The Dodge Omni and Plymouth Horizon

by Bryan T. Nicalek (updated over time by Allpar)

Dodge Omni and Plymouth Horizon construction

Turismo, TC3, O24, Duster, Charger

The Omni/Horizon was designed by Chrysler Europe (a merger of Simca and Rootes Group). The Omni and Horizon were the first North American mass-produced cars with a transverse mounted engine, and the first front-drive subcompact four-door hatchbacks made in America; they were also the first front wheel drive Chryslers, and the first to use a semi-independent rear suspension, with trailing arms and coil springs. The construction was unibody, with an independent iso-strut coil-spring front suspension. Full development story as told by the design team.

In 1990, there was a 1" diameter front stabilizer bar, with no rear stabilizer bar. Rack and pinion steering was available in both manual and power versions. Base wheels in 1990 were 13 inches, not unusual for the day, with ride-oriented P165/80 tires softening the stiff suspension.

While the American Omni/Horizon started out with European engines - some designed by Chrysler Europe, but officially called "Peugeot" because Peugeot bought Chrysler Europe; others designed and sold by Volkswagen - most were eventually equipped with the standard corporate 2.2, once production got up to speed. With fuel injection, the base 2.2 generated (depending on the year) about 93 horsepower with peak torque of 122 lb-ft at only 3,200 rpm. The Volkswagen engines, at 1.7 liters, were modified versions of the Golf/Rabbit/Jetta powerplant. The three sets of engines - VW, “Peugeot,” and Chrysler - all had different displacements. Omni-Horizon-TC3-O24-Charger-Turismo-Duster engines

In Europe, Chrysler and Talbot Horizons used Simca engines, in 1.1, 1.3, and 1.4 liter sizes through their full lifespan.

The Omni/Horizon were internally labelled L-bodies (A included Valiant and Duster, B included Belvedere and Charger, C included big Chryslers, E was Challenger/Barracuda, etc.) [This section written by Allpar staff]

Geoffrey Lee noted: “This car helped pull Chrysler from the edge of oblivion. However, in crash tests, this car did not fare well. If you were involved in a front end collision of any type, survival stats were not that great, and crash-ability tests were one of the factors that lead to the decision to close this model down."

History of the Dodge Omni and Plymouth Horizon

The year is 1978. Chrysler Corporation attempts to stay alive, making marketing changes in their product line. Chrysler continues to offer larger cars in weakening economic times. On November 2, 1978, the new Chrysler president, Lee Iacocca, replaces chairman John Riccardo.

The first front-wheel-drive subcompact car ever to be built in America hits the showroom...the Dodge Omni and Plymouth Horizon. [Webmaster notes:] Based on the Horizon of Chrysler Europe, [End note]the Omni/Horizon would help to save the corporation from bankruptcy. For once, Chrysler displayed a product that was right for the times.

The Dodge Omni and Plymouth Horizon were probably the first economical cars Chrysler had ever produced. Similar to Volkswagen's trend-setting Rabbit, these were four-door hatchback models that offered an enhanced sense of practicality, roominess, and softer ride. Powered by a 4-cylinder (VW) 1.7-liter overhead-cam engine, it developed 75 horsepower at first. Consumers were eager, buying 189,000 total in its first year introduction - mostly Plymouth Horizons, with relatively few Omni moving out the door.

European Horizons and how the Volkswagen Rabbit imitated the Horizon’s predecessor

The Omni and Horizon were in production between 1978 through 1990. Throughout the eighties, Omnis never sold even nearly as well as the Horizon did. In 1979, a sunroof became available for both models. In 1981, a new 2.2-liter, 84 horsepower 4-cylinder became available and the term "Miser" was mentioned for the basic model with 1.7 engine, presumably to compete with the new, cheap Ford Escort. Throughout 1981 and 1982, an extremely limited number of Euro-models were offered with blackout trim in the package. The Custom package replaced the Miser and Euro models.

In 1979, the sportier-looking Charger/Turismo was introduced (also known as TC3 and 024), the first car to use the Charger name since the 1970s muscle car was dropped. Popular Mechanics would later test the new Shelby Charger against the original.

In 1984, an SE (sport-edition) model was created with two-tone coloring available, and the basic styling that would continue until 1990 was put into place. The instrument cluster was revised, and blackwalls became standard. Most significantly, 1984 brought the new Omni GLH — for "Goes-Like-Hell." This lightweight Dodge Omni had the 2.2 liter engine with turbocharged power. Omni GLH and GHL-S page.

