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63-439: The Daytona originally used the 2.2 L Chrysler K engine in naturally aspirated or turbocharged form. Power outputs are 93 and 142 hp (69 and 106 kW) respectively. The 100-horsepower (75 kW), 2.5-litre K engine was added for 1986. In 1985, the 2.2-L Turbo I engine's horsepower was increased to 146 hp (109 kW). The 1984 Daytona was available in three trim lines: standard, Turbo and Turbo Z. Total production

126-523: A Garrett variable-nozzle turbo ( VNT ), which was the first application of variable turbine technology in a production car, and the application of composite wheels designed by Shelby and produced by Motor Wheel Corporation , known as "Fiberrides", which were lighter than contemporary aluminum wheels. The engine was Chrysler's new intercooled Turbo IV equipped with a Getrag A555 5-speed transmission. The variable geometry turbo vanes were computer controlled and needed no wastegate. Instead, they adjusted

189-473: A High-Output version for the Dodge Charger produced 110 horsepower (82 kW) and 129 lb⋅ft (175 N⋅m). Four series of turbocharged 2.2 and 2.5 liter engines were produced, normally referred to as Turbo I , Turbo II , Turbo III , and Turbo IV . The primary difference between these engines was the use of an intercooler (in all except Turbo I). The Turbo III, ironically developed after

252-414: A flat 175 ft·lbf (237 N·m) torque curve. Not included were any of the durability changes to the short block (forged crank, full floating pin, stouter connecting rods, etc.) of the 1987 Chrysler Turbo II engine that was produced by the factory the following year. Shelby installed the factory produced Turbo II in his Shelby Lancer and Shelby CSX . Chrysler's strengthened version of this engine, with

315-467: A forged crankshaft and connecting rods, was used in the Shelby Z package of the 1987–1989 Dodge Daytona and other cars. Output of the production Turbo II was 175 hp (130 kW) and 200 lb⋅ft (271 N⋅m) with 12 pounds per square inch (83 kPa) of boost when mated to the stronger A520 5-speed manual transaxle. A similar, one-piece version of the special two-piece intake manifold used on

378-456: A ground effects kit and alloy wheels, among other differences. The IROC decals where added in halfway through 1991 even though all Shelby Daytonas from 1991 were considered to be IROCs. There is no difference between a 1991 Shelby and an IROC besides the decals and the letter "J" in the VIN sequence; on 1991 Daytona Shelbys, the VIN has the sequence G74J and IROC models have the sequence G743 . For

441-774: A joint venture between Chrysler and Mitsubishi . The rebranded Laser shared its body and chassis with the Eagle Talon and Mitsubishi Eclipse . In 1987, the Chrysler LeBaron coupe was restyled as a more proper sports car, removing Chrysler's need for the Laser. However, the Laser’s luxury performance image would be carried over into the 1987 Dodge Daytona Pacifica as well as the Lancer Pacifica and other Dodge vehicles styled by Chrysler's Pacifica Studios. The Laser

504-519: A program to fit a Lamborghini Jalpa V8 into a Daytona. The motor was linked to an all-wheel drive (AWD) system designed by Lotus UK and the car was called the Decepzione . Despite its performance and media buzz generated by articles in Automobile magazine, the project was discontinued because of the engine's oil pan having just 1.5 inches (38.1 mm) of ground clearance, necessitated by

567-618: A six-way power option were available as options. Notable features of the Chrysler Laser XE included: Rebadged models, mostly from Japanese or Korean manufacturers – Rebadged Chrysler/Plymouth models for external markets Chrysler K engine The 2.2 and 2.5 are a family of inline-4 engines developed by Chrysler Corporation originally for the Chrysler K - and L-platforms cars and subsequently used in many other Chrysler vehicles. After its launch in 1981, it became

