Plymouth, Chrysler, and Dodge cars of 1986
by David Zatz
Chrysler Corporation: 1986 overview
Chrysler Corporation provided a lot of variety in 1986, with the SIMCA-based Horizon in economy and sport models, the latest iteration of modified Valiants*, sport and economy Mitsubishis, the Reliant and Aries K-cars in sedan and wagon form, and descendents of the K-cars in minivan, upscale, sports, and Eurosport forms.
* The M-bodies were barely-modified Volares; the Volare itself was based on the Valiant, with the largest change being the switch to "sideways" torsion bars up front.
The range of cars was almost as amazing as what they had in common. The domestics nearly all shared the 2.2 and new 2.5 liter engines, even the Horizon, created by transatlantic teams building on SIMCA (Chrysler France) engineering.
Perhaps the biggest news of the year was the new Dodge Lancer and Chrysler LeBaron GTS. These cars, essentially the same ("H body"), were based on the Reliant, but were carefully tuned for a European blend of luxury and performance. They succeeded beyond any reasonable expectation, and sold moderately well in Germany at over $30,000; in the United States they became fairly common sights for many years afterwards. The 2.5 liter turbocharged four-cylinders blended the good off-the-line response of the long-stroke engine with the high-end power of a turbo; while not as quick as the 2.2 intercooled models, nor as high-revving, they were an ideal blend for spirited road driving.
Quality concerns were being rapidly addressed, and a 7/70 powertrain warranty helped allay customer concerns. Customer satisfaction rose steadily on internal surveys, climbing from a (standardized) 100 in 1980 to 109 in 1986.
Chrysler Corporation's sales rose to 2.2 million cars, profits were $1.4 billion, and payroll stood at 115,074 employees - slightly higher sales and slightly lower profits than in 1985. Worldwide sales hit a record $22.6 billion, and U.S. retail sales were the highest in the company's history; market share was 11.5%, for the sixth consecutive increase. Chrysler had a North American truck market share of 12.3%. The only real losers in the product line, sales-wise, were the rear wheel drive M-bodies, the last vestige of half a century of steady progress in that type of car, hobbled by engines patched and prodded into obeying emissions rules. The fuel injectors and head updates that could have given the cars serious performance improvements were years away.
Chrysler's slogan was "The competition is good, we had to be better;" Plymouth's was "born in America," and Dodge's was "setting new standards of performance" for cars and "Ram tough" for trucks.
Major investments for 1986 were:
Non-automotive divisions included Chrysler Financial, which acquired parts of Westinghouse Credit during 1986; and Gulfstream Aerospace Corporation. The CEO was a Lee Iacocca in the prime of his career, and the Chairman of Chrysler Motors was Gerald Greenwald.
Chrysler, Plymouth, and Dodge engines for 1986
Chrysler's four-cylinder engines gained new heads, a new stroked motor replacing the Mitsubishi 2.6, and electronic fuel injection on every car other than the L-bodies (Omni/Horizon/Turismo/Charger). The new four-cylinder heads were called either "fast burn" or "swirl port," and created extra turbulence by swirling the air/fuel mixture as it came in through the intake port, increasing combustion speed and efficiency. A new automatic idle speed motor was also used in this year, to provide much more accurate control of the idle speed.
Turbocharged engines had been launched in 1985; during 1986, Chrysler sold four times as many turbocharged engines as GM and Ford combined. Thanks to the front wheel drive/four cylinder strategy, Chrysler was also the only one of the Big Three to meet the 1986 Federal car gas mileage standards. A grateful President Reagan retroactively rolled back the standards so GM and Ford would not be penalized for their lapse.
The new 2.5 liter engine came with a standard single fuel injector and counter-rotating balance shafts. Because the 2.2 engine had not been designed for balance shafts (or, for that matter, stroking or turbocharging), the engineers cleverly added a housing in the oil pan, which was pumped free of oil when the balance shafts were operating to avoid drag and oil aeration. The eccentric shafts were connected by gears and driven at twice the speed of the engine by a short chain from the crankshafts. Swirl-port heads, used on the 2.2 as well, allowed the engines to achieve high compression on regular gas.
The fuel injection computer on both TBI and turbo models detected problems and reported them through a scan tool or by moving the ignition key back and forth and watching the engine light. For 1986, a new "labyrinth" distributor was smaller, had fewer parts, and easy to service; it also allowed for fuel injection synchronization, via both Hall Effect and turbo-sync connnectors.
Sound deadening steps led to molded air intakes on both 2.2 and 2.5 engines, and a power hop damper on the 2.2 turbo with manual transaxle. Engine mounts and exhaust hangers were also improved to quiet the cars; and the carbureted 2.2 got lighter connecting rods, while all 2.2s got lighter piston pins, to reduce second-order vibrations.
Over at Dodge, turbocharged engines with multiple-port fuel injection (that is, four separate injectors rather than just one, firing into the intake ports rather than the throttle body so fuel would stay atomized and time delays would be minimized) continued on the Daytona, Omni, Lancer, and 600; and on the Plymouth side, the Caravelle. Unlike some MPI systems, Chrysler's did not spray fuel into all cylinders at once, but alternated the injectors to avoid wasting fuel. This also allowed the turbocars to avoid the aspirator or air pump.
The fuel injection systems were controlled by a pair of computers; 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 and the distributor. Input from the knock sensor allowed the computers to retard timing to avoid damage to the engine with 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).
On turbocharged engines, the computer controlled 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 tried to keep a balance between engine responsiveness and gas mileage/engine life. It used an air pressure sensor in the manifold to measure boost (until 1988, when the sensor was moved).
