The Dodge Charger (L-body) is a subcompact two-door hatchback / fastback built by Dodge from 1981 until 1987. It is based on Chrysler 's front-wheel drive L platform . A companion model, the Plymouth Turismo , was also marketed.
118-673: For the 1979 model year, Chrysler shortened the L-platform of the Dodge Omni/Plymouth Horizon four-door hatchbacks from 99.2 to 96.5 in (2,520 to 2,451 mm) in wheelbase to make more sporty two-door with a sloping hatchback called the Dodge Omni 024 and the Plymouth Horizon TC3 . The cars shared a 70 hp (52 kW) 1.7 L Volkswagen inline-four as the only engine. In 1981,
236-414: A countershaft (also called a layshaft ) and an output shaft . The input shaft is connected to the engine and spins at engine speed whenever the clutch is engaged. The countershaft has gears of various sizes, which are permanently meshed with the corresponding gear on the input shaft. The gears on the output shaft are also permanently meshed with a corresponding gear on the countershaft; however,
354-579: A 175 hp (130 kW) 2.2 L Turbo II engine, upgraded transmission, brakes, and suspension, and the deletion of all Dodge badging. For 1982, Chrysler introduced a coupe utility pickup derived from the L-body chassis, named the Dodge Rampage. The first front-wheel drive American pickup truck, the Rampage extended the Dodge Omni chassis to a 104.2-inch wheelbase. To compete with the payload of
472-464: A 3-speed automatic. At the time of introduction, only the CARB -certified version with an air pump and 70 hp (52 kW) had been available. In 1979 power climbed to 77 hp (57 kW), while by 1980 it dropped to 68 hp (51 kW) and 83 lb⋅ft (113 N⋅m) of torque in all fifty states. Chrysler's 2.2 L K-car engine appeared for the 1981 model year as an upmarket option to
590-536: A 99.2-inch wheelbase (shared with its European namesake). Initially designed by Chrysler Europe, Chrysler Corporation made substantial changes to the suspension design for the American market. In contrast to the Chrysler Horizon, which has a front torsion bar suspension, the model line uses front MacPherson struts. While the rear suspension shares a semi-independent layout (coil springs, rear trailing arms),
708-464: A blow-through long runner two-piece intake and a modified turbocharger, reclocked with a different compressor cover. They were rated at 175 hp (130 kW) and 175 lb⋅ft (237 N⋅m) of torque from 2400 to 4800 rpm. The Turbo II also received a stronger Getrag A555 five-speed manual transmission in place of the rod linkage A525, which was still fitted to the GLHS models. The suspension
826-708: A column shifter and more practical, as the gearbox was mounted in front of the engine. The linkage for the shifter could then be positioned on top of the engine. The disadvantage is that shifting is less comfortable and usually slower to operate. Newer small cars and MPVs , like the Suzuki MR Wagon , the Fiat Multipla , the Toyota Matrix , the Pontiac Vibe , the Chrysler RT platform cars,
944-417: A column shifter are the ability to switch between the two most commonly used gears—second and third—without letting go of the steering wheel, and the lack of interference with passenger seating space in vehicles equipped with a bench seat . Some smaller cars in the 1950s and 1960s, such as Citroën 2CV , Renault 4 and early Renault 5 feature a shifter in the dash panel. This was cheaper to manufacture than
1062-527: A column-mounted manual shifter. Outside North America, the column-mounted shifter remained in production. All Toyota Crown and Nissan Cedric taxis in Hong Kong had the 4-speed column shift until 1999 when automatic transmissions were first offered. Since the late 1980s or early 1990s, a 5-speed column shifter has been offered in some vans sold in Asia and Europe, such as Toyota Hiace , Mitsubishi L400 and
1180-407: A conventional manual transmission, but are shifted automatically. Alternatively, there are semi-automatic transmissions . These systems are based on the design of, and are technically similar to, a conventional manual transmission. They have a gear shifter which requires the driver's input to manually change gears, but the driver is not required to engage a clutch pedal before changing gear. Instead,
1298-644: A free-flowing exhaust system, making for a more aggressive sound. The body kits, among other parts, were often shipped to dealerships along with the car to be put on after delivery. The reasoning behind this varied, but was said to speed delivery and compensate for ground clearance issues that the cars faced on many car carriers. Production was 8,251 for that first year. For 1984, the Shelby Charger could be ordered with an optional automatic transmission . There were 7,552 Shelby Chargers sold this model year. The high-output engine (now up to 110 hp (82 kW))
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#17328010937271416-411: A gear while the transmission requires the driver to adjust the throttle so that the transmission is not under load, and selecting a gear requires the engine RPM to be at the exact speed that matches the road speed for the gear being selected). Most motor vehicles use a pedal to operate the clutch; except for motorcycles, which usually have a clutch lever on the left handlebar . In most vehicles with
1534-425: A gearshift without fully disengaging the clutch). Larger differences in speed between the input shaft and the gear require higher friction forces from the synchromesh components, potentially increasing their wear rate. Even in modern transmissions where all of the forward gears are in a constant-mesh configuration, often the reverse gear uses the older sliding-mesh ("crash box") configuration. This means that moving
1652-619: A manual transmission but have added components (such as computer -controlled actuators and sensors ) which automatically control the timing and speed of the gear shifts and clutch; this design is typically called an automated manual transmission (or sometimes a clutchless manual transmission ). Contemporary manual transmissions for cars typically use five or six forward gears ratios and one reverse gear, however, transmissions with between two and seven gears have been produced at times. Transmissions for trucks and other heavy equipment often have between eight and twenty-five gears, in order to keep
1770-438: A manual transmission, the flywheel is attached to the engine's crankshaft , therefore rotating at engine speed. A clutch disc sits between the flywheel and the transmission pressure plate which is attached to the transmission input shaft, controlling whether the transmission is connected to the engine or not. The clutch pedal controls the pressure plate ( clutch engaged – the clutch pedal is not being pressed) or not connected to