1986 simply brought about a center-mounted stop-light. Dodge again got the hot Omni GLH, Plymouth the ordinary version; both had coupe versions, the Turismo and Charger. These were 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 2.2 liter engine made the Omni and Horizon quick, but still turned out 26 mpg city, 36 mpg highway (with manual transmission). The base 1.6 engine beat that with 31/39. Radio options were similar to the brands’ top of the line cars; electronic spark and fuel control were standard. 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.

1987 brought the "America" program, which improved quality of production and helped cut costs by offering a single price with limited options (in Canada, the Omni America was called the Omni Expo). The instrument cluster was revised with tachometer, oil pressure and voltage gauges added. The 1.7-liter was dropped; only a Chrysler-built 2.2-liter with 96 bhp was offered. The Omni America was the lowest-priced car in its class in America.

In 1988, fuel injection on all Omnis and Horizons was standard, with the 2.2 engine producing 93 bhp — the rating it would keep for the next six years.

1989 brings some changes to the engine which allow for quieter and smoother running. Major service pointers were highlighted with paint for checking fluid levels.

Finally in 1990, the America edition was dropped. In its last year, a driver-side airbag was added, along with rear-seat shoulder belts and a revised climate-control system.

The Omni GLH and GLHS

Also in 1984, a new model called the Omni GLH arrived. Appropriately named "Goes-Like-Hell", this Dodge Omni was created with Carroll Shelby. We now have a separate page for the Omni GLH and GHL-S.

The Scamp and Rampage

Full Horizon development story, as told by the design team.

Carl Raupe wrote:

In 1982 Chrysler introduced the Dodge Rampage and the Plymouth Scamp to compete with import trucks. Both were based on the Omni/Horizon platform with the wheelbases extended to 109 inches, beefer rear springs, and a pickup bed carved just behind the two front seats. Even with its diminutive size the little truck had double wall bed construction with galvanized steel. Everything from the front seats forward is straight off the shelf Omni/Horizon. Dodge continued to carry the Rampage into 1984. Plymouth dealers wanted no more of it so the Scamp was only built in 1983. As you might imagine, the Scamp is the rarer of the two. As with other car/truck vehicles they will carry neither a large load of passengers or cargo. But they will do darn near anything in a pinch. I live on a ranch in Texas. My Scamp with 278,000 miles serves me well every day...on the ranch or over Texas highways. It's the only truck I have every seen that gets such good gas mileage (43 mpg) you think it's making gas while you drive it.

“acedgeblues” wrote:

I owned an 1982 Rampage, the much maligned little truck that could. The double walled truck bed handled just about anything I tossed in it including a full-size upright treadle organ. I had only two problems with it. The clutch cable broke three times in the two and half years I owned the truck; it extends through the dash and around the engine, and ends up over 4 feet long. Once the cable snapped you were stuck, and it snapped right when you were changing gears. The other consideration is the solid steering column shaft. Also, the headlights (first generation halogen sealed beams) burned out so quickly I switched them back to standard lamps (after six in one year).

The handling was quick nimble and responsive and the Sport model I had was great off the line and quite spirited, while miserly on gas. The only thing to keep in mind with a car truck is that the box and cab do not torsionally twist separately like a regular full size truck does. What this means is that if you go over a set of railroad tracks with a load the load will shift oddly and cause some surprising handling adventures.

Steve McMahon wrote: "The Scamp GT was made one year. There were only 1,380 of them made."

Links: Shelby California Rampage Section / a customized Dodge Rampage

The Turismo, Charger, TC3 and O24

These sporty derivatives were light-weight contenders which, due to their light weight, packed a punch as heavy as the Neon's from 0 to 60 (with a five-speed). They had a sporty look, but never quite caught on (even the Shelby models) in the waning days of the V-8. For more, click here.

Common Repairs

These have been moved to their Omni-Horizon and other L-bodies common repairs.

Engines

These have been moved to the Omni, Horizon, and other L-bodies engines page.