The turbocharger was cooled by the fresh oil circulated through its bearings, a water jacket around the bearings and turbocharger itself, and by the air flowing through the engine compartment.
The electronic fuel control system used on carbureted engines, including the 318 and 1.6 liter ex-SIMCA four, measured engine speed and load, starting condition, coolant temperature, throttle (open or closed), ambient air temperature, and output from the oxygen sensor to control ignition timing and adjust the air-fuel mixture at the carburetor. Engines with the 2.2 cut fuel during deceleration for better gas mileage, using a solenoid-controlled valve that opened during deceleration to allow more air into the idle system.
Mitsubishi engines and 318 used a distributor with a gear-like reluctor (with a tooth for each spark plug) that rotated through the field of a magnet, creating a small current in the magnet's pickup coil that signalled firing of the coil. Other engines used a similar system, with an electromagnet replacing the standard magnet, and rotor vanes rather than a reluctor.
Fuel injected engines came with a standard 90 amp alternator; Colt used a 50-amp alternator, Gran Fury and Voyager a 60-amp alternator; the others used a 65 or 78 amp unit. A 335 amp battery was standard on most domestics, with a 400 amp battery standard on Caravelle and Gran Fury, and 500 amp optional.
Other common features
One optional radio was electronically tuned, with a cassette player; a the joystick speaker control made it easy to direct sound to one particular speaker, but hard to make fine adjustments. It had an ambient sound feature (to emulate the feel of a concert hall or other room), and a five-band equalizer, and was designed by be operated by touch. This was one year before the Infinity system debuted.
Anticorrosion treatments included extensive use of galvanized steel, zincrometal, zinc-plated steel, fiberglass, urethane coatings on the lower body, and special paints and primers.
Chrysler built two basic types of manual transmissions - four speed (with 0.88:1 overdrive) for base-engine Horizon and Turismo, and five speed. The five-speed used on Voyager had a 0.72:1 ratio, and a 3.29:1 first gear. Mitsubishi vehicles used their own transmissions. All domestic cars used Chrysler TorqueFlite automatics, with three speeds; in 1986, these were modified by:
Only the Gran Fury got a lockup torque converter in 1986, according to Plymouth literature. The company still maintained that no fluid changes or adjustments were necessary under normal service, a boast that was probably foolish for owners to adhere to.
Chrysler Corporation keys moved to the modern look, with a plastic cover over the top and teeth on both sides (except Horizon/Turismo/Omni/O24); front-drive cars gained "precision-feel power steering;" and the mandatory third brake light was implemented. Reliant/Aries and Caravelle/E Class got more ergonomically designed switches, computer engineered to be more comfortable, with less travel and surface variations to help people to use them without looking at them. Halogen headlights were standard now.
Air conditioners for most domestic vehicles used a six-cylinder, swashplate-driven compressor, with a pressure-activated clutch switch and a cutout switch that disengaged the compressor during wide-open throttle for quicker acceleration. An efficient aluminum condensor was used, with heat dissipated through numerous, skived (partially peeled from the exterior walls of the tubes) cooling fins. A higher capacity crossflow radiator and larger cooling fan with a shroud were used on cars with air conditioning.
At this time, the Gran Fury was the only vehicle left with an engine-driven cooling fan; the others, including the Mitsubishis, all used electric fans. Fuel pumps were electric on the TBI cars.
K-cars: Reliant, Aries
The new Sundance and Shadow were being prepared for their 1987 launch, and the larger Caravelle had already arrived, but the K-cars were still going strong in 1986, and they were still being kept fresh. The popularity of the "K-cars" led to the letter K being added to the decklid; and these cars got the best, newest engines available, the fuel injected 2.2 and the brand new 2.5 (though the turbocharged 2.2 would have made the light Reliant and Aries hot indeed, it was never used.) The base models had an old-fashioned vinyl bench seat (with a split back on two-doors), while the next model up added cloth and vinyl seating with a folding center armrest; bucket seats were also available.
The Reliant was now a comfortable, reliable car that provided excellent value and surprising zip when equipped with the optional 2.5 liter engine, or the base 2.2 with a five-speed stick-shift; the strong torque and light weight of the K-cars gave them good performance. Three models were available: Reliant, SE, and LE. All were available as a two-door sedan, four-door sedan, and wagon (except the base model, which had no wagon).
The close-ratio five speed manual became standard, the base 2.2 liter engine gained fuel injection, and the aforementioned 2.5 liter engine was made optional; a 90 amp alternator was now standard; and a new five-stud wheel mounting was used on all models. New 14 inch Sport wheel covers became standard on the LE, while a new cloth with vinyl center armrest interior became standard on SE sedans. New packages included Protection and Popular Equipment Discount; neither was available on the base model, which also made do with fully manual rack and pinion steering (not a major drawback on this light car). Every model came with power assisted brakes, disc in front, drum in rear. Standard tires on all base-model body types were P175/80R13, for a smooth, comfortable ride; better cornering could be had with the optional P185/70R14 radials (standard on LE).
As in years past and future, these vehicles (and the Caravelle) used a rear suspension using spindles, beam, trailing arms, coil springs, shock absorbers, a track bar, and a torsion-tube anti-roll control. The front suspension was the Iso-Strut design, with dual path upper mountings - an independent coil spring and strut design with an integrated, linkless antisway bar, completely rubber-isolated from the body. Rack and pinion steering was used on all front wheel drive models, while the Mitsubishi Conquest and Plymouth Gran Fury used recirculating-ball steering.
