS stood for Goes Like Hell Some more. Just 500 were made.
Koni adjustable shock absorbers were specified, along with Shelby-made wheels and special Goodyear tires. The Turbo I engine was modified with pre-production pieces from what would become the Turbo II engine. These changes included an intercooler and other changes to produce 175 hp (130 kW) and a flat 175 ft·lbf (237 N·m) torque curve. Not included were any of the durability changes to the short block (forged crank, full floating pin, stouter connecting rods, etc.) of the 1987 Chrysler Turbo II engine. Luckily, the Shelby engines have proved to be reliable even without the durability enhancements of the production Turbo II. Performance was impressive, with just 6.5 s needed for 0–60 mph (97 km/h) and 14.8 s for the quarter mile (402 m) run. Top speed was 130 mph (209 km/h).
Further modifications included rear coil springs that were lowered one inch from the stock GLH Turbo, modifications to front and rear alignment, a prototype fuel rail from the Turbo II (1987) engine, a sticker placed on the bottom of the speedometer to read to 135 MPH, and momo leather wrapped shifter (identical to the shifter in a 2002 WRX) and leather wrapped steering wheel.
The primary differences between the Shelby engine and the Chrysler Turbo II engine are the torque: Shelby's unique engine computer shaved the torque to save the stock Omni transaxle, Chrysler Turbo II engines had 200 lb-ft of torque; the trimetal bearings, forged crank and extra oil passages weren't present; and the wiring harness is a conglomeration of original Turbo I, with splicings for the heated oxygen sensor.
All-in-all this was a very formidable car, especially on short tracks. In SCCA racing it was never allowed a place in the stock categories, which was all good, since it regularly significantly beat the times of Porsches and Corvettes in autocross races.
[edit] 1987
The 1987 GLHS was quite different in appearance but similar in specification. Instead of the Omni, Shelby used the last 1,000 Dodge Shelby Chargers as a base model. Since the Charger and Omni were based on the same platform and used many of the same parts, Shelby carried over the engine and suspension modifications virtually unchanged. The powerplant of the 1987 Shelby GLHS Charger was the same "Turbo 2", 2.2L engine as the 1986 GLHS. Dodge Daytona vehicles were also equipped with Chrysler's new Turbo II engine, but only at Shelby authorized Dodge dealers.
Changes that were present were mainly a result of changes that Chrysler had made to the underlying Turbo I drivetrain between 1986 and 1987. Most notably, the EGR was no longer present and the fluid used in the transmission was no longer automatic transmission fluid, but now 5W-30 motor oil. All GLHSs left the factory with Mobile 1 oil in the engine and a small plaque in the engine bay recommending its use. This sticker didn't "stick" very well and is usually missing except on very well preserved examples.
All but one GLHSs were the same color, black. The odd ball is a red over black and is owned by the California Shelby Dodge Club president. All had the same options which included a leather-wrapped steering wheel and gearshift knob, air conditioning, sunroof, non-armrest center console and KONI struts/shocks on all four corners. There was also an allowance made for the 85 mph (140 km/h) speedometer in the form of a sticker which extended the range of the speedometer to an indicated 125 mph (200 km/h). By the time the speedometer had wrapped fully around to the "5 mph" mark, the car would have been going at 135 mph (217 km/h). There was also a new version of the Shelby "Centurion" wheel that looked very similar to the Centurion wheels on the 1986 Omni GLHS, but had the "blades" turning in the opposite direction. These are commonly known as Centurion II wheels.
If you own one of these vehicles, please register your car at the www.shelbyregistry.com!