1990 Dodge Omni and Plymouth Horizon specifications (inches)

1986 Specifications	1986 Reliant Aries	1986 Turismo Charger	1990 Horizon Omni	1986 Horizon Omni
Wheelbase	100.3	96.5	99.1	99.1
Length	178.6	174.8	163.2	163.2
Width	68.0	66.1	66.8	66.8
Height	52.9	50.7	53.0	53.0
Track (max)	57.6	56.1	56.1	56.1
Turning diameter	35.2’	36.4, left 38.2, right		37.2, left 39.1, right
Headroom, F/R	38.6 / 37.8	37.2 / 34.4		38.1 / 36.9
Legroom, F/R	42.2 / 35.4	42.5 / 28.7	42.1 / 33.3	42.1 / 33.3
Hiproom, F/R	55.6 / 56.2			52.6/46.4
Cargo, cubic feet	15.0	10.7 cu.ft.	15.6 cu. ft?	10.5 cu. ft.?
Cargo, rear seat down, c.f.		32.4-34.3 cf		36.6 cu.ft.
Interior voume			100.2 cu.ft.
Gas mileage, 2.2 l			26/35
Gas tank			13 gallons
Weight			2,296 lb

Racing - Plymouth Horizon, Dodge Omni GLH

Angelo Taylor wrote that he has a "1984 high output 110 hp Horizon. Matchbox has won most of my championships ....no longer close to being my quickest car, but it is the winningest! Car now has a 3 speed automatic with COAN 3500 stall converter and weight of only 1900 lbs and street driven. Car has 248,000+ miles."

"[I also have a] 1985 Omni GLH turbo converted to a Turbo II. This car has my own nitrous set up on it that is based on the base EFI NOS kit from NOS....When the car was a T1 with 16 psi of boost it was running only 14.0s....but the extra 175 - 200 hp of nitrous I put through it made it run in the 11s....11.89 at 118 being the quickest. I even ran Super Pro with it once and won 5 rounds before I red lighted...car IS NHRA legal with 8 point roll bar and 4 point harness. Three speed automatic with COAN 4000 stall converter. 2400 lbs. Car has 210,000+ miles."

Stefan Mullikin wrote:

For the Omnis, 1988-90 had throttle body injection and are easier to convert to turbochargers. If it’s a very early Omni/Horizon with the 1.7L VW Rabbit motor then you can upgrade it to a 1.8T or 2.0T if you were willing to do the fab work (the earlier 1.8L GTI drivetrain fits just fine). To upgrade to the 2.2 turbo from the standard 2.2, you can do the following:

Drill block for oil return and water outlet
Turbo pistons and rings (forged is best); turbo (5-bolt) oil pump
Turbo exhaust valves, cam and followers (you can buy complete turbo heads pretty cheaply)
Turbo exhaust manifold (you can add a turbo flange to the stock N/A manifold and make more HP)
Garrett turbochargers are best for overall power. The tiny Mitsubishi turbos are great for getting off the line.
Turbo intake manifold (The 87 2-piece units is best, but expensive. The 88 and later 1 one piece works fine to about 300+hp)
Swap to a turbo or HD Minivan 3-speed transmission or mod your existing unit Turbo forward clutches; use an external transmission cooler

Suspension: take all parts from turbocharged cars except the bushings and strut tower braces —
21mm master cylinder (24mm for 60mm calipers/drums or D-150 1-1/8" for 4-wheels discs)
54mm front calipers (or 84-90 Minivan 60mm calipers)
220mm rear drums (or rear discs from a Daytona, Lebaron or Neon)
14:1 power steering rack
Turbo or Quickor sway bars
Front wheel bearings/hubs
Quickor poly bushings (front and rear)
Neon strut tower braces

Chassis:
Front core support bracing to handle the extra torque.
2.5 or 3" exhaust (FWDPerformance.com sells all the pieces for that)
Turbo fuel system (tank, pump, lines), electrical system (interior and under hood), vacuum system, motor mounts (Quickor.com's Poly units are wonderful), radiator (A Shelby GLH-S radiator and intercooler will drop right in

Now when all is said and done, assuming you use the right pieces, you could have a 300+hp Omni that handles on rails and stops on a dime.

If you really want to have fun, grab a Neon, Stratus or PT Cruiser 2.0/2.4L DOHC cylinder head, a Mexican Stratus R/T turbo manifold and a Spirit R/T turbocharger and put the DOHC head on the 2.2/2.5 motor and make lots and lots of HP and torque!

Relevant Local Pages

• The Chrysler Europe design team speaks
• Engines
• Testimonials and viewers' cars (updated)
• Some common "quick fixes"
• 2.2/2.5 performance modifications (not for turbos)
• L-body forums
• Turismo, Charger, TC3, Duster, O24
• Rampage
• Allpar (our host)
• Chrysler Europe and the creation of the Horizon
• Chrysler front-drive performance 1983-1993

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