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Chrysler - Plymouth - Dodge 2.2 and 2.5 liter engines - chronology

Dodge 2.2 liter turbo engine

Turbocharged engines split out in the boxed sections. Also see our main sections on the 2.2 / 2.5 TBI and turbocharged 2.2 and 2.5 liter engines.


The first 2.2 liter engines were built at Trenton Engine, where big-block V8s had once rolled down the line. The 2.2 produced 84 horsepower @ 4800 rpm and 111 ft-lbs of torque @ 2800 rpm. Midyear, the underhead flat was removed from the intake valve.

Cast iron blocks were topped with aluminum cylinder heads; fuel was delivered by a two-barrel Holley electronic feedback carburetor, with an antifreeze-heated aluminum intake manifold bearing long, separate runners for each cylinder. Though brand new, the 2.2 was used in a wide variety of cars.


The company changed the intake manifold (as a running change) to use shorter, integrated runners with a larger plenum, without changing the power rating. MasterTech News claimed the aluminum manifold provided “a significant improvement in top end horsepower.” Exhaust and intake valves were also modified for better airflow.

The cam centerline was changed to improve torque; a minor change in the cam sprocket keyway allowed for relocking the cam from 110° to 106° (advancing the cam increased torque without lowering horsepower). Stock was added to the block between the cup plugs, below the manifolds; and they switched to the “teacup” oil filter.

1983The first year for the A511 “G” casting cylinder head, with slightly more airflow. Using .030" higher pistons to increase the compression ratio give the engine 94 hp. They used a new exhaust manifold, removed flanges from sprockets as running change, substituted low load valve springs (135 lb; white), and added an anti-drainback valve to prevent oil issues.

The Shelby Charger pushed out 107 hp, roughly a 10% increase. To get there, Chrysler engineers used slightly richer carb jets, a .030” milled engine block (raising compression to 9.6:1), increased piston fit clearance, 4°-advanced cam phasing, a detonation sensor to prevent knocking with the higher compression, and a slightly different engine computer. The engine was introduced midyear, separated from others by chrome-plated valve cover.

The A465 five-speed manual replaced the A460 four-speed in most cars (the A465 added an overdrive gear, and had an extended case cover to make room).


Hardened powdered-metal inserts were added to the top of each rocker arm (where the cam lobe contacted it), reducing friction with the cam, extending the lives of both parts; the valve spring pressure was also reduced. The carbureted 2.2 liter engine was up to 96 hp @ 5200 rpm.

The Shelby engine was used in the Omni GLH; horsepower was now rated at 110 hp @ 5,600 rpm with torque at 129 lb-ft @ 3,600 rpm. It was only available with a five-speed manual, with overall top gear ratio of 2.57:1.

The TBI (throttle body injection) system was launched, cutting emissions, increasing mileage, and improving driveability; it pushed the 2.2 to 99hp @ 5600 rpm, with 121 lb-ft of torque. The TBI units were limited to the new Daytona/Laser and the New Yorker; the popular Reliant/Aries/Lebaron still used a carburetor.

Head bolts were upgraded from 10mm to 11mm, and the A-525 manual transmission debuted on the Daytona and Laser.

The company started using a 90 amp Bosch alternator with internal voltage regulator on EFI and fleet cars, and switched to a new aluminum radiator on non-air conditioned L-bodies, cutting four pounds. K, E, and G cars with the 2.2 got new copper/brass radiators, one pound lighter and more durable. The thermostat was given a better seal when closed. Timing belt flanges were removed, to make cover removal easier, and the PCV system, snorkel, and retaining clip were changed to ease maintenance.

Other changes include higher load valve springs (both normal and turbocharged engines), stamped rockers with P/M inserts, a lightweight crankshaft, oil pump relief raised from 60 to 70 psi, a turbo oil drain boss added to the block, and removed lubrite from the camshaft.


Chrysler sold the “Shelby” engine as an option in any Charger or Turismo with a five-speed manual transmission.

The new 287 head replaced the 455 heads on carbureted engines; it was similar but had a new a/c compressor mount. There was a new seal ring gasket (exhaust donut).

Other changes included the A590 (solid mount a/c) bosses on block and head, oil management block (running change), improved intake valve surface, lightweight connecting rod (running change), high temp timing belt, 11 mm head bolts (running change), integral water box on bottom of intake manifold, better anti-drainback valve (running change), oil pump relief back down to 60 psi, 8 bolt flywheel (late change), material added to head and block at oil transfer hole, .94 rotor oil pump (late change)


The first year for the A515 “fast burn” cylinder head and notched “fast burn” pistons, designed to decrease emissions; power output was the same for the turbos and carbs, but the TBI dropped slightly to 97 horsepower.

The 2.5 liter engine was launched; it used the same cylinder head as the 2.2, with standard single point throttle body injection, a taller block, and balance shafts in the oil pan (because there was no other place to put them).