Using the 2.2 liter engine, the Reliant boasted gas mileage of 25/35 with stick, along with sprightly acceleration (similar to a base 2007 Mazda3). The wagon knocked 1 mpg off the highway mileage with the automatic but was identical with the stick. For a five passenger sedan or wagon, those were admirable numbers.
Wagons were on the same wheelbase as other cars, keeping their weight down so acceleration was sprightly and gas mileage was surprisingly good; these were some of the last wagons made by Chrysler until the ill-fated Dodge Magnum, with their place taken first by minivans and then by crossovers. The Reliant wagon was stylish and, with a stick-shift, fleet. Rear seats folded down to form a level platform and to increase cargo space from 35 to 68 cubic feet. On a less critical note, the Reliant LE station wagon had wood-tone bodyside and liftgate appliques with woodtone surround moldings (these could be deleted from a buyer's order if they were not wanted.)
The Reliant and Aries remained stunningly popular; in the meantime, the Volare-based (some would say Valiant-based) Gran Fury, moved dramatically upscale, moved barely over 10,000 units in the United States. Indeed, the trio of K-cars (Aries, LeBaron, Reliant) sold over 300,000 units in the US in 1986, in a bad year for the trio.
The K-cars provided nearly the same interior space and ride as the M-body Gran Fury and Diplomat, at much lower cost, with much better mileage; and they afforded a five-speed manual transmission option to get quicker acceleration and even better gas mileage. The Gran Fury was a full two feet longer, but legroom was only 1.5 inches better in the rear seat, and a mere .3 inches longer in the front. The trunk capacity was similar - .6 cubic feet better in Gran Fury. The Gran Fury was actually narrower inside than the K-car, while managing to be four inches wider outside. And the K-cars didn't have transmission humps inside. Yes, the Gran Fury had its strengths - a tough structure, loads of torque, and a plush, attractive interior - but its dated engineering, which dated back to the 1950s with major updates roughly every ten years until the mid-1970s, and the basic architecture limited its attractiveness to the average buyer, as did the frankly unaerodynamic shape.
Plymouth did not get a version of the sporty cars, in keeping with its "value/economy" niche; the Daytona stayed with Dodge and (as the Laser) with Chrysler, while the LeBaron GTS found a home at Dodge as the Lancer. The Daytona was considered a serious contender for the Mustang and Camaro, and indeed it could easily outhandle either one while the turbocharged version kept it competitive in a straight line as well; gas mileage was clearly superior. The Lancer and LeBaron GTS were both surprisingly comfortable and capable, with superior cornering and smooth, quick acceleration from the turbocharged engines. This would get even better with the 2.5 liter turbo, which had stronger low-end torque. Fittingly, Lancer and LeBaron GTS (which was very different from the K-car LeBaron) came with a standard five-speed stick-shift.
EEK: Plymouth Caravelle
Caravelles were essentially the same as K-cars, with upscale styling, features, and a three-inch-longer wheelbase that was used mainly to make the trunk larger (legroom got 1.3 inches of the added length, but the trunk expanded by 2.1 cubic feet). Compared with the Gran Fury, Caravelle offered an interior that was not quite as ornate, but was still attractive and upscale; it also was roomier inside in nearly every dimension, the sole exceptions being half an inch of front hiproom and an immaterial 0.1 inches of rear legroom, both adequately compensated for by the lack of a hump.
The interiors were considerably more upscale in appearance, and used a new electro-mechanical instrument panel that had gauges for voltage and coolant temperature rather than warning lights. Aluminum was used extensively to lighten up the dash and radio, compared with the Reliant's black motif. A trip odometer ws standard, and the odometer went up to 85 mph (137 km/h). The front seat could actually be moved a full 7.8 inches from front to rear, moving higher as it went forward to accommodate shorter people.
The larger Caravelle (Dodge 600), only available with an automatic, got 24 city, 27 highway with the base 2.2 - nearly the same as the Reliant - with the turbo dropping around 4 mpg, and the 2.5 dropping around 2 mpg. The three-speed automatic transmission was the main culprit of the relatively poor mileage; owners of stick-shift turbos (and standard engines) got substantially better numbers. Unfortunately, only Dodge and Chrysler owners were able to get a turbocharged engine with a five-speed. The old reliable Torqueflite, with its three gears, was engineered for different engines; a new transmission, revolutionary in design, was in the works, but would not show up until, half-baked, it popped out in 1989 and pounded the nails into the coffin of Chrysler's general-public reputation for quality.
Two Caravelles were sold: base and SE. The SE brought a nameplate, exterior left remove and right manual mirror (black), bright wheel opening and sill moldings, upper body stripes, remote trunk release, special wheel covers, standard AM/FM stereo, and split cloth front seats with dual armrests and storage pockets on the seatbacks (base models got a cloth bench seat with vinyl trim).
Horizon and Turismo
While Dodge got the hot Omni GLH, Plymouth made do with the ordinary, grocery-getter Horizon, devoid of turbocharging or Shelby stripes; both got coupe versions (Turismo and Charger). These were, ironically, the only Chrysler vehicles to have semi-independent rear suspensions; the Caravan and Gran Fury used standard four-leaf spring rear suspensions, and the Reliant and Caravelle used a trailing-arm rear suspension.