1888-421: A manual transmission, the driver selects gears by manipulating a lever called a gear stick (also called a gearshift , gear lever or shifter ). In most automobiles, the gear stick is located on the floor between the driver and front passenger, but some cars have a gear stick that is mounted to the steering column or center console. The movement of the gear stick is transferred (via solid linkages or cables) to
2006-400: A mechanism is needed to stop the input shaft, such as using the synchronizer rings for fifth gear. However, some vehicles do employ a synchromesh system for the reverse gear, thus preventing possible crunching if reverse gear is selected while the input shaft is still spinning. Most transmissions include a lockout mechanism to prevent reverse gear from being accidentally selected while the car
2124-483: A second year as the performance option for the 024. Nothing was changed from 1981 except for a Pentastar emblem on its hood and adding a resonator to the exhaust since the previous model had no muffler, utilizing the catalytic converter as the sole method of engine noise reduction. Production increased to 15,000. In 1983, the Volkswagen engine went out of production, so a joint Chrysler/ Peugeot 1.6 L engine
2242-441: A switch or pressing a button on the gearshift knob or on the steering column, or automatically by momentarily lifting the foot from the accelerator with the vehicle traveling above a certain road speed. Automatic overdrives were disengaged by flooring the accelerator, and a lockout control was provided to enable the driver to disable overdrive and operate the transmission as a normal (non-overdrive) transmission. The term 'overdrive'
2360-484: A synchromesh and teeth on each side in order to lock either gear to the shaft. Unlike some other types of clutches (such as the foot-operated clutch of a manual-transmission car), a dog clutch provides non-slip coupling and is not suited to intentional slipping. In order to provide smooth gearshifts without requiring the driver to manually match the engine revs for each gearshift, most modern passenger car transmissions use 'synchromesh' (also called 'synchronizer rings') on
2478-411: A three-speed manual transmission. This transmission, along with many similar designs that it inspired, was a non-synchronous (also called sliding-mesh ) design where gear changes involved sliding the gears along their shafts so that the desired cogs became meshed. The driver was therefore required to use careful timing and throttle manipulation when shifting, so the gears would be spinning at roughly
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#17328010937272596-439: A typical hydraulic automatic transmission , which uses an epicyclic (planetary) design, and a hydraulic torque converter . An automatic transmission that allows the driver to control the gear selection (such as shift paddles or "+/-" positions on the gear selector) is called a manumatic transmission, and is not considered a manual transmission. Some automatic transmissions are based on the mechanical build and internal design of
2714-532: A visually similar appearance with its Chrysler Europe counterpart, the Omni/Horizon shares almost no body commonality. Along with the American requirement of sealed-beam headlamps, 5-mph bumpers , the body stampings are not shared between the two model line; for example, the joint between the roof and A-pillar on the American model line is welded together (on the European version, it is a single stamping). On
2832-429: Is also used to describe a gear with a ratio of less than one (e.g., if the top gear of the transmission has a ratio of 0.8:1). Vehicles with a manual transmission can often be push started when the starter motor is not operational, such as when the car has a dead battery or when the starter motor itself has malfunctioned and is unable to deliver sufficient rotational energy to turn the engine over. When push-starting,
2950-427: Is connected via a pinion gear at the end of the counter/output shaft. In a modern constant-mesh manual transmission, the gear teeth are permanently in contact with each other, and dog clutches (sometimes called dog teeth ) are used to select the gear ratio for the transmission. When the dog clutches for all gears are disengaged (i.e. when the transmission is in neutral), all of the gears are able to spin freely around
3068-445: Is moving forwards. This can take the form of a collar underneath the gear knob which needs to be lifted or requiring extra force to push the gearshift lever into the plane of reverse gear. Another design of transmission that is used in older cars , trucks , and tractors , is a non-synchronous transmission (also known as a crash gearbox). Non-synchronous transmissions use a sliding-mesh (or constant-mesh, in later years) design and have
3186-404: Is used to reverse the direction in which the output shaft rotates. In many transmissions, the input and output shafts can be directly locked together (bypassing the countershaft) to create a 1:1 gear ratio which is referred to as direct-drive . In a transmission for longitudinal engined vehicles (e.g. most rear-wheel-drive cars), it is common for the input shaft and output shaft to be located on
3304-551: The Chrysler Alpine ). At the end of 1974, Chrysler Europe approved the final clay model design of a shorter wheelbase version (codenamed C2) as a subcompact in the 1.3 L engine range. The C2 project provided multinational Chrysler Europe with a single model line to replace the outdated Simca 1100 and the Hillman Avenger . The development of the Dodge Omni and Plymouth Horizon began life in 1975. Following
3422-526: The Dodge Rampage / Plymouth Scamp coupé utility pickup truck. As a hot hatch , Chrysler introduced the turbocharged Omni GLH (later the Shelby GLH-S ). For 1979, Chrysler introduced a hatchback coupe version of the Omni/Horizon, named the Dodge Omni 024 and Plymouth Horizon TC3. Using an L-body chassis (shortened to a 96.6-inch wheelbase), the 024/TC3 coupes shared no external bodywork with
3540-714: The Dodge Shadow /Plymouth Sundance, and the Belvidere plant was retooled to build the Dodge Dynasty , which succeeded the preceding 600 at the time. Carroll Shelby bought 1,000 of the last Chargers and equipped them with the Omni GLH's engine and suspension to be sold under this name. The Duster name was revived for a model in the Plymouth Sundance line midyear in 1992. The Charger name, aside from
