Tips & Tricks
| Automobiles | Introduction | History | Pictures | Links |
This page contains information that is specific to 1987 Shelby CSX owners. There are some things that are not well-known and it can be frustrating to get parts for these cars when no auto parts stores know what a CSX is. The page is broken down into sections, which you can jump to using the links above.
The '87 CSX was ordered from the factory as a black 2-door Dodge Shadow ES with no options other than Turbo (may have been standard with the Shadow ES for 1987).
The engine started out as a stock Turbo I. This is one point of confusion. Although Shelby put on the Turbo II intake and exhaust components, it is still a Turbo I engine underneath. The only true Turbo II engines in 1987 went into Dodge Daytona Shelby's. This means that it had the stock Turbo I block, cast crankshaft, and light rods and pistons. The Turbo I bottom end has proven itself to handle the additional 30 HP with no trouble, but it probably can't take the high revs that the true Turbo II can with its forged crankshaft, big beam rods, and stronger pistons. This is not a real issue since the head on these engines flows poorly above 5500 RPM or so anyway (after opening up the exhaust).
Bear all this in mind when doing an engine rebuild on a stock '87 CSX engine. The long block will need '87 Turbo I parts, but you will also need some gaskets for the '87 Turbo II intercooled engine as well (intake manifold and throttle body gasket). The same is true for sensors. You will have an '87 Turbo II throttle position sensor and automatic idle speed motor.
Like the engine, the drive train of the CSX is stock '87 Turbo I. This means that it will have the A520 transmission with the lighter-duty axles. The A520 has proven itself to be plenty strong for this engine and you have the added advantage of a better final drive ratio than the true Turbo II equipped cars (A555) have (3.50:1 rather than 3.85:1). Although the Turbo I axles are lighter-duty, they are more than strong enough for this engine. The difference is in the tripod joints, which are larger for cars with the A555. Avoid aftermarket axles at all costs unless you know for absolutely sure that they are of high quality.
If you modify the engine and increase torque output, it may be wise to install a chome-moly bearing retainer plate in the A520. The stock plate is mild steel and under heavy load, the thrust from the input shaft will cause the plate to flex, causing shaft misalignment and eventually gear failure (usually 3rd gear).
The suspension makes use of a solid rear swaybar, 2-1/8" front swaybar, stiffer springs, and Monroe Formula GP shocks. Monroe has not manufactured GPs for these cars for many years, so the only shock that can really keep those springs tame are Konis.
In terms of handling, the '87 and '88 CSX are setup to be almost perfectly neutral in a turn when no brake or power is applied. This can be hairy when you are applying power in a turn and suddenly let off the gas. The back end will often come right around.
The front brakes are stock Shadow Turbo fair (260mm rotors with 54mm calipers). Mine happen to have the ATE 2-pin calipers, but some may have gotten the 1-pin Kelsey-Hayes calipers. The rear brakes are another story. They are specific to the 1987 Shelby CSX, 1987 Shelby Lancer, and the 1988 Shelby CSX. They are not the same as the 1987 Daytona Shelby, even though they are all solid disc setups, however they may be the same as the 1988 Daytona Shelby.
Since parts stores never list the Shelby properly, you will need to ask for an 1987 Dodge Shadow turbo with rear disc brakes. I recently picked up some pads and found that they were in stock at a local AutoZone. They also listed the rotors (special order). Unlike the crazy 1987 Daytona Shelby, the emergency brake on the CSX uses a drum setup inside of the rotor. The only problem with these is that over time, the shoe linings will pop off the shoes due to rust and the emergency brake will become very "grabby".
The exterior started life as a black Dodge Shadow ES with the rear decklid wing and red stripe on the moulding. The bottom half of the doors (below the moulding) was painted a metallic grey and ground effects were mounted to the doors bottoms, rockers, and front and rear bumpers with rivits and tape. The front grill was replaced with a custom unit (that tends to crack around the headlights). The pentastar on the decklid is replaced with a Shelby Automobiles emblem and decals are put in various places: "CSX" on the front grill and rear decklid, "Intercooled" on either side of the turbo bulge on the hood, "Shelby CSX" on the doors below the moulding, and "Shelby" along the top of the windshield. The red stripe in the door mouldings and bumpers was covered with a light blue tape.
The interior is the light grey base Shadow with the ribbed seat fabric (that tends to rip) and 60/40 rear folding seatback. It has manual windows, mirror, and locks, but should have a rear defroster and A/C. A custom Shelby small radius, four-spoke, foam-covered (NOT leather) steering wheel was installed along with a "Shelby" tag where it said "Shadow" before and a number plaque was mounted below the instrument cluster near the ignition key. Some press photos of the 1987 Shelby CSX show the full center console. To my knowledge, no 1987 CSX that was sold had the console. It just has the simple trays in front and behind the shifter.
 |
Back to my Shelby CSX page |
|
Back to my Automotive page |
Updated on 07/07/2004
Copyright © 1996-2004 Russ W. Knize