The Omni/Horizon, the pair from Europe (and Auburn Hills) that had sustained Chrysler in the early years, were the non-imported entry-level cars, and a new bargain-priced America series swelled sales dramatically, to the point where the company would eventually sell the Sundance America to try to repeat history. Part of the attraction may have been the 2.2 liter engine's speed in the light car, which also brought gas mileage of 26 city, 36 highway with a stick (for Turismo, 22 city, 30 highway, due to more aggressive gearing). Buyers who stuck with the 1.6 liter engine got even better mileage, 31/39 with the stickshift.
Though the Horizon was the entry-level value car, it could be equipped with similar radios as higher-end vehicles, and came with electronic spark and fuel control. Base models had a speedometer, voltmeter, and fuel gauges, with dummy lights for other functions, but an optional instrument panel was identical to the attractive, high-end design used on Turismo. In a break with the past, the wipers/washers were on a stalk.
For 1986, there were three Turismos: base, Duster, and 2.2, and all of them were three-door hatchback versions of the Omni. The Duster added special bucket seats, wheels, and trim; and Turismo 2.2 added an air dam, side sill spoilers, sport suspension, close-ratio five-speed manual, performance exhaust, decals, and high-performance version of the 2.2 liter engine. Only the 2.2 came with fourteen inch wheels; the others came with 13 inch wheels (though 14 inch wheels with P195/60R14 tires were optional on non-2.2 models). The main change for 1986 appears to have been anti-rattle pads added between the jack and spare, and between the lug wrnech and floor of the spare tire.
There was also a Dodge Rampage pickup version, which did not sell especially well despite a sporty Shelby version.
All Turismos got a standard Rallye instrument cluster with a large tachometer and speedometer, and smaller gas, temperature, voltage, and oil pressure gauges, as well as odometer and trip odometer. The glove box was designed to hold cassettes and maps. Unlike most imported cars, the Turismo (and Horizon) used a conventional American-style steering column, with the hazard flashers on top of the column rather than on the dash.
The under-nose air dam of the Turismo provided a 3.5% drag reduction, while increasing the radiator airflow; the standard rear spoiler cut drag by 9%.
Overall top gear ratios on the automatic were 3.02 or 2.78; on the manuals, 2.69 (4-speed), 2.20 (five-speed), or 2.78 (Turismo 2.2 only).
Dodge Daytona and Chrysler Laser
The Dodge Daytona had a decent sales year, with around 45,000 of the front-wheel-drive sporty cars moving off American dealer lots; three engines were offered, one of which let the Daytona live up to the promise of its looks. All provided good off-the-line grunt when equipped with a stick-shift; and the Daytona, while pricey, was also unusually comfortable, with well designed seats, a nicely damped suspension, and good sound insulation for the time.
Most Daytonas left the factory with the base 2.2 liter engine, running at 97 horsepower; the 2.5 liter only made 96 horsepower in 1986 (its first year on Daytonas), but would soon move up to 100 horsepower (and had more torque, at lower rpm, than the 2.2 - 136 lb-ft at 2,800 vs 122 @ 3,200). The enthusiast engine was the turbocharged 2.2, putting out 146 horsepower and 170 lb-ft of torque (at 3,600 rpm), without an intercooler. Chrysler claimed the turbocharged Laser XT ran from 0-50 in 5.5 seconds, beating (by USAC tests) the Camaro Z28, Toyota Supra, Pontiac Trans Am, and Nissan 300ZX. The Laser checked in at $9,364 (plus destination), and numerous owners reported getting 30 mpg on a routine basis. To reassure buyers, Chrysler included a 5/50 powertrain warranty.
1986 was the last year Dodge shared the Daytona with Chrysler; the Laser name would be gone in 1987, and would reappear as the Plymouth version of the Mitsubishi Eclipse in 1990 (two unaccountable decisions in one). Chrysler customers were expected to migrate to the new, classy Lebaron coupe. Multiple styling changes were made, with revised front and rear fascios, new nerf extensions, and integrated body side moldings. The Turbo Z had wrap-around front and rear fascias which extended to the wheel openings; accent tape striping; and Turbo Z nameplates on the tail lamp lenses. Tinted glass and new 14-inch cast aluminum wheels were standard, and a new center brake light was integrated into the rear spoiler.
New standard features included four-way adjustable head restraints (standard on Turbo, optional on base with low-back seats); low travel switches in the optional power locks, power windows, rear defogger, and a new fixed intermittent rear wiper/washer system.
1986 was the first year to offer the C/S (Carroll Shelby Competition Series)
package on the Turbo Z model. Carroll was not directly involved in the
design of this package, which cut 220 pounds of weight and added increased front and rear suspension roll rates by 10% and reduced roll angle in cornering by 10%. The package included performance struts and shocks, a 32 mm front sway bar (vs 27 mm), 28 mm rear bar, and new wheels with then-exceptionally-low-profile 225/50VR-15 unidirectional Goodyear Gatorback tires mounted on unique 15 x 6.5 inch cast aluminum wheels
Chrysler LeBaron GTS and Dodge Lancer
by David Zatz
Chrysler Corporation: 1986 overview
* The M-bodies were barely-modified Volares; the Volare itself was based on the Valiant, with the largest change being the switch to "sideways" torsion bars up front.
The range of cars was almost as amazing as what they had in common. The domestics nearly all shared the 2.2 and new 2.5 liter engines, even the Horizon, created by transatlantic teams building on SIMCA (Chrysler France) engineering.