3658-488: The Dodge Shelby Charger . Rather than focusing on speed, Shelby modified the suspension and styling. The engine compression was raised for 107 hp (80 kW), and the manual transmission had revised ratios. Shorter springs, special wheels and tires complemented stronger brakes and a quicker, 14:1, power steering rack. Outside, a new nose and racing stripes accented the performance image. The car received
Dodge Charger (1981) - Misplaced Pages Continue
3776-594: The Duster name as the Plymouth Turismo Duster. However, Plymouth would never get a turbocharged version of the Shelby Charger. Two turbocharged Turismos, using the Shelby front end, were seen at Chrysler headquarters with a 'Cuda Plymouth badge, but they were not put into production. They currently reside in a private collection. The previous high-compression 107 hp (80 kW) Shelby Charger engine
3894-674: The Honda Element , the Honda Civic , the Daihatsu Sigra , and the Honda Avancier , may feature a manual or automatic transmission gear shifter located on the vehicle's instrument panel, similar to the mid-1950s Chryslers and Powerglide Corvairs . Console-mounted shifters are similar to floor-mounted gear shifters in that most of the ones used in modern vehicles operate on a horizontal plane and can be mounted to
4012-427: The splines on the shaft, forcing that shaft to rotate at the same speed as the gear hub. However, the clutch can move back and forth on the shaft, to either engage or disengage the splines. This movement is controlled by a selector fork that is linked to the gear lever. The fork does not rotate, so it is attached to a collar bearing on the selector. The selector is typically symmetric: it slides between two gears and has
4130-415: The stereo system or HVAC system , to help prevent accidental activation or driver confusion. More and more small cars and vans from manufacturers such as Suzuki , Honda , and Volkswagen are featuring console shifters in that they free up space on the floor for other features such as storage compartments without requiring that the gear shift be mounted on the steering column. Also, the basic location of
4248-399: The 1.6 was dropped, with the 2.2-liter becoming the standard engine offering. The 2.2 received fuel injection for 1988, accompanied by three additional horsepower. Latterly, the 2.2 L engine was paired to a 5-speed manual transmission or a 3-speed automatic. Chrysler had planned on offering PSA's new 1.9-liter diesel in the Omni/Horizon for the 1984 model year. Thanks to the implosion of
4366-471: The 1948 Ferrari 166 Inter and the 1953 Alfa Romeo 1900 Super Sprint . Five-speed transmissions became widespread during the 1980s, as did the use of synchromesh on all forward gears. Six-speed manual transmissions started to emerge in high-performance vehicles in the early 1990s, such as the 1990 BMW 850i and the 1992 Ferrari 456 . The first 6-speed manual transmission was introduced in the 1967 Alfa Romeo 33 Stradale . The first 7-speed manual transmission
4484-518: The 1950s, constant-mesh manual transmissions have become increasingly commonplace, and the number of forward ratios has increased to 5-speed and 6-speed manual transmissions for current vehicles. The alternative to a manual transmission is an automatic transmission . Common types of automatic transmissions are the hydraulic automatic transmission (AT) and the continuously variable transmission (CVT). The automated manual transmission (AMT) and dual-clutch transmission (DCT) are internally similar to
4602-631: The 1978 sale of Chrysler Europe, Chrysler Corporation retained the design rights to its version of the C2 project and continued production in Illinois. The Dodge Omni and Plymouth Horizon are five-door hatchbacks sold in North America. Introduced in January 1978, the model line was developed in tandem with Chrysler Europe, leading to the namesake Chrysler Horizon. Chrysler also sold multiple variants of
4720-454: The 1987 Shelby GLHS . Dodge Shelby Chargers were available in four different color combinations: Black with silver skunk stripe (1984–1987), Santa Fe blue with silver skunk stripe (1983–1986), silver with Santa Fe blue skunk stripe (1983–1986), and Garnett red with silver skunk stripe (1984–1987). Carroll Shelby purchased 1,000 of the last Dodge Shelby Chargers and converted them into GLHSs in his facility at Whittier, California . Every vehicle
4838-580: The Charger nameplate returned as a performance package on the Omni 024. Called the Charger 2.2, it cost $ 399 extra and came with a hood scoop, quarter-window appliques, special gearing, rear spoiler , and "Charger 2.2" tape graphics, as well as the new 84 hp (63 kW) 2.2 L I4 engine that was designed and built by Chrysler. A total of 7,306 were built. In 1982, the Dodge Charger returned for
Dodge Charger (1981) - Misplaced Pages Continue
4956-513: The Dodge Omni was awarded the 1978 Motor Trend Car of the Year Award . In a similar fashion, the 1978 Chrysler Horizon was voted European Car of the Year for 1979. Shortly after their introduction, Consumer Reports tested the Omni and Horizon and reported that it lost control in hard maneuvering. As front-wheel-drive cars were still considered a new idea in the American automotive industry,
5074-600: The GLH with an optional 146 hp (109 kW) 2.2 L Turbo I I4 (GLH-T); 1986 vehicles are largely distinguished by their center brake light. Shelby Automobiles purchased the final 500 1986 GLH-T (all in black) and used them as the basis for the 1986 Shelby GLHS ("Goes Like Hell S'more"). Modified by the company in California, the GLHS vehicles were legally sold as Shelbys. The Turbo I engine underwent extensive modification, adopting multiple components of what would become
5192-702: The Horizon nameplate (as the Chrysler-Simca Horizon) with the American Plymouth division. While Chrysler had trailed the AMC Gremlin, Ford Pinto, and Chevrolet Vega to market by eight years, the $ 2,500 (US$ 11,700 in 2023 ) Omni/Horizon provided the company an extensive headstart on its American competitors (which were released in 1981 and 1982, respectively) with the adoption of front-wheel drive, transverse-mount powertrains. Following
5310-656: The L-body Omni and Horizon to the contract in 1987. M-body sedans were built at the Kenosha Main plant, while L-bodies were built at Kenosha Lakefront. Production Figures: Following the introduction of the five-door Omni/Horizon, Chrysler introduced several additional versions of the L-body platform, including the Dodge 024 / Plymouth TC3 three-door hatchbacks (later the Dodge Charger / Plymouth Turismo ) and