630-620: A small number of 1992 Daytona IROCs were produced bearing the Shelby name. These IROCs featured "Shelby" decals which were added at the dealership or later to help boost sales. All were 2.5 Turbo cars as they featured the Shelby Performance Package sales code. These were superseded by the IROC package. Shelby versions were mainly "Chrysler" branded Daytonas which were sold overseas and were part of an early run of IROCs. These were

693-467: A special cam, select-fit bearings, a special exhaust manifold, and a diecast aluminum cylinder head cover. For 1985, a computer-controlled wastegate was substituted which, with the use of a knock sensor, allowed 9 pounds per square inch (62 kPa) of temporary overboost. Output was rated at 146 horsepower (109 kW) and 168 lb⋅ft (228 N⋅m). A Mitsubishi TE04H turbo and new intake manifold were used for 1988. The Turbo II designation

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756-556: A unique rod bearing size. The crankshaft is also forged and weighs 53 pounds. Only 501 Chrysler TCs were produced with the DOHC 16-valve head. This engine shares essentially only the front and rear main seals, oil pan seal, intermediate shaft and bearings, main bearings (only, rod bearings are unique), and distributor with any other Chrysler 2.2/2.5. This head was also used in IMSA racing, but not in turbocharged form. In 1986, Chrysler increased

819-425: Is 96 mm (3.78 in), limiting the potential for increased bore diameter. All 2.2 engines have cast iron blocks, use a timing belt, and are non- interference engines. The earliest version used a two-barrel carburetor , but fuel injection was introduced in 1984 on both turbocharged and normally aspirated models (it is used on all 2.5 liter engines). Fuel injection was standard on some higher end models such as

882-847: Is a limited-production high performance automobile based on the turbocharged intercooled Dodge Shadow and Plymouth Sundance . These cars were offered by Shelby Automobiles Inc. from 1987 through 1989. The CSX serial number was established by AC Cars, in Surrey, England. The purpose of that serial number was to identify which chassis were to be exported to Shelby in the U.S. CSX stood for "Carroll Shelby Export". The first Shelby CSX appeared in 1987. Power came from Shelby's intercooled Turbo II 2.2 L inline-four , producing 175 hp (130 kW) at 5300 rpm and 175 ft·lbf (237 Nm) of torque from 2200-4800 rpm. Shock absorbers and springs were replaced, and Daytona Shelby Z rear discs were added. Once again, Shelby used his own wheels. Outside badging

945-517: The 2.2 Turbo I engine instead, so this high output 2.2 was made an option on regular Dodge Chargers that year. Applications of the High Output 2.2L included the 1983–1984 Dodge Shelby Charger , the 1985 Plymouth Turismo (L-body), the 1984-1985 Dodge Omni GLH and the 1985–1987 Dodge Charger . This High Output version of the 2.2L could be easily recognized by its chrome valve cover and tighter timing cover. Chrysler's first turbocharged engine

1008-581: The 3.7-liter inline-six ) in Windsor, Ontario . Design work on the six had started in 1975, with the 2.2 added to the program in 1980, but due to labor unrest in Canadian automobile manufacture and the collapse of the diesel market in North America, Lee Iacocca suddenly and unilaterally cancelled these plans in 1983. The 1983 and 1984 Dodge Shelby Charger was more of a handling package, but

1071-495: The Chrysler Slant-6 engine , it was introduced in the 1981 Dodge Aries , Dodge Omni , Plymouth Horizon and Plymouth Reliant , and was produced until 2000. The 2.2 has an undersquare 87.5 mm (3.44 in) bore and 92 mm (3.62 in) stroke, which gives it a displacement of 2,213 cc (135.0 cu in). It is a siamesed engine: there are no coolant passages between cylinders. The bore spacing

1134-769: The Mexican market, a 2.5 Turbo II engine with intercooler and intake charge temperature sensing was available, rated at 168 hp (125 kW) and 175 lb⋅ft (237 N⋅m) to 188 lb⋅ft (255 N⋅m). In the Mexican market, 1986 through 1990 vehicles used versions of the 2.2 and 2.5 engines operating on leaded gasoline , equipped with a carburetor , a tubular exhaust header , and electronic control of ignition timing. This induction and ignition system used technology and components very similar to those employed in Chrysler's US-market Lean Burn emission control systems of