Perhaps the biggest news of the year was the new Dodge Lancer and Chrysler LeBaron GTS. These cars, essentially the same ("H body"), were based on the Reliant, but were carefully tuned for a European blend of luxury and performance. They succeeded beyond any reasonable expectation, and sold moderately well in Germany at over $30,000; in the United States they became fairly common sights for many years afterwards. The 2.5 liter turbocharged four-cylinders blended the good off-the-line response of the long-stroke engine with the high-end power of a turbo; while not as quick as the 2.2 intercooled models, nor as high-revving, they were an ideal blend for spirited road driving.
Quality concerns were being rapidly addressed, and a 7/70 powertrain warranty helped allay customer concerns. Customer satisfaction rose steadily on internal surveys, climbing from a (standardized) 100 in 1980 to 109 in 1986.
Chrysler Corporation's sales rose to 2.2 million cars, profits were $1.4 billion, and payroll stood at 115,074 employees - slightly higher sales and slightly lower profits than in 1985. Worldwide sales hit a record $22.6 billion, and U.S. retail sales were the highest in the company's history; market share was 11.5%, for the sixth consecutive increase. Chrysler had a North American truck market share of 12.3%. The only real losers in the product line, sales-wise, were the rear wheel drive M-bodies, the last vestige of half a century of steady progress in that type of car, hobbled by engines patched and prodded into obeying emissions rules. The fuel injectors and head updates that could have given the cars serious performance improvements were years away.
Chrysler's slogan was "The competition is good, we had to be better;" Plymouth's was "born in America," and Dodge's was "setting new standards of performance" for cars and "Ram tough" for trucks.
- $577 million at the Sterling Heights plant to build the Sundance/Shadow, alongside the Eurosport Dodge Lancer and Chrysler LeBaron GTS.
- $490 million at Warren to build the new 1987 Dodge Dakota
- $475 million at St. Louis II to join Windsor in building minivans
- $260 million at Trenton Engine and $70 million at Mound Road to build the 3.9 liter V6
- $56 million at Outer Drive Manufacturing Technical Center and $41 million at McGraw Glass
Non-automotive divisions included Chrysler Financial, which acquired parts of Westinghouse Credit during 1986; and Gulfstream Aerospace Corporation. The CEO was a Lee Iacocca in the prime of his career, and the Chairman of Chrysler Motors was Gerald Greenwald.
Chrysler, Plymouth, and Dodge engines for 1986
Chrysler's four-cylinder engines gained new heads, a new stroked motor replacing the Mitsubishi 2.6, and electronic fuel injection on every car other than the L-bodies (Omni/Horizon/Turismo/Charger). The new four-cylinder heads were called either "fast burn" or "swirl port," and created extra turbulence by swirling the air/fuel mixture as it came in through the intake port, increasing combustion speed and efficiency. A new automatic idle speed motor was also used in this year, to provide much more accurate control of the idle speed.
Turbocharged engines had been launched in 1985; during 1986, Chrysler sold four times as many turbocharged engines as GM and Ford combined. Thanks to the front wheel drive/four cylinder strategy, Chrysler was also the only one of the Big Three to meet the 1986 Federal car gas mileage standards. A grateful President Reagan retroactively rolled back the standards so GM and Ford would not be penalized for their lapse.
The new 2.5 liter engine came with a standard single fuel injector and counter-rotating balance shafts. Because the 2.2 engine had not been designed for balance shafts (or, for that matter, stroking or turbocharging), the engineers cleverly added a housing in the oil pan, which was pumped free of oil when the balance shafts were operating to avoid drag and oil aeration. The eccentric shafts were connected by gears and driven at twice the speed of the engine by a short chain from the crankshafts. Swirl-port heads, used on the 2.2 as well, allowed the engines to achieve high compression on regular gas.
The fuel injection computer on both TBI and turbo models detected problems and reported them through a scan tool or by moving the ignition key back and forth and watching the engine light. For 1986, a new "labyrinth" distributor was smaller, had fewer parts, and easy to service; it also allowed for fuel injection synchronization, via both Hall Effect and turbo-sync connnectors.
Sound deadening steps led to molded air intakes on both 2.2 and 2.5 engines, and a power hop damper on the 2.2 turbo with manual transaxle. Engine mounts and exhaust hangers were also improved to quiet the cars; and the carbureted 2.2 got lighter connecting rods, while all 2.2s got lighter piston pins, to reduce second-order vibrations.
Over at Dodge, turbocharged engines with multiple-port fuel injection (that is, four separate injectors rather than just one, firing into the intake ports rather than the throttle body so fuel would stay atomized and time delays would be minimized) continued on the Daytona, Omni, Lancer, and 600; and on the Plymouth side, the Caravelle. Unlike some MPI systems, Chrysler's did not spray fuel into all cylinders at once, but alternated the injectors to avoid wasting fuel. This also allowed the turbocars to avoid the aspirator or air pump.
The fuel injection systems were controlled by a pair of computers; 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 and the distributor. Input from the knock sensor allowed the computers to retard timing to avoid damage to the engine with 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).
On turbocharged engines, the computer controlled 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 tried to keep a balance between engine responsiveness and gas mileage/engine life. It used an air pressure sensor in the manifold to measure boost (until 1988, when the sensor was moved).
The turbocharger was cooled by the fresh oil circulated through its bearings, a water jacket around the bearings and turbocharger itself, and by the air flowing through the engine compartment.
The electronic fuel control system used on carbureted engines, including the 318 and 1.6 liter ex-SIMCA four, measured engine speed and load, starting condition, coolant temperature, throttle (open or closed), ambient air temperature, and output from the oxygen sensor to control ignition timing and adjust the air-fuel mixture at the carburetor. Engines with the 2.2 cut fuel during deceleration for better gas mileage, using a solenoid-controlled valve that opened during deceleration to allow more air into the idle system.