5428-598: The North American market (of any type), and the Simca-designed 1.1 to 1.4 L engines were deemed insufficient in terms of output. Instead, Chrysler adopted a 75 hp (56 kW; 76 PS) 1.7 L I4, sourced from Volkswagen in the United States with a Chrysler-designed intake manifold . Torque was 90 lb⋅ft (122 N⋅m) and the engine was paired with a 4-speed manual transmission or
5546-513: The Omni America was 170,000 cars. To offer the vehicle as the lowest-price American-assembled subcompact, Chrysler reduced the number of options to two (air conditioning and a radio, three options if the California emissions package is included), while cutting the profit margin. Suppliers, United Auto Workers , Chrysler dealers, and even the State of Illinois also made concessions to help lower
5664-439: The Omni and Horizon underwent several minor revisions. Chrysler invested in a number of significant changes that ended up being used for only one year; the cars gained larger exterior rear-view mirrors borrowed from the departed M-body sedans in lieu of the original round units, and, to comply with federal passive-restraint regulations, a driver-side airbag was added along with rear-seat outboard shoulder belts. The instrument panel
5782-533: The Omni and Horizon were also the first front-wheel drive economy cars assembled in the United States. Marketed for eleven years with very few changes, around 2,500,000 Omnis and Horizons were manufactured, with the Plymouth variants more popular than the Dodge-branded models. The first (and only) world car designed by Chrysler, the model line originated from a design of Chrysler Europe (who developed
5900-422: The Omni/Horizon was developed with its own suspension tuning. The model line is equipped with power-assisted front disc brakes and rear drum brakes and a rack and pinion steering system. While sharing a transverse engine layout, the Dodge Omni and Plymouth Horizon diverge furthest from the Chrysler Horizon in its engine offerings. At the time, Chrysler did not have capability to supply four-cylinder engines for
6018-415: The Omni/Horizon, the rear door windows do not roll down completely; the corresponding version of the Chrysler Horizon does (through a higher-cost, more complex design). With the exception of grilles, taillamps, and model badging, the Dodge Omni and Plymouth Horizon were largely indistinguishable from one another. For 1984, the model line underwent a minor revision. Distinguished by revised exterior badging,
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#17328010937276136-897: The Plymouth Cricket ( captive imports of the Hillman Avenger), the company shifted to the Dodge/Plymouth Colt (captive import of the Mitsubishi Lancer ). At the time, the front-wheel drive layout was largely reserved for low-volume luxury cars (including the Cadillac Eldorado and Oldsmobile Toronado ). By 1976, Honda (with the Civic and the Accord ) and Volkswagen (with the Rabbit ) became
6254-804: The SE (Sport Edition) option was introduced, which consisted of two-tone exterior paint. From 1984 to 1986, the Carroll Shelby Omni GLH, GLH-T, and GLHS (see below) were high-performance turbocharged versions of the Omni hatchback. For 1987, the America edition of the Omni was introduced to compete with recent low-priced imports such as the Yugo and the Hyundai Excel . The price was dropped from $ 6,209 to $ 5,499, with "$ 684 of added equipment at no cost" according to Chrysler. The break-even point of
6372-489: The Turbo II engine introduced for 1987. Along with an intercooler, the engine received a larger turbocharger and throttle body, tuned intake and exhaust manifolds, a new wiring harness, and a new radiator and engine fan (among other engine modifications). The suspension was upgraded further, receiving stiffer springs, and adjustable Koni struts and shocks, along with larger tires mounted on Shelby-designed wheels. In contrast to
6490-470: The U.S. and Canada had a 3-speed column-mounted shifter—the first generation Chevrolet/GMC vans of 1964–70 vintage had an ultra-rare 4-speed column shifter. The column-mounted manual shifter disappeared in North America by the mid-1980s, last appearing in the 1987 Chevrolet pickup truck . Prior to 1980, the GM X platform compacts (Chevrolet Nova and its rebadged corporate clones) were the final passenger cars to have
6608-555: The United Kingdom and the United States ), or stick shift (in the United States), is a multi-speed motor vehicle transmission system where gear changes require the driver to manually select the gears by operating a gear stick and clutch (which is usually a foot pedal for cars or a hand lever for motorcycles). Early automobiles used sliding-mesh manual transmissions with up to three forward gear ratios. Since
6726-573: The United Kingdom (body design and development). Alongside component design for European use, American designers developed the C2 project to comply with local standards. As part of the dire financial situation of its parent company, Chrysler Europe was sold to PSA Peugeot Citroën in August 1978. As part of the sale, Peugeot phased out the Chrysler brand in Europe in favor of a revived Talbot marque;
6844-440: The Volkswagen engine, mated to a new four-speed manual with an overdrive fourth. It produced 84 hp (63 kW) at first, rising to 93 hp (69 kW) in 1986. For 1983, Chrysler introduced a Peugeot-supplied 62 hp (46 kW) 1.6-liter Simca unit as a new base engine (requiring only an alternator to be added by Chrysler ); the engine was paired with a manual transmission and the deletion of air conditioning. For 1987,
6962-853: The allegation received extensive mainstream coverage, including a piece in Time magazine. Other automotive media reported no problems and said the Consumer Reports test did not approximate real-world driving conditions. In response to the Consumer Reports article, Chrysler modified the car to add a steering damper and a lighter-weight steering wheel. Rebadged models, mostly from Japanese or Korean manufacturers – Rebadged Chrysler/Plymouth models for external markets Manual transmission A manual transmission ( MT ), also known as manual gearbox , standard transmission (in Canada ,