A new TBI throttle body had a low profile and concentric direct mount for the air cleaner, improving fuel-air distribution. A fuel temperature sensor was used to figure out fuel density changes. The automatic idle system got a new actuator, using a stepper motor to position a conical pintle valve in an air passage, giving more precise control than the prior DC motor; it included a speed compensator for the air conditioning compressor. The control logic counted and measured the steps taken.

For 1986, a new “labyrinth” distributor was smaller, had fewer parts, and easy to service; and it was designed with fuel injection synchronization in mind, via both Hall Effect and turbo-sync connectors.

Other changes: low tension ring package, heater bypass moved to water pump, thicker head gasket (running change), new valve cover with curtain to prevent oil splashing, new 175# valve spring on all engines, 2 mm longer valves (both intake and exhaust), exhaust guide materials changed to a medium phosphorus iron, rocker pad surface finish improved, cam plug instead of lip seal in rear, better rod caps, crank drilled for N body (rear wheel drive), common dipstick and tube.

The logic module controlled timing, emissions controls, idle speed, air/fuel ratio, and wastegate activation; the power module converted the logic module’s output to alter the length of injector pulses and control timing.

fuel injectors

A modified longitudinal-mount 2.2 was used in the Dakota pickup - carbureted; and the A520 five speed manual came out.


Chrysler dropped the carburetors at the end of the 1987 model year. The 2.2 TBI dropped to 93 hp, with no explanation. Rocker camshafts were adopted in all 2.2 and 2.5 engines, improving idle quality and longevity by cutting friction between the cam and hardened inserts on their followers; post-hardening of the nodular iron camshaft was believed to be an industry first. The new system cut friction by 20%, raising city gas mileage by 4% (automatics) or 3% (manuals).

The computer modules were combined into a single-module engine controller (SMEC) with two circuit boards; the CPU was upgraded and programming was refined, allowing for the engine to cancel limp-in mode.

2.2 liter roller camshafts


A new common block was used for turbo, standard, and 2.5 liter engines; it included stronger main bearing supports and caps, thick cylinder walls, balance shafts (only used on the 2.5 and late turbo 2.2) and cross drilling between the cylinders. Without a lengthened deck, the 2.5 liter engine maintained its displacement with a shortened piston.

Non-turbo engines got a new injector and higher fuel pressure.

The CPU on the SMEC was upgraded again.

“Phase II Quiet Idle,” began, including an acoustic cylinder-head cover (already used on turbos), a change to the tooth style on cam belts (deep rounded teeth), plugs for the timing indicator and probe in 2.5 Turbo I and manual-transmission cars, and a transmission dust cover-to-engine oil pan foam seal on 2.5 Turbo I and manual-transmission cars. Idle quality was improved by cutting valve overlap by 30% (this had already been used on 2.2 Turbo I and II engines in 1988).


A single board computer replaced the dual-board unit. An acoustical stamped steel valve cover, with a single-piece gasket, cut noise and, in theory, leaks; powered metal intake and exhaust guides improved lubrication; increased piston wrist pin bore surface area increased connecting rod-to-wrist pin support; 2.5 engines had increased wrist pin stiffness; and a new water pump impeller shaft seal and bearings were used.


The export-only 2.5 liter MPI engine produced with 106 hp; an American version was used in flex-fuel engines that ran on ethanol.

The Neon started production late in the year with a 2.0 liter engine, destined to replace the 2.2. It had some of the same dimensions as the 2.2 to reduce tooling costs, but pumped out 132 hp and 129 lb-ft of torque. A dual cam version was rated at 150 hp.


The 2.5 MPI dropped to 103 hp and the 2.2 dropped to 92 hp in their final year. In either 1993 or 1994, a cast valve cover was used with a one-piece gasket that did not require RTV and finally solved the valve cover gasket leakage problem.


Minivans switched to a stroked (2.4 liter) Neon engine, rated at 150 hp — a more fuel-efficient engine with an extra 25 horsepower.

From “Chrysler licensed First Auto Works (FAW) of Changchun, People's Republic of China, to build the 2.2L for the Chinese market. FAW began production in 1990, and the engine was still in production there as of July 2000.”

1996 The final year of the Chrysler 2.5, rated at 100 hp and only used in the rear-wheel drive Dodge Dakota pickup — complete with a motor mount bracket from the FWD cars. The 1997 Dodge Dakota switched to the venerable 2.5 liter AMC engine, which produced 125 hp with similar torque, thanks to multiple-point fuel injection; the main advantage of this over the 2.4 was likely having been designed for rear drive from the start.

The end of the 2.0 and 2.4 engines is announced, replaced by a “World Engine” initially designed by Hyundai, and substantially redesigned by both Chrysler and Mitsubishi.

2010The last PT Cruiser is built, and the 2.4 liter four-cylinder engine is dropped; it would be the last ever Chrysler Corporation-designed four cylinder engine.

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