Mitsubishi engines and 318 used a distributor with a gear-like reluctor (with a tooth for each spark plug) that rotated through the field of a magnet, creating a small current in the magnet's pickup coil that signalled firing of the coil. Other engines used a similar system, with an electromagnet replacing the standard magnet, and rotor vanes rather than a reluctor.
Fuel injected engines came with a standard 90 amp alternator; Colt used a 50-amp alternator, Gran Fury and Voyager a 60-amp alternator; the others used a 65 or 78 amp unit. A 335 amp battery was standard on most domestics, with a 400 amp battery standard on Caravelle and Gran Fury, and 500 amp optional.
Other common features
One optional radio was electronically tuned, with a cassette player; a the joystick speaker control made it easy to direct sound to one particular speaker, but hard to make fine adjustments. It had an ambient sound feature (to emulate the feel of a concert hall or other room), and a five-band equalizer, and was designed by be operated by touch. This was one year before the Infinity system debuted.
Anticorrosion treatments included extensive use of galvanized steel, zincrometal, zinc-plated steel, fiberglass, urethane coatings on the lower body, and special paints and primers.
Chrysler built two basic types of manual transmissions - four speed (with 0.88:1 overdrive) for base-engine Horizon and Turismo, and five speed. The five-speed used on Voyager had a 0.72:1 ratio, and a 3.29:1 first gear. Mitsubishi vehicles used their own transmissions. All domestic cars used Chrysler TorqueFlite automatics, with three speeds; in 1986, these were modified by:
- using four bolts instead of three to connect the drive plate to the torque converter
- using a new computer-designed impeller blade for a better fit to the impeller shell
- a new shouldered impeller to front joint cover prevented weld spatter from being blown into the converter during construction
- a wide-ratio gear set was used on some models to lower first and second gears, increasing performance without affecting economy.
Only the Gran Fury got a lockup torque converter in 1986, according to Plymouth literature. The company still maintained that no fluid changes or adjustments were necessary under normal service, a boast that was probably foolish for owners to adhere to.
Chrysler Corporation keys moved to the modern look, with a plastic cover over the top and teeth on both sides (except Horizon/Turismo/Omni/O24); front-drive cars gained "precision-feel power steering;" and the mandatory third brake light was implemented. Reliant/Aries and Caravelle/E Class got more ergonomically designed switches, computer engineered to be more comfortable, with less travel and surface variations to help people to use them without looking at them. Halogen headlights were standard now.
Air conditioners for most domestic vehicles used a six-cylinder, swashplate-driven compressor, with a pressure-activated clutch switch and a cutout switch that disengaged the compressor during wide-open throttle for quicker acceleration. An efficient aluminum condensor was used, with heat dissipated through numerous, skived (partially peeled from the exterior walls of the tubes) cooling fins. A higher capacity crossflow radiator and larger cooling fan with a shroud were used on cars with air conditioning.
At this time, the Gran Fury was the only vehicle left with an engine-driven cooling fan; the others, including the Mitsubishis, all used electric fans. Fuel pumps were electric on the TBI cars.
K-cars: Reliant, Aries
The new Sundance and Shadow were being prepared for their 1987 launch, and the larger Caravelle had already arrived, but the K-cars were still going strong in 1986, and they were still being kept fresh. The popularity of the "K-cars" led to the letter K being added to the decklid; and these cars got the best, newest engines available, the fuel injected 2.2 and the brand new 2.5 (though the turbocharged 2.2 would have made the light Reliant and Aries hot indeed, it was never used.) The base models had an old-fashioned vinyl bench seat (with a split back on two-doors), while the next model up added cloth and vinyl seating with a folding center armrest; bucket seats were also available.
Reliant-Aries engines | Compression | Horsepower | Torque | Mpg, Stick | Mpg, Auto |
---|---|---|---|---|---|
2.2 liter, TBI | 9.5 | [email protected],200 | [email protected],200 | 25/35 | 24/28 |
2.5 liter, TBI | 9.0 | [email protected] | [email protected] | 23/26 | |
Caravelle engines | Compression | Horsepower | Torque | Mpg, Stick | Mpg, Auto |
2.2 liter, TBI | 9.5 | [email protected],200 | [email protected],200 | 24/27 | |
2.2 liter, turbocharged | 8.1 | [email protected] | [email protected] | 20/24 | |
2.5 liter, TBI | 9.0 | [email protected] | [email protected] | 23/25 |
The Reliant was now a comfortable, reliable car that provided excellent value and surprising zip when equipped with the optional 2.5 liter engine, or the base 2.2 with a five-speed stick-shift; the strong torque and light weight of the K-cars gave them good performance. Three models were available: Reliant, SE, and LE. All were available as a two-door sedan, four-door sedan, and wagon (except the base model, which had no wagon).
The close-ratio five speed manual became standard, the base 2.2 liter engine gained fuel injection, and the aforementioned 2.5 liter engine was made optional; a 90 amp alternator was now standard; and a new five-stud wheel mounting was used on all models. New 14 inch Sport wheel covers became standard on the LE, while a new cloth with vinyl center armrest interior became standard on SE sedans. New packages included Protection and Popular Equipment Discount; neither was available on the base model, which also made do with fully manual rack and pinion steering (not a major drawback on this light car). Every model came with power assisted brakes, disc in front, drum in rear. Standard tires on all base-model body types were P175/80R13, for a smooth, comfortable ride; better cornering could be had with the optional P185/70R14 radials (standard on LE).