1197-508: The Mitsubishi 2.6 engine Chrysler had been using. In normally aspirated form, the 2.5 produced 100 horsepower (75 kW) and 136 lb⋅ft (184 N⋅m). In 1989 there was a redesign of the 2.5 to permit both it and the 2.2 to use a common cylinder block. The crankshaft, connecting rods and pistons are completely different in the common-block 2.5 compared to the previous 2.5. This engine competed with Ford Motor Company's HSC engine, which

1260-630: The 1989 Shelby CSX, then regular production 1990 Dodge Shadows, Daytonas, and Chrysler LeBarons. Production on this engine was limited to around 1250 units. . The Chrysler TC , developed with Maserati , used a special turbocharged 2.2 engine. This version was related to the Turbo II but used a special 16-valve head — not the same as that used in the Turbo III ;— pistons, connecting rods, intake manifold, crankshaft and other components. No parts are interchangeable with other versions of

1323-583: The 1992 model year, production was moved from the St. Louis, Missouri plant to the Sterling Heights, Michigan plant. The Daytona also received a thorough facelift, which was previewed by the Dodge Daytona R/T concept introduced two years earlier in 1990. The facelift replaced the pop-up headlights with flush-mounted rounded ones and added a new grille and rear fascia. Window surround moldings on

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1386-442: The 2.5 was rated at 113 horsepower (84 kW), and in most cases lacked the balance shafts used in all other versions of the 2.5. The MPFI system gave better driveability, performance and fuel economy, and cleaner emissions, but was nevertheless not used elsewhere than the Mexican domestic market and Chrysler de Mexico's export markets. Various kinds of Engine Control Units were used with the 2.2 and 2.5 engines. From 1984 to 1987,

1449-515: The C/S package was revived. However, this time the C/S was only available on the base model Daytona. In order to reduce weight and produce a lighter Daytona, the C/S came without the ground effects and other features that were on the Shelby. The AGB model C/S had a Turbo I 2.2 L engine, which was available with either an automatic or manual transmission. Following the Chrysler takeover of Lamborghini , product programs general manager Jack Stavana introduced

1512-697: The Chrysler E-Class, Laser, and New Yorker, and the Dodge 600 and Daytona. In 1985 fuel injection became optional on the lower end models (Dodge Omni/Plymouth Horizon, Dodge Aries/Plymouth Reliant), eventually replacing the carbureted variant across the board. The initial carbureted 2.2 initially produced 84 horsepower (63 kW), but the output was increased to 96 horsepower (72 kW) and 119 lb⋅ft (161 N⋅m). Later versions were fuel-injected and produced 93 horsepower (69 kW) to 99 horsepower (74 kW) and 122 lb⋅ft (165 N⋅m), and

1575-632: The Daytona's second year of production. The Turbo Z model was no longer listed as a package but was now a model in its own right. The wraparound spoiler, formerly exclusive to the Turbo Z model, was now offered on all three models. But the biggest change was under the hood: the 2.2 Turbo was given four more hp to 146 hp (109 kW), and a new shift linkage was added. Optional "Swiss cheese" wheels were replaced with new optional "pizza" wheels. All wheels now had five lug nuts (instead of four). Total production

1638-664: The ECU was divided into the Logic Module (LM), which was inside the passenger cabin, and the Power Module located near the battery on the left front fender. The LM used a Motorola 6803U4 processor operating at 1 MHz, with 256 bytes of RAM and either two 8K EPROMs or one 16K EPROM. From 1988 to 1989, a SMEC (Single Module Engine Controller) was used. This was a complete redesign of the older system, using modern CAD for board design, and higher density SMD components. The processor

1701-494: The IROC was the new R/T performance package, which featured a 224 hp (167 kW) Turbo III version of the 2.2 L four-cylinder, but with a Lotus designed DOHC cylinder head and direct ignition system instead of a distributor-type ignition system; this engine was shared with the Dodge Spirit R/T . Although the Shelby trim was discontinued after 1991 (due to the end of Carroll Shelby's involvement with Chrysler),

1764-562: The MPFI system was common with the Mexican-market 2.5 MPFI engine. Modifications included upgraded seal and gasket materials, chrome piston rings, stainless-steel fuel system components, sion fuel injectors internally plated with nickel, and fuel composition sensors. From 1991 to 1995 in the Mexican market, multipoint fuel injected, non-turbo version of the 2.2 and 2.5 were installed in many Chrysler Corporation vehicles. This version of

1827-494: The Turbo II, minus the air charge temperature sensor, was added to the Turbo I for 1988. The next year, the new common block was introduced; it was used for all subsequent versions of the 2.2 and 2.5, including the 2.2 L Turbo II, which then continued unchanged through 1990. The Turbo III used a Lotus -made DOHC 16-valve head. Output was 224 horsepower (167 kW) and 217 lb⋅ft (294 N⋅m). This engine

1890-511: The Turbo IV, was coupled to high-performance, four-valve-per-cylinder head developed in cooperation with Lotus, bringing 224 horsepower (167 kW) from the 2.2 liter engine. The Turbo IV pioneered the use of variable nozzle technology to minimize lag. The 2.2 was made at Chrysler's Trenton Engine plant in Trenton, Michigan . In 1995 Chrysler sold much of the machining equipment as well as

1953-514: The Turbo Z. This consisted of 32 mm (1.3 in) front and 28 mm (1.1 in) rear anti-sway bars, performance tuned struts, and 225/50VR15 Goodyear Eagle Gatorback tires. This package would foreshadow the Daytona Shelby of 1987 and beyond. Some 7,704 owners added this handling package to their Daytonas. Total production this year was 44,366. For 1987, the Daytona was restyled externally, and featured pop-up headlights. New in 1987

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2016-581: The basis for all Chrysler-developed 4-cylinder engines until the Chrysler 1.8, 2.0 & 2.4 engine family was released in 1994. It was the first Chrysler engineered four cylinder engine since the Chrysler flathead four cylinder was discontinued in 1933. The first version of this engine family was a normally aspirated 2.2 L (134 cu in) unit. Developed under the leadership of Chief Engineer – Engine Design and Development Willem Weertman and head of performance tuning Charles "Pete" Hagenbuch, who had worked on most of Chrysler's V-8 engines and

2079-527: The comparatively tall engine block. For the 1989 model year, the ES model was introduced. The ES model was an appearance package/equipment group offered on base models in order to attract the "average" Daytona buyer’s eye without a major price hike. It featured silver contrasting ground effects, along with "snowflake" patterned alloy wheels. The 2.2 L Turbo I was replaced with the 2.5 L Turbo I, rated at 150 hp and 180 ft. lbs. of torque. Also introduced in 1989

2142-438: The displacement of the engine to 2.5 L (153 cu in) and added counterrotating balance shafts to smooth out the vibrations and harsh harmonics normally produced by long-stroke 4-cylinder engines. The increased displacement came from a raised deck and longer 104 millimetres (4.09 in) stroke, making the 2.5 engine even more undersquare and tuned for low-end torque rather than high-RPM power. This engine replaced

2205-435: The doors were also new, and rounder than the sharp angles of the moldings on 1984 to 1991 models. The 1992 model also displayed the new Dodge "ram head" emblem on the hood and below the taillights. While the 3.0 L V6 became an option on lower end models, it was the standard engine on IROC models. Optional on the 1992 IROC was the 2.5 L "High Torque" Turbo, available as a very rare option (less than 230 produced). Also available on

