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the GLH Turbo is the goeslikehell model. 146hp and 160ft /lbs Road and track rated them at 15.8@87mph

Also in 1984, a new model called the Omni GLH arrived. Appropriately named "Goes-Like-Hell", this Dodge Omni was created with the right-hand man known as Carroll Shelby. The '84 GLH was not turbocharged and was available only with a 110-bhp naturally aspirated engine. It did, however, have a special camshaft, milled block (.020) to bring up the compression for major power gains, and a chrome engine dress-up valve cover. No ground effects came from the factory on the 1984 GLHs. Chrysler's "direct-connection" designed an after-market ground effects kit for the Omni's that eventually became the production versions found on the 1985s and '86s.

The 1985 and 1986 Omni GLHs were available with either the 110-bhp high-output engine or a 146-bhp turbo 2.2-liter engine, which created a power rocket waiting to fly off the road. Alloy wheels, unique tape decor and ground effects rounded out the package.

The Omni GLHS started in 1986 based on a 4-door model and had a modified Garrett Turbo I engine, a long-runner tuned intake (2 piece) manifold, and of course an intercooler. This engine sounds like the Shelby Turbo II, but it isn't because it does not have any of the forged internal parts (crank, rods, pistons, etc.). GLH-S production was only 500 in 1986. Color was only black with a grey interior. Options included an oil cooler, and roll-bar.

Carroll Shelby bought only 1,000 of the already limited-production GLH models and upgraded them with Koni adjustable shocks and struts, 15" Goodyear Gatorback tires, and modified the engine to reach Turbo II specs of 175 hp! These cars are known as the 1987 GLH-S, and look much like an upgraded '83 Shelby Charger, with again the tape decor, and this time major performance modifications. It was a 2-door coupe only in black with grey interior.

Ray Grosse clarified that there were 500 1986 Omni GLHS models, and 1,000 1987 Shelby Charger models. The 1987s were not made from GLH Omnis. : I Enjoy and visit your site often though I would like to point
Both batches were equipped with the adjustable Konis, Gatorback tires, and Turbo 1 engine with Turbo 2 induction/turbo/electronics setup.

You see a lot of them modded as sleepers or cheap beaters or cheap auto-x cars, they still look like a pile of shit though but it's the grand grand daddy of the SRT-4.. well kinda laugh.gif
My neighbour has one he works on in his spare time.
White RSX
It my be fast, but that alone cant make up for its uncoolness.
There's no such thing as a cool chrysler from the 1980's.
They were going to call it a Coyote' because it was a vw "rabbit" eater.
the definition of Cool
Dodge Omni GLH/GLH-S Turbo
by Keith Buglewicz
Sport Compact Car, December 1995, p 109


In the early 1980s, Chrysler seemed doomed. Swamped by debt and crippled with poor management--not to mention some pretty awful cars--it seemed as though the Big Three would soon become the Big Two.

Of course, by the mid-'80s, things had changed dramatically. The multipurpose K-car platform was saving the day, minivans were sweepeing the country, and people were even clamoring for Lee Iacocca to run for president. Practically every car Chrysler built was powered by a 2.2-liter four cylinder in either naturally aspirated form or, for sporty vehicles, a 146 horsepower turbocharged version was available.

The Dodge Omni would at first seem like a strange candidate for the turbo engine. A lowly commuter car, the Omni didn't get much respect. Already an eight-year-old design by 1985, the Omni had certainly see better days. Howerver, by that time, Chrysler had a little money to play with, and play it did. By inserting the turbo engine into the one-year-old Omni GLH (which until then rolled along with only 107 horses), the GLH Turbo was born.

To set the record straight, yes, GLH really does stand for "Goes Like Hell." During the development of the car, it came to be known by that designation, and the nickname stuck all the way to production.

Rarely has a car been more aptly named. With the turbo motor, Car and Driver clocked the GLH at 7.5 seconds from 0-60. Even more impressive was its quarter mile time: 15.8 seconds at 87 mph. That's quick enough to blow off most of today's hottest compacts!

The GLH was not just a straight-line special, either. With 195/50HR-15 Goodyear Eagle GTs mounted on 15-inch wheels, the GLH had a lot of rubber on the ground. A fully independent suspension in front and sime-independant rear put this rubber to good use, making the car an ideal candidate for autocrossing or road racing. Combined with the enthusiastic engine, many GLH owners made a sport of repeatedly blowing off Ford Thunderbird Turbo Coupes and Mustang GTs, as well as the occasional Camaro. That's the kind of performance you get with 146-hp yanking around only 2,400 pounds.

However, the story doesn't end there. in the late 80s, Dodge did themselves one better. Lee Iaccoca had made some valuable friends during his years at Ford, one of which was a former racer and car builder named Carroll Shelby. When Iaccoca moved to Chrysler, Shelby's loyalty followed. The result was the development of some seriously fast cars.

The Omni GLH-S was one of these. After the Shelby treatment--which included the addition of an air-to-air intercooler and raising the boost pressure to 12 psi-- the 2.2 turbo put out a whopping 175-hp. That power translated to a 0-60 time of only 6.7 seconds, while the quarter mile flashed by in a brief 14.7 seconds at 94 mph. The suspension was reworked with Koni shocks all around, and 205/50VR-15 Goodyear "Gatorbacks" replaced the Eagle GTs. The suspension improvements combined for a neck-straining 0.88g on the skidpad. The GLH-S was separated from its bretheren by unique graphics and wheels, and by a limited availability of only 500 units. While GLH Turbo owners made a sport of pummeling Mustangs, GLH-S owners could do the same with Ferraris.

Although the performance of both the GLH and GLH-S were stunning, there were compromises. The same suspension that stuck the car to the ground like glue also made for a very harsh ride. The cars' quick steering ratio (14:1) made straight- line tracking difficult. The powerful engine created torque steer that would twist the wheel from your hands if you weren't perpared. And, although the structure of the car itself was solid, interior trim, as well as fit and finish, were significantly less than would-class.

Most people interested the the GLH cars were not concerned with these things. They were interested in a GTI beater that wouldn't cost and arm and a leg. At a starting price of about $9,000 for the GLH and $11,000 for the GLH-S, it was higher than the typical economy car, but much less than anything that could touch it performance wise.

The bright red '85 GLH Turbo you see here is owned by Thomas Ernst of Tustin, California. With 62,000 miles on it, it still runs like clockwork, according to Thomas. Consistent 15.8-second quarter mile runs at a local drag strip equal those garnered 10 years ago when the car was in its prime. It seems that even 10 years after its introduction, the GLH continues to go like hell.

More pics here :
the GLH is Cool, the GLH-S is Frigid
White RSX
Seems like a cool vs good contradiction.
i think its both cool and good

its a factory built sleeper, with the practicality of a hatchback
Cool is sneaking in. I mean cmon its a turbo car from the 80s. They're always cool.
That car was made by Talbot/Simca in France... the original name was Talbot Horizon. It was pretty popular here earlier but I haven't seen one on the road in years. Hard to imagine that it once was car of the year... biggrin.gif

The GLH model is pretty cool though, but most of its coolness comes from the name.
I think it's cool. Around that time Dodge had quite a few cars that would go like hell. For fucks sake, they turbocharged their Caravan! lol

People still buy Dodge Shadows now, run the hell out of them at the dragstrip and throw em away when they're done.
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