As in years past and future, these vehicles (and the Caravelle) used a rear suspension using spindles, beam, trailing arms, coil springs, shock absorbers, a track bar, and a torsion-tube anti-roll control. The front suspension was the Iso-Strut design, with dual path upper mountings - an independent coil spring and strut design with an integrated, linkless antisway bar, completely rubber-isolated from the body. Rack and pinion steering was used on all front wheel drive models, while the Mitsubishi Conquest and Plymouth Gran Fury used recirculating-ball steering.
Using the 2.2 liter engine, the Reliant boasted gas mileage of 25/35 with stick, along with sprightly acceleration (similar to a base 2007 Mazda3). The wagon knocked 1 mpg off the highway mileage with the automatic but was identical with the stick. For a five passenger sedan or wagon, those were admirable numbers.
Wagons were on the same wheelbase as other cars, keeping their weight down so acceleration was sprightly and gas mileage was surprisingly good; these were some of the last wagons made by Chrysler until the ill-fated Dodge Magnum, with their place taken first by minivans and then by crossovers. The Reliant wagon was stylish and, with a stick-shift, fleet. Rear seats folded down to form a level platform and to increase cargo space from 35 to 68 cubic feet. On a less critical note, the Reliant LE station wagon had wood-tone bodyside and liftgate appliques with woodtone surround moldings (these could be deleted from a buyer's order if they were not wanted.)
The Reliant and Aries remained stunningly popular; in the meantime, the Volare-based (some would say Valiant-based) Gran Fury, moved dramatically upscale, moved barely over 10,000 units in the United States. Indeed, the trio of K-cars (Aries, LeBaron, Reliant) sold over 300,000 units in the US in 1986, in a bad year for the trio.
The K-cars provided nearly the same interior space and ride as the M-body Gran Fury and Diplomat, at much lower cost, with much better mileage; and they afforded a five-speed manual transmission option to get quicker acceleration and even better gas mileage. The Gran Fury was a full two feet longer, but legroom was only 1.5 inches better in the rear seat, and a mere .3 inches longer in the front. The trunk capacity was similar - .6 cubic feet better in Gran Fury. The Gran Fury was actually narrower inside than the K-car, while managing to be four inches wider outside. And the K-cars didn't have transmission humps inside. Yes, the Gran Fury had its strengths - a tough structure, loads of torque, and a plush, attractive interior - but its dated engineering, which dated back to the 1950s with major updates roughly every ten years until the mid-1970s, and the basic architecture limited its attractiveness to the average buyer, as did the frankly unaerodynamic shape.
Plymouth did not get a version of the sporty cars, in keeping with its "value/economy" niche; the Daytona stayed with Dodge and (as the Laser) with Chrysler, while the LeBaron GTS found a home at Dodge as the Lancer. The Daytona was considered a serious contender for the Mustang and Camaro, and indeed it could easily outhandle either one while the turbocharged version kept it competitive in a straight line as well; gas mileage was clearly superior. The Lancer and LeBaron GTS were both surprisingly comfortable and capable, with superior cornering and smooth, quick acceleration from the turbocharged engines. This would get even better with the 2.5 liter turbo, which had stronger low-end torque. Fittingly, Lancer and LeBaron GTS (which was very different from the K-car LeBaron) came with a standard five-speed stick-shift.
EEK: Plymouth Caravelle
Caravelles were essentially the same as K-cars, with upscale styling, features, and a three-inch-longer wheelbase that was used mainly to make the trunk larger (legroom got 1.3 inches of the added length, but the trunk expanded by 2.1 cubic feet). Compared with the Gran Fury, Caravelle offered an interior that was not quite as ornate, but was still attractive and upscale; it also was roomier inside in nearly every dimension, the sole exceptions being half an inch of front hiproom and an immaterial 0.1 inches of rear legroom, both adequately compensated for by the lack of a hump.
The interiors were considerably more upscale in appearance, and used a new electro-mechanical instrument panel that had gauges for voltage and coolant temperature rather than warning lights. Aluminum was used extensively to lighten up the dash and radio, compared with the Reliant's black motif. A trip odometer ws standard, and the odometer went up to 85 mph (137 km/h). The front seat could actually be moved a full 7.8 inches from front to rear, moving higher as it went forward to accommodate shorter people.
The larger Caravelle (Dodge 600), only available with an automatic, got 24 city, 27 highway with the base 2.2 - nearly the same as the Reliant - with the turbo dropping around 4 mpg, and the 2.5 dropping around 2 mpg. The three-speed automatic transmission was the main culprit of the relatively poor mileage; owners of stick-shift turbos (and standard engines) got substantially better numbers. Unfortunately, only Dodge and Chrysler owners were able to get a turbocharged engine with a five-speed. The old reliable Torqueflite, with its three gears, was engineered for different engines; a new transmission, revolutionary in design, was in the works, but would not show up until, half-baked, it popped out in 1989 and pounded the nails into the coffin of Chrysler's general-public reputation for quality.
Two Caravelles were sold: base and SE. The SE brought a nameplate, exterior left remove and right manual mirror (black), bright wheel opening and sill moldings, upper body stripes, remote trunk release, special wheel covers, standard AM/FM stereo, and split cloth front seats with dual armrests and storage pockets on the seatbacks (base models got a cloth bench seat with vinyl trim).
Horizon and Turismo
While Dodge got the hot Omni GLH, Plymouth made do with the ordinary, grocery-getter Horizon, devoid of turbocharging or Shelby stripes; both got coupe versions (Turismo and Charger). These were, ironically, the only Chrysler vehicles to have semi-independent rear suspensions; the Caravan and Gran Fury used standard four-leaf spring rear suspensions, and the Reliant and Caravelle used a trailing-arm rear suspension.