2268-448: The engine compartment specifying Mobil 1 synthetic oil only, as he did on other Shelby Dodges. The suspension was also modified, as the alignment specs are radically different from the other Shelby Dodges. On the exterior, Shelby chose Exotic Red, a mix of bright red and maroon, with gold wheels and trim and a ground effects package produced by Kaminari Aerodynamics to set the VNT apart from

2331-492: The engine's flexibility and top-gear acceleration. (They tested it to 156 mph (251 km/h).) Synthetic oil and premium fuel were specified for use with this car to prevent turbo overheating and prolong engine life. Rather than a proper tune-up (the VNT's control systems were advanced for the time), replacing the VNT with the simple but lag-prone turbo II was common. Examples with the VNT system intact are today considered more valuable to collectors. Shelby installed emblems in

2394-648: The engine. The 2.2 TC engine was an international effort: The cylinder head was cast in England by Cosworth and finished in Italy by Maserati using a cam over bucket design. The pistons are forged and came from Mahle in Germany , and a Japanese turbocharger was sourced from IHI . The camshafts were designed by Florida -based Crane but were constructed by Maserati in Modena . The rods are forged Casar units and use

2457-470: The flow of exhaust gases to spool up instantly and provide strong power. Chrysler kept the horsepower rating at 175 hp (130 kW), but upped the torque rating to 205 ft·lbs (278 Nm) at 2100 rpm. Full torque was available from this low rpm to well past redline. Turbo lag was eliminated, with full boost (15 psi spike) available at 2100 rpm. Car and Driver magazine called it "a high-tech hot rod" and "a technological showcase" and were impressed with

2520-486: The following: 15 were equipped as 'two option', coming factory with 225 wide tire option as well as RECARO bucket seats; 2 were used as prototypes; 2 were equipped with non-RECARO and wide optioned tires. The remaining were either RECARO or non-RECARO equipped cars with regular size tires. The front air dams and rear wing can still be purchased from Kaminari Aerodynamics. The wing is now equipped with an LED brake light built into it. The front air dams are slightly different than

2583-431: The last production vehicles produced by Chrysler to bear the Shelby name. Production of the Daytona ended on February 26, 1993 without an immediate replacement. The 1995 Dodge Avenger eventually took the Daytona's place. Production Figures: The Chrysler Laser was billed as the Chrysler brand's first sports car, while the 1950s and 1960s Chrysler 300 letter series coupes and convertibles were very powerful and fast at

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2646-559: The late 1970s. This configuration was discontinued in favour of electronic fuel injection for the 1991 model year, when exhaust emission regulations took force in Mexico. From 1993 to 1995, a 107 horsepower (80 kW) multipoint fuel injected non-turbo version of the 2.5 engine was installed in flexible-fuel Dodge Spirits and Plymouth Acclaims . This engine and its fuel supply and computerized management system were specially modified to run on fuel containing up to 85% Methanol . Most of

2709-452: The license to the design, to First Auto Works of China , after negotiations which had begun in the mid-eighties. The Trenton plant largely switched to the new Chrysler 3.3 engine production, while FAW continues to build the 2.2, which they used in their version of the Audi 100. In 1982, Chrysler also signed an agreement with Perkins Engines to build a dieselized version of the 2.2 (and of

2772-509: The regular 2.2 L engine was modified somewhat. This High Output 2.2 used a revised camshaft to boost output to 110 horsepower (82 kW) and 129 lb⋅ft (175 N⋅m), and the block was decked to increase the compression ratio. These modifications allowed the Shelby Charger to hit 50 miles per hour (80.5 km/h) in 5.5 seconds and cover the quarter mile (402 m) in under 16 seconds. The 1985 Dodge Charger Shelby used

2835-478: The standard CSX. The MSRP was $ 15,995. Production was limited to 500 vehicles (including two prototypes) and with the completion of cars, Carroll Shelby's direct involvement with Dodge was complete (although he continued to work on projects with Chrysler, often taking advisory roles, which included the development of the Dodge Viper and Viper GTS ). The 89 Shelby CSX production figures can be broken down into