7080-678: The car, unlike its five-door L-body sibling, the GLH Omni, which does have the Dodge nameplate. Rebadged models, mostly from Japanese or Korean manufacturers – Rebadged Chrysler/Plymouth models for external markets Dodge Omni The Dodge Omni and the nearly identical badge engineered variant, the Plymouth Horizon , is a subcompact car manufactured and marketed by Chrysler Corporation for model years 1978–1990. The first Chrysler model line produced with front-wheel drive,
7198-411: The clutch) or both of these functions are automated ). Most manual transmissions for cars allow the driver to select any gear ratio at any time, for example shifting from second to fourth gear, or fifth to third gear. However, sequential manual transmissions , which are commonly used in motorcycles and racing cars , only allow the driver to select the next-higher or next-lower gear. In a vehicle with
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#17328010937277316-484: The collar from bridging the locking rings while the speeds are still being synchronized. This is achieved through 'blocker rings' (also called 'baulk rings'). The synchro ring rotates slightly because of the frictional torque from the cone clutch. In this position, the dog clutch is prevented from engaging. Once the speeds are synchronized, friction on the blocker ring is relieved and the blocker ring twists slightly, bringing into alignment certain grooves or notches that allow
7434-504: The combined model line were sold in the first model year. In contrast to most Chrysler model lines, the Plymouth Horizon would outsell the Dodge Omni (some years, by a significant margin), with the exception of the final 1989 and 1990 model years. As the Omni/Horizon became the best-selling Chrysler model line between 1978 and 1980, it would play a major role in Chrysler securing government-backed funding in 1979. The model line
7552-600: The company was on the brink of bankruptcy and sought government support to survive. However, the L-bodies miscarried at first, since 1978 was a year of strong sales for larger cars and demand for compacts and subcompacts noticeably shrank. These initial poor sales of the cars contributed to Chrysler's financial woes at the time, but when the company requested federal assistance, the Omni was an important piece of evidence that they were attempting to compete with imports and build small, fuel-efficient cars and might be worth saving. For
7670-463: The cone-shaped sleeve on the dog collar so that the friction forces can reduce the difference in rotational speeds. Once these speeds are equalized, the dog clutch can engage, and thus the new gear is now in use. In a modern gearbox, the action of all of these components is so smooth and fast it is hardly noticed. Many transmissions do not include synchromesh on the reverse gear (see Reverse gear section below). The synchromesh system must also prevent
7788-698: The coupes received updated exterior styling (distinguished by a quad-headlamp front fascia). For 1985 and 1986, the Shelby Charger adopted the 146 hp (109 kW) engine of the Omni GLH-T. Following the 1987 model year, the Dodge Charger/Plymouth Turismo were replaced by the Dodge Shadow/Plymouth Sundance; Dodge would not again remarket a Charger until the 2005 model year. The final 1000 Dodge Shelby Chargers were built as Shelby Charger GLHS vehicles with
7906-531: The diesel market in North America, this never saw the light of day – although the engine was used in the European Horizon. For 1985, Chrysler had planned to build a "fast-burn, high-swirl" 1.8-liter four for the Omni as well as K-cars, but these plans also stalled. Volkswagen 4-speed manual; Chrysler A404 3-speed automatic 4/5-speed manual only 4/5-speed manual; Chrysler A413 3-speed automatic 5-speed manual only 5-speed manual only While sharing
8024-438: The dog clutch to fall into the engagement. Common metals for synchronizer rings are brass and steel , and are produced either by forging or sheet metal shaping. The latter involves stamping the piece out of a sheet metal strip and then machining to obtain the exact shape required. The rings are sometimes coated with anti-wear linings (also called 'friction linings') made from molybdenum , iron , bronze or carbon (with
8142-427: The dog clutches require the input shaft speed to match that of the gear being selected; otherwise, the dog teeth will fail to engage and a loud grinding sound will be heard as they clatter together. Therefore, to speed up or slow down the input shaft as required, cone-shaped brass synchronizer rings are attached to each gear. When the driver moves the gearshift lever towards the next gear, these synchronizer rings press on
8260-413: The early 1950s, most cars only had synchromesh for the shift from third gear to second gear (drivers' manuals in vehicles suggested that if the driver needed to shift from second to first, it was best to come to a complete stop beforehand). Up until the late 1970s, most transmissions had three or four forward gear ratios, although five-speed manual transmissions were occasionally used in sports cars such as
8378-407: The energy generated by the wheels moving on the road is transferred to the driveshaft, then the transmission, and eventually the crankshaft. When the crankshaft spins as a result of the energy generated by the rolling of the vehicle, the motor is cranked over. This simulates what the starter is intended for and operates in a similar way to crank handles on very old cars from the early 20th century, with
8496-435: The engine ( clutch disengaged – the clutch pedal is being pressed down). When the engine is running and the clutch is engaged (i.e., clutch pedal up), the flywheel spins the clutch pressure plate and hence the transmission. The design of most manual transmissions for cars is that gear ratios are selected by locking selected gear pairs to the output shaft inside the transmission. This is a fundamental difference compared with
8614-456: The engine speed within the optimal power band for all typical road speeds. Operating such transmissions often uses the same pattern of shifter movement with a single or multiple switches to engage the next sequence of gears. Many of the first automobiles were rear-engined, with a simple belt-drive functioning as a single-speed transmission. The 1891 Panhard et Levassor is considered a significant advance in automotive transmissions since it used
8732-399: The fifth selector on the main shaft. This means that when the vehicle is stopped and idling in neutral with the clutch engaged and the input shaft spinning, the third-, fourth-, and fifth-gear pairs do not rotate. When neutral is selected, none of the gears on the output shaft are locked to the shaft, allowing the input and output shafts to rotate independently. For reverse gear, an idler gear