The Omni/Horizon, the pair from Europe (and Auburn Hills) that had sustained Chrysler in the early years, were the non-imported entry-level cars, and a new bargain-priced America series swelled sales dramatically, to the point where the company would eventually sell the Sundance America to try to repeat history. Part of the attraction may have been the 2.2 liter engine's speed in the light car, which also brought gas mileage of 26 city, 36 highway with a stick (for Turismo, 22 city, 30 highway, due to more aggressive gearing). Buyers who stuck with the 1.6 liter engine got even better mileage, 31/39 with the stickshift.
Though the Horizon was the entry-level value car, it could be equipped with similar radios as higher-end vehicles, and came with electronic spark and fuel control. Base models had a speedometer, voltmeter, and fuel gauges, with dummy lights for other functions, but an optional instrument panel was identical to the attractive, high-end design used on Turismo. In a break with the past, the wipers/washers were on a stalk.
Horizon/Omni and Turismo engines | Compression | Horsepower | Torque | Manual MPG | Auto MPG |
---|---|---|---|---|---|
1.6 liter (97.1 CID) 2-barrel (Peugeot) | 8.8 | [email protected] | [email protected] | 31/39 | |
2.2 liter, 2-barrel carburetor | 9.0 | [email protected] | [email protected] | 26/35* | 24/29* |
2.2 liter, turbocharged (Omni GLH only) | 8.1 | [email protected] | [email protected] | ||
2.2 liter, high output (Turismo 2.2) | 9.6 | [email protected] | [email protected] | 22/30 | |
*Add one mpg highway for Turismo! |
For 1986, there were three Turismos: base, Duster, and 2.2, and all of them were three-door hatchback versions of the Omni. The Duster added special bucket seats, wheels, and trim; and Turismo 2.2 added an air dam, side sill spoilers, sport suspension, close-ratio five-speed manual, performance exhaust, decals, and high-performance version of the 2.2 liter engine. Only the 2.2 came with fourteen inch wheels; the others came with 13 inch wheels (though 14 inch wheels with P195/60R14 tires were optional on non-2.2 models). The main change for 1986 appears to have been anti-rattle pads added between the jack and spare, and between the lug wrnech and floor of the spare tire.
There was also a Dodge Rampage pickup version, which did not sell especially well despite a sporty Shelby version.
All Turismos got a standard Rallye instrument cluster with a large tachometer and speedometer, and smaller gas, temperature, voltage, and oil pressure gauges, as well as odometer and trip odometer. The glove box was designed to hold cassettes and maps. Unlike most imported cars, the Turismo (and Horizon) used a conventional American-style steering column, with the hazard flashers on top of the column rather than on the dash.
The under-nose air dam of the Turismo provided a 3.5% drag reduction, while increasing the radiator airflow; the standard rear spoiler cut drag by 9%.
Overall top gear ratios on the automatic were 3.02 or 2.78; on the manuals, 2.69 (4-speed), 2.20 (five-speed), or 2.78 (Turismo 2.2 only).
Dodge Daytona and Chrysler Laser
The Dodge Daytona had a decent sales year, with around 45,000 of the front-wheel-drive sporty cars moving off American dealer lots; three engines were offered, one of which let the Daytona live up to the promise of its looks. All provided good off-the-line grunt when equipped with a stick-shift; and the Daytona, while pricey, was also unusually comfortable, with well designed seats, a nicely damped suspension, and good sound insulation for the time.
Most Daytonas left the factory with the base 2.2 liter engine, running at 97 horsepower; the 2.5 liter only made 96 horsepower in 1986 (its first year on Daytonas), but would soon move up to 100 horsepower (and had more torque, at lower rpm, than the 2.2 - 136 lb-ft at 2,800 vs 122 @ 3,200). The enthusiast engine was the turbocharged 2.2, putting out 146 horsepower and 170 lb-ft of torque (at 3,600 rpm), without an intercooler. Chrysler claimed the turbocharged Laser XT ran from 0-50 in 5.5 seconds, beating (by USAC tests) the Camaro Z28, Toyota Supra, Pontiac Trans Am, and Nissan 300ZX. The Laser checked in at $9,364 (plus destination), and numerous owners reported getting 30 mpg on a routine basis. To reassure buyers, Chrysler included a 5/50 powertrain warranty.
New standard features included four-way adjustable head restraints (standard on Turbo, optional on base with low-back seats); low travel switches in the optional power locks, power windows, rear defogger, and a new fixed intermittent rear wiper/washer system.
1986 was the first year to offer the C/S (Carroll Shelby Competition Series)
package on the Turbo Z model. Carroll was not directly involved in the
design of this package, which cut 220 pounds of weight and added increased front and rear suspension roll rates by 10% and reduced roll angle in cornering by 10%. The package included performance struts and shocks, a 32 mm front sway bar (vs 27 mm), 28 mm rear bar, and new wheels with then-exceptionally-low-profile 225/50VR-15 unidirectional Goodyear Gatorback tires mounted on unique 15 x 6.5 inch cast aluminum wheels
Chrysler LeBaron GTS and Dodge Lancer
USAC numbers | 0-50 | Slalom | Cornering | Braking | MSRP |
|
---|---|---|---|---|---|---|
Chrysler LeBaron GTS | 5.63 | 6.20 | 0.861 g | 136.25 ft | $12,000 |