2898-464: The time. The Laser was a virtual clone of the Dodge Daytona, but came only in the upscale trim version. It was produced from 1984 to 1986. The Laser emphasized European luxury, and was intended to be an "executive personal luxury coupe". The Laser was sleek, low-slung, and aerodynamic, with a drag coefficient of 0.35. The car had a large rear hatchback, with a rear deck-lid spoiler. The 1984 Laser

2961-466: Was 47,519. There were several changes for the 1986 Daytona. The middle "Turbo" model was dropped, leaving only two models, the base and Turbo Z. Engine changes were also made, including a new 2.5 L 100 hp (75 kW) four-cylinder engine for the base model. A new T-roof package was added to the option list, and 5,984 Daytona owners chose this option. The biggest addition was the C/S ( Carroll Shelby ) suspension package, available only as an option on

3024-571: Was 49,347. The Daytona Turbo was on Car and Driver magazine's 10Best list for 1984. Both the Daytona and Chrysler Laser were available with the Chrysler electronic voice alert system through 1987. A performance oriented " Shelby " version of the Daytona was introduced in 1987. The Daytona debuted with a 142 hp Turbo I motor. Many Turbo Z models were produced and were more luxurious than other years due to their use of Mark Cross leather, light up speakers, and rear amplifier switches. These options were dropped after 1984. Changes were minimal for

3087-427: Was a Shelby Z trim level with an available Chrysler developed Turbo II intercooled version of the 2.2 L Chrysler K engine , as well as a heavy-duty A555 transaxle with Getrag gears. The engine produces 174 hp (130 kW) and 200 lb⋅ft (271 N⋅m) of torque. The Shelby Z also featured numerous suspension upgrades, including a larger diameter front sway bar and disc brakes on all four wheels. This version

3150-453: Was a 68HC11 operating at 2 MHz with 256 bytes of RAM and a 32K EPROM. Functionally, the SMEC was the combination of the earlier Logic and Power modules into one unit. Starting in 1990, a more advanced SBEC (Single Board Engine Controller) was used, which integrated the earlier two board computer into a single board. Shelby CSX#CSX-VNT The Shelby CSX (Carroll Shelby eXperimental)

3213-401: Was applied to a turbocharged, intercooled version of the 2.2. This Turbo II designation was first used in the 1986 Shelby GLH-S and the 1987 Shelby Charger GLH-S. Shelby Automobiles modified a stock Turbo I engine by swapping several pre-production pieces from the Turbo II inline-four engine . These changes included an intercooler and other changes to produce 175 hp (130 kW) and

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3276-671: Was available as standard equipment in the XE and XT trim lines and optional on the standard model. The Laser was replaced by the Mitsubishi built Chrysler Conquest , a rear-wheel drive vehicle which competed directly against the Toyota Celica Supra . The Laser name was silently terminated after the first half of 1986 model year, then resurrected for the 1990 model year as the Plymouth Laser , built by Diamond Star Motors ,

3339-620: Was available in two trim lines: standard and XE. In mid-1985, the XT trim was added as the top-of-the-line version. The standard, XE and XT trim lines would continue until the Laser’s demise in mid-1986. After 1986, the Daytona was exported to Canada as the Chrysler Daytona , officially ending Canadian Daytona sales under the Dodge marque. The turbo version of the Laser could be recognized by its use of black hood louvers. The 2.2 L Turbo I engine

3402-506: Was increased from 2.3 L to 2.5 L for use in the 1986 to 1991 Taurus . The Chrysler 2.5 was retired in 1995. The 2.5 engine was offered in a Turbo I form starting in 1989. This engine had multipoint fuel injection and was rated at 150 hp (111.9 kW) and 180 lb⋅ft (244 N⋅m). In some models the 2.5 Turbo I was available in a "High Torque" version, which put out 152 hp (113 kW) and 210 lb⋅ft (285 N⋅m) by allowing higher boost pressures at low rpms. In