8850-401: The first manufacturers to offer competitive front-wheel drive economy cars in the American market. To further develop the C2 project for the American market, Chrysler Corporation purchased nearly 100 Volkswagen Rabbits in the United States for the purposes of reverse engineering. At the end of 1977, the C2 project entered production in both Europe and North America, with Chrysler Europe sharing
8968-526: The first-gen Fiat Ducato . Many European cars had manual column shifts and the Renault 16TX had a 5 speed. Column shifters are mechanically similar to floor shifters, although shifting occurs in a vertical plane instead of a horizontal one. Because the shifter is further away from the transmission, and the movements at the shifter and at the transmission are in different planes, column shifters require more complicated linkage than floor shifters. Advantages of
9086-561: The five-door hatchbacks. Sharing the same powertrain as the Omni and Horizon, the coupes were largely designed for appearance over performance. For 1982, the O24/TC3 were renamed Dodge Charger and Plymouth Turismo. While again offering the same powertrain as the five-door hatchbacks, the 2.2 L high-output engine was added to create the Dodge Shelby Charger/Plymouth Turismo Duster. For 1984,
9204-442: The forces required or provide a faster shift time . The first car to use a manual transmission with synchromesh was the 1929 Cadillac . Most North American marques had adopted synchronized manual transmissions, usually for second and high gears, by the mid-1930s. In 1947, Porsche patented the split ring synchromesh system. The 1952 Porsche 356 was the first car to use a transmission with synchromesh on all forward gears. In
9322-401: The forward gears. These devices automatically match the speed of the input shaft with that of the gear being selected, thus removing the need for the driver to use techniques such as double-clutching . The synchromesh transmission was invented in 1919 by Earl Avery Thompson and first used on production cars by Cadillac in 1928. The need for synchromesh in a constant-mesh transmission is that
9440-418: The front-wheel-drive transaxle's ring gear. This allows for a narrower transmission since the length of each countershaft is halved compared with one that contains four gears and two shifters. The fixed and free gears can be mounted on either the input or output shaft or both. For example, a five-speed transmission might have the first-to-second selectors on the countershaft, but the third-to-fourth selector and
9558-437: The gear shift in comparison to the column shifter makes console shifters easier to operate than column shifters. In the 1950s, 1960s, and 1970s, fuel-efficient highway cruising with low engine speed was in some cases enabled on vehicles equipped with 3- or 4-speed transmissions by means of a separate overdrive unit in or behind the rear housing of the transmission. This was actuated either manually while in high gear by throwing
9676-410: The gearshift lever into reverse results in gears moving to mesh together. Another unique aspect of the reverse gear is that it consists of two gears—an idler gear on the countershaft and another gear on the output shaft—and both of these are directly fixed to the shaft (i.e. they are always rotating at the same speed as the shaft). These gears are usually spur gears with straight-cut teeth which—unlike
9794-410: The helical teeth used for forward gear—results in a whining sound as the vehicle moves in reverse. When reverse gear is selected, the idler gear is physically moved to mesh with the corresponding gears on the input and output shafts. To avoid grinding as the gears begin to the mesh, they need to be stationary. Since the input shaft is often still spinning due to momentum (even after the car has stopped),
9912-586: The larger Chevrolet El Camino , Chrysler redesigned the rear frame and suspension of the L-body for the Rampage, with the vehicle receiving a leaf-sprung rear axle. For 1983 the Plymouth Scamp was introduced alongside the Dodge Rampage, distinguished primarily by badging and trim; the Scamp was offered only for 1983. For 1984, the Rampage received the quad-headlight front fascia of the Dodge Charger and block-letter badging. The highest-performance Dodge Omni
10030-645: The late 1930s and became common during the 1940s and 1950s. If a U.S. vehicle was equipped with overdrive , it was very likely to be a Borg-Warner type, operated by briefly backing off the accelerator pedal when above 28 mph (45 km/h) to enable, and momentarily flooring the same pedal to return to normal gear. The control simply disables overdrive for such situations as parking on a hill or preventing unwanted shifting into overdrive. [REDACTED] Later, European and Japanese models began to have 4-speed column shifters with this shift pattern: [REDACTED] A majority of North American-spec vehicles sold in
10148-399: The latter usually reserved for high-performance transmissions due to their high cost). Mechanical wear of the synchronizer rings and sleeves can cause the synchromesh system to become ineffective over time. These rings and sleeves have to overcome the momentum of the entire input shaft and clutch disk during each gearshift (and also the momentum and power of the engine, if the driver attempts
10266-459: The mechanical linkage for the clutch pedal is replaced by an actuator , servo , or solenoid and sensors , which operate the clutch system automatically when the driver touches or moves the gearshift . This removes the need for a physical clutch pedal. A manual transmission requires the driver to operate the gear stick and clutch in order to change gears (unlike an automatic transmission or semi-automatic transmission , where one (typically
10384-455: The model line derived from the same chassis, including 2+2 coupes and coupe utility pickup trucks. Produced nearly unchanged from the 1978 to the 1990 model years, Chrysler had beaten out Ford and General Motors to the market with a domestically produced front-wheel drive car to challenge the VW Rabbit . The Dodge Omni and Plymouth Horizon use the front-wheel drive Chrysler L platform on
10502-508: The model line was marketed alongside its successor, the Dodge Shadow/Plymouth Sundance hatchback sedan. In 1974, Chrysler president Lynn A. Townsend sent an American management team to Chrysler Europe to find a suitable small-car design to market in the United States, ultimately rejecting a front-wheel drive compact (codenamed C6) as unsuitable to produce for the United States (the design was produced in Europe as
10620-655: The namesake Chrysler Horizon ). While visually similar, the American Omni/Horizon would have extensive functional differences from its European counterpart, primarily to accommodate US marketing and regulatory requirements. From 1977 to 1990, Chrysler manufactured the Omni and Horizon at its Belvidere Assembly Plant facility ( Belvidere, Illinois ); from 1987 to 1989, the model line was manufactured under contract by American Motors Corporation (AMC) at its own facility in Kenosha, Wisconsin . From 1987 to 1990,
10738-462: The nickname "crash" because the difficulty in changing gears can lead to gear shifts accompanied by crashing/crunching noises. Vehicles with manual transmissions use a clutch to manage the linkage between the engine and the transmission, and decouple the transmission from the engine during gearshifts and when the vehicle is stationary. Without a clutch, the engine would stall any time the vehicle stopped, and changing gears would be difficult (deselecting
10856-406: The other shaft, with a bearing located between the two shafts. In a transmission for transverse engined vehicles (e.g., front-wheel-drive cars), there are usually only two shafts: input and countershaft (sometimes called input and output). The input shaft runs the whole length of the gearbox, and there is no separate input pinion. These transmissions also have an integral differential unit, which
10974-489: The output shaft gears are able to rotate independently of the output shaft itself (through the use of bearings located between the gears and the shaft). Through the use of collars (operated using the shift rods ), the speed of the output shaft becomes temporarily locked to the speed of the selected gear. Some transmission designs—such as in the Volvo 850 and S70—have two countershafts, both driving an output pinion meshing with
11092-424: The output shaft. When the driver selects a gear, the dog clutch for that gear is engaged (via the gear selector rods), locking the transmission's output shaft to a particular gear set. This means the output shaft rotates at the same speed as the selected gear, thus determining the gear ratio of the transmission. The dog clutch is a sliding selector mechanism that sits around the output shaft. It has teeth to fit into
11210-430: The previous year's front nose cap/bumper assembly. The Plymouth Turismo would share the same front end. Apart from the badging, both cars were identical. For the 1985 model year, the Shelby (with its unique front end) and Charger names were shuffled to reflect the addition of a turbocharged engine. One new color was added for 1985 — black with silver stripes. Plymouth also got a version of the old Shelby Charger, reviving
11328-399: The price of the car. From 1977 to 1990, Chrysler Corporation assembled the Omni and Horizon hatchbacks at Belvidere Assembly Plant (Belvidere, Illinois), which assembled the entire line of L-body vehicles, including the Dodge Omni 024, Plymouth Horizon TC3, Dodge Charger, Plymouth Turismo, Dodge Rampage, and Plymouth Scamp. The Omni and Horizon appeared at a critical time for Chrysler, when
11446-423: The rebranded Horizon continued production (nearly unchanged) through 1987. The sale of Chrysler Europe ended further design work on the C2 project; at the time, the company was seeking to expand the model line to a four-door sedan and a shorter-wheelbase three-door hatchback. During the mid-1970s, Chrysler held no presence of its own in the subcompact automobile segment. Following the unsuccessful introduction of
11564-533: The red pinstripes of the GLH/GLH-T, the GLHS used silver pinstripes and badging; a "Shelby" decal was added to the windshield and a large GLHS decal was added to the driver-side C-pillar (the passenger-side C-pillar was occupied by the gas cap door). At the time of its 1978 launch, the Omni and Horizon would play a significant role in the survival of Chrysler Corporation. While initially struggling against rebounding sales of larger vehicles, nearly 200,000 examples of
11682-489: The retirement of Townsend, Chrysler management decided to develop an American-market version of the C2 project, working in tandem with Chrysler Europe. While one American design team sought to redevelop the body as a coupe, designers ultimately retained the five-door hatchback, favoring its European-style configuration (similar to the five-door Golf). At the time, Chrysler Europe was splitting design and engineering work between France (chassis, powertrain, and manufacturing) and
11800-421: The revision phased out a large degree of chrome exterior trim in favor of black-painted trim. The interior received a redesigned dashboard (a Rallye dashboard with full instrumentation was introduced as an option) and new seats; a 5-speed manual transmission became standard. For 1987, to streamline production, all vehicles received an instrument panel with tachometer, oil pressure, and voltmeter gauges. For 1990,
11918-401: The same axis, since this reduces the torsional forces to which the transmission casing must withstand. The assembly consisting of both the input and output shafts is referred to as the main shaft (although sometimes this term refers to just the input shaft or output shaft). Independent rotation of the input and output shafts is made possible by one shaft being located inside the hollow bore of
12036-441: The same speed when engaged; otherwise, the teeth would refuse to mesh. This was difficult to achieve, so gear changes were often accompanied by grinding or crunching sounds, resulting in the gearboxes being nicknamed "crash boxes". Even after passenger cars had switched to synchronous transmissions (i.e. with synchronizers), many transmissions for heavy trucks, motorcycles and racing cars remained non-synchronous, in order to withstand
12154-422: The selector forks within the transmission. Motorcycles typically employ sequential manual transmissions , although the shift pattern is modified slightly for safety reasons. Gear selection is usually via the left-foot (or, on older motorcycles; right-foot) shift lever with a layout of 1–N–2–3–4–5–6. During the period when U.S. vehicles usually had only three forward speeds, the most common gear-shifter location
12272-481: The three years leading up to the introduction of Chrysler's K-cars , the Omni/Horizon was Chrysler's best selling model line. In 1985, Chrysler entered an agreement with American Motors Corporation (AMC) to produce Chrysler M-body vehicles at its Kenosha, Wisconsin facility (supplementing AMC production of Renault-badged vehicles). Alongside production of Chrysler's M-body sedans (Dodge Diplomat/Plymouth Gran Fury/Chrysler Fifth Avenue), Chrysler and AMC agreed to add
12390-429: The transmission. FF (front-engined, front-wheel drive) vehicles, RR (rear-engined, rear-wheel drive) vehicles and front-engined vehicles with rear-mounted gearboxes often require a mechanical linkage to connect the shifter to the transmission. Some vehicles have a gear lever mounted on the steering column. A 3-speed column shifter, which came to be popularly known as a "three on the tree", began appearing in America in
12508-486: The unrelated Dodge Ramcharger , would go on a more long-term hiatus until it was revived as a concept car in 1999 and eventually as a performance sedan in 2005 ; the nameplate had previously been on a brief hiatus from 1979 through 1981 after the Dodge Magnum replaced the original Dodge Charger (1966) . Production figures: For 1983, Carroll Shelby modified the Dodge Charger, to be sold at Dodge dealers as
12626-467: The vehicle's transmission in much the same way a floor-mounted shifter can. However, because of the location of the gear shifter in comparison to the locations of the column shifter and the floor shifter, as well as the positioning of the shifter to the rest of the controls on the panel often require that the gearshift be mounted in a space that does not feature a lot of controls integral to the vehicle's operation, or frequently used controls, such as those for
12744-488: Was also available in baseline Chargers and Turismos. These vehicles came in "Charger 2.2" and "Turismo 2.2" schemes, which included Shelby Charger side ground effects, an additional, skinnier, front ground effect (different from the Shelby Charger's due to the quad-headlight fascia), "2.2" decals, and an optional hood scoop. The MPFI /turbocharged Turbo I engine, commonly known as a "T1" was added for Dodge's 1985 Shelby Charger. This engine produced 146 hp (109 kW) and
12862-582: Was built and optioned the same way. All were finished in black and had special badging that marked them as Shelby, not as a Dodge. This was a continuation of the Omni GLHS from the previous year. Shelby used the Turbo I engine updated with the intercooler and plumbing of the Turbo II engine, but without the stronger forged crank, full-floating pin pistons, and other durability enhancements of that engine. It has
12980-580: Was changed from its first appearance in the Dodge Daytona Turbo during the previous year. A Garrett AiResearch T3 turbocharger and Chrysler/Bosch multiple-point fuel injection enabled the 2.2 L engine to produce the additional horsepower. A total of 7,709 Shelby Chargers were made for the 1985 model year, and 7,669 in 1986. 1987 was the final year, with just 1,011 produced, plus 1,000 more Shelby Chargers that were sent to Shelby's Whittier Plant in California, at which time they were modified as
13098-418: Was evidence that Chrysler was attempting to develop more fuel-efficient vehicles competitive with automakers around the world. Along with ensuring the continued survival of the company, the $ 1.5 billion loans ($ 6.3 billion in 2023 ) allowed Chrysler to finish the development of its compact/mid-size K-Car program and its minivans, two of its most profitable model lines during the 1980s. Following its launch,
13216-466: Was introduced in the 2012 Porsche 911 (991) . In 2008, 75.2% of vehicles produced in Western Europe were equipped with manual transmission, versus 16.1% with automatic and 8.7% with other. A manual transmission has several shafts with various gears and other components attached to them. Most modern passenger cars use 'constant-mesh' transmissions consisting of three shafts: an input shaft ,
13334-452: Was mildly redesigned, complete with HVAC controls moved to the center, taking the place of the radio (which took the place of the ashtray). In contrast to many Chrysler model lines, the Dodge Omni and Plymouth Horizon were largely sold across a single trim level. For 1981 and 1982, Chrysler introduced a "Miser" version; this lightly equipped version was developed to increase fuel economy, including an overdrive manual transmission. For 1984,
13452-601: Was now an option on regular Dodge Chargers. For 1986, a center high-mounted stop light was added, and the 96 hp (72 kW) 2.2 L engine became standard in the base models. The 1987 model year was the last for the Omni/Horizon-derived Charger and Turismo. A total of 2,011 Chargers with the hotter 174 hp (130 kW) Turbo II engine were now badged the Shelby Charger Turbo (not "Dodge"). For 1987, they were replaced by
13570-461: Was on the steering column, a layout that was sometimes called "three on the tree". By contrast, high-performance cars, and European vehicles in general, mostly used a four-speed transmission with floor-mounted shifters. That layout was referred to as "four on the floor". Most FR (front-engined, rear-wheel drive) vehicles have a transmission that sits between the driver and the front passenger seat. Floor-mounted shifters are often connected directly to
13688-494: Was the 1984–1986 Omni GLH , modified by Carroll Shelby . Following the rejection of "Coyote" by Chrysler, the initials GLH ("Goes Like Hell", the choice of Carroll Shelby) were used instead. For 1984, the Omni GLH adopted many of the modifications of the 1983 Shelby Charger , including its 110 hp (82 kW) 2.2 L "high-output" I4, stiffer suspension, larger brakes and wider tires. For 1985 and 1986, Shelby offered
13806-444: Was upgraded with Koni adjustable struts/shocks and uprated Goodyear Eagle GT Z-rated tires. The Centurion 2 wheels were of Shelby's manufacture. A special sticker on the speedometer upped the readout to 125 mph (201 km/h). A special numbered Shelby Automotive badge went in place of the normal Charger badge. The modifications prompted the federal government to declare the car a Shelby model. No Dodge badges appear anywhere on
13924-553: Was used instead. The Omni 024 was renamed the Charger. The Plymouth Turismo was introduced as a companion entry for 1983, with the TC3 designation now discontinued. Carroll Shelby developed a sporty version of the Charger later in the year, the Dodge Shelby Charger. The transformation continued in 1984, with quad headlights now differentiating the Charger from its Omni origins. However, the Shelby models continued to use
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