Chrysler K engine

Chrysler K engine

The straight-4 engine developed by Chrysler for the Chrysler K and L platforms is sometimes referred toWho? as the K-car engine. After its debut in 1981, it became the basis for all Chrysler-developed 4-cylinder engines until the Chrysler Neon engine was released in 1995.


The first K-car engine was normally-aspirated 2.2 L. It was introduced in the 1981 Dodge Aries, Plymouth Horizon and Plymouth Reliant, and was produced until 1994. The 2.2 was a homegrown replacement for the 1.7 L Volkswagen engine Chrysler had initially used in its Omni and Horizon models. Many of the features of the 2.2 are based on the company's experience with the Volkswagen engine, including the aluminum head/iron block design, the SOHC design with in-line valves, the offset water pump, and the location of both the intake and exhaust manifolds on the rear of the engine.

The 2.2 has an undersquare convert|87.5|mm|in|2|abbr=on bore and convert|92|mm|in|2|abbr=on stroke, which gives it a displacement of Auto cm3in3|2205. It is a "siamesed" engine: there are no coolant passages between cylinders. The bore spacing is convert|87.5|mm|in|2|abbr=on, 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 turbocharged models and 1985 on normally-aspirated models.

The initial carbureted 2.2 produced convert|84|hp, but the output was increased to convert|96|hp and Auto lbft|119. Later versions were fuel-injected and produced convert|99|hp and Auto lbft|121, and a High-Output version for the Dodge Charger produced Convert|110|hp and Auto lbft|129. Some were even turbocharged and are referred to as the Turbo I, Turbo II, Turbo III, and Turbo IV. The plain fuel injected 2.2 L competed with Ford's HSC 2.3 L engine in the Tempo and Topaz, using very similar bore and stroke. Ford's HSO engine competed with the 2.2 Turbo versions.

The 2.2 was made at Chrysler's Trenton Engine plant in Trenton, Michigan. In 1988, Chrysler sold much of the machining equipment, as well as a license to the design, to First Auto Works of China. The Trenton plant largely switched to the new Chrysler 3.3 engine production, while FAW continues to build the 2.2.

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title = Vehicles using the 2.2 engine
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* 1983-1984 Chrysler E-Class
* 1983-1986 Chrysler Executive
* 1984-1986 Chrysler Laser
* 1982-1990 Chrysler LeBaron (fuel-injected after 1985)
* 1985-1988 Chrysler LeBaron GTS
* 1981-1982 Dodge 024
* 1982-1983 Dodge 400
* 1983-1988 Dodge 600 (fuel-injected after 1984)
* 1981-1989 Dodge Aries (fuel-injected after 1985)
* 1984-1987 Dodge Caravan
* 1983-1987 Dodge Charger
* 1987-1988 Dodge Dakota
* 1984-1990 Dodge Daytona
* 1981-1990 Dodge Omni (fuel-injected after 1987)
* 1985-1989 Dodge Lancer
* 1982-1984 Dodge Rampage
* 1987-1993 Dodge Shadow
* 1985-1988 Plymouth Caravelle
* 1981-1990 Plymouth Horizon (fuel-injected after 1987)
* 1981-1989 Plymouth Reliant (fuel-injected after 1985)
* 1983-------- Plymouth Scamp (Dodge Rampage twin)
* 1987-1993 Plymouth Sundance
* 1981-1982 Plymouth TC3
* 1983-1987 Plymouth Turismo
* 1984-1987 Plymouth Voyager

High-Output 2.2

The 1983 and 1984 Dodge Shelby Charger was more of a handling package, but the regular 2.2 L engine was modified somewhat. This High-Output 2.2 used a revised camshaft to boost output to Convert|110|hp and Auto lbft|129, and the block was decked to increase the compression ratio. These modifications allowed the Shelby Charger to hit Convert|50|mph|1 in 5.5 seconds and cover the quarter mile (402 m) in under 16 seconds. The 1985 Dodge Charger Shelby used 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 2.2 included the 1983–1984 Dodge Shelby Charger and the 1985–1987 Dodge Charger

2.2 Turbo I

Chrysler's first turbocharged engine was the 1984 Turbo I. It used a Garrett T03 turbocharger with a mechanical wastegate to limit boost to convert|7|psi. For 1985, a computer-controlled wastegate was substituted which allowed convert|9|psi of temporary overboost. Output was rated at convert|146|hp and Auto lbft|168. A Mitsubishi TE04H turbo and new intake manifold were used for 1988.