3465-430: Was made available. For 1991, the 2.2 L turbocharged engine was dropped in favor of the new 2.5 L "high torque" turbocharged engine. Although sporting a lesser power output of 152 hp, this engine offered 210 ft. lbs. of torque, exceeding that of the Turbo II. Also new was the addition of an IROC model with either the 3.0 L V6 or turbocharged 2.5 L engine. Visually, IROC models differed from lesser models, having

3528-400: Was mechanically similar to the 1987 CSX, except the non- intercooled Turbo I engine was used. Two variations were made, an intercooled version given to the president of Thrifty and a version with a factory sunroof given to the president's daughter. The final CSX was 1989's CSX-VNT . This would also be the final Shelby Dodge, and marked two notable technological advances: the introduction of

3591-640: Was more restrained than other Shelby offerings. Black was the only color available. 750 of the 1987 CSX's were sold, priced at $ 13,495. There was no optional equipment. In 1966, Shelby created a special line of Shelby Mustangs for the Hertz car rental company. Shelby repeated this method in 1988 with the creation of the CSX-T for the Thrifty rental company. The CSX-T was only sold to Thrifty. All 1,001 units produced were white with grey and blue trim. The CSX-T

3654-592: Was sold in Europe under the name Chrysler GS Turbo II . A more luxury-oriented Pacifica trim line was also added to replace the Chrysler Laser, which was dropped in mid-year 1986. Among the optional equipment included a leather interior, eight-way power enthusiast driver's seat (with mechanical thigh and lumbar controls), digital instrument cluster, and a 12-button trip computer (with instant fuel ratings as well as trip averages and estimated travel times). In 1988,

3717-426: Was specified to have an estimated 22 mpg ‑US (11 L/100 km; 26 mpg ‑imp ) city/35 mpg ‑US (6.7 L/100 km; 42 mpg ‑imp ) highway fuel mileage. Chrysler offered a five-year or 50,000-mile (80,000 km) warranty, or a protection plan with outer body rust-through protection, based on United States Automobile Club tests. Mark Cross leather seats and

3780-410: Was standard. For 1990, all Daytonas received an interior restyling, featuring a modernized cockpit-style wraparound dashboard. A variable nozzle turbocharger ( VNT Turbo IV ), borrowed from the 1989 Shelby CSX VNT , was offered in the Shelby model producing the same 174 hp (130 kW) as the Turbo II but eliminated turbo lag and improved drivability. Also for 1990, a 3.0 L SOHC Mitsubishi V6

3843-443: Was the 1984 Turbo I . It used a Garrett T03 turbocharger with a mechanical wastegate to limit boost to 7.2 pounds per square inch (50 kPa), and was rated at 142 horsepower (106 kW) and 160 lb⋅ft (217 N⋅m), a substantial increase in power over the standard 2.2 engines. Changes included a lower compression ratio, special pistons, high-strength valves, higher-pressure springs (to avoid float), better-sealing rings,

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3906-570: Was the AGS C/S Competition model, which was featured along with the regular AGB model. This new C/S model featured an intercooled 2.2 L Turbo II engine, along with many other features that were also on the Shelby. However, this model was only available with a manual transmission. The AGS C/S package would remain in availability until 1991. The AGB C/S Performance model had the 2.5 L non-intercooled Turbo I engine available with five-speed manual or three-speed automatic. A driver's side airbag

3969-519: Was used in 1,399 Dodge Spirit R/T and several hundred Dodge and Chrysler Daytona IROC R/T models in the US, Canada, and Europe, plus models including the Chrysler Spirit R/T and Phantom R/T in Mexico. Cars using the 2.2T3 engine include: The Turbo IV was a turbocharged SOHC intercooled version with variable nozzle turbo (VNT) technology. This system reduced turbo lag. Used in

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