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title = Vehicles using the 2.2T1 engine
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* 1984 Chrysler E-Class
* 1984-1986 Chrysler Executive
* 1984-1986 Chrysler Laser
* 1984-1988 Chrysler LeBaron
* 1985-1988 Chrysler LeBaron GTS
* 1984-1987 Chrysler New Yorker
* 1988 Chrysler New Yorker Turbo
* 1984-1988 Dodge 600
* 1985-1988 Dodge Lancer
* 1984-1986 Dodge Omni GLH
* 1985-1988 Plymouth Caravelle
* 1985–1987 Dodge Charger Shelby
* 1988 Shelby CSX-T

2.2 Turbo II

The Turbo II name was applied to a turbocharged, intercooled version of the 2.2 engineered with input from Carroll Shelby. This engine was first used in the 1986 Shelby GLH-S and was produced by the factory the following year. Shelby installed it in his updated 1987 GLHS, as well as his Shelby Lancer and Shelby CSX. Chrysler produced a strengthened version of this engine, with a forged crankshaft and connecting rods, and used it in the "Shelby Z" package of the 1987–1988 Dodge Daytona. Output was Convert|175|hp and Auto lbft|175 with convert|12|psi of boost. — Auto lbft|200 in the actual Chrysler-built cars with the stronger transaxle.

A similar, one-piece version of the special two-piece intake manifold used on 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.

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title = Vehicles using the 2.2T2 engine
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* 1986 Shelby GLH-S (Omni)
* 1987 Shelby Charger Turbo
* 1987 Shelby GLHS (Charger)
* 1985–1993 Consulier GTP
* 1987–1989 Dodge Daytona "Shelby Z"
* 1987–1988 Shelby CSX
* 1987 Shelby Lancer
* 1988-1989 Dodge Lancer Shelby
* 1989 Chrysler LeBaron hatchback
* 1989 Chrysler LeBaron coupe / convertible GTC

2.2 Turbo III

The Turbo III used a Lotus-made, Shelby-designed DOHC 16-valve head. Output was convert|224|hp and Auto lbft|217. This engine 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:
* 1991-1992 Dodge Spirit R/T (North America)
* 1991-1994 Chrysler Spirit R/T (Mexico)
* 1992-1993 Dodge Daytona IROC R/T (North America, Europe)
* 1992-1994 Chrysler Phantom R/T (Mexico)

2.2 Turbo IV

The Turbo IV was a turbocharged SOHC intercooled version with variable nozzle turbo (VNT) technology. This allowed the turbo to spool up rapidly for minimal lag, like a small conventional turbocharger, but still produce strong high-RPM power, like a large conventional turbocharger. Dodge and Carrol Shelby pioneered the use of this technology on the 1989 Shelby CSX. Production on this engine was limited to around 1250 units.Fact|date=January 2008.

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title = Vehicles using the 2.2T4 engine
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* 1989 Shelby CSX (500 built-498 to the public)
* 1990 Dodge Shadow ES (141 built)
* 1990 Dodge Shadow Competition (27 built)
* 1990 Dodge Daytona Shelby (536 built)
* 1990 Dodge Daytona C/S Competition (21 built)
* 1990 Chrysler LeBaron GTC (25 built)

2.2 TC

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 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. The pistons 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 ModenaFact|date=January 2008. Most of the rest of the engine was made in the United States and was similar to the Turbo II. Only 500 Chrysler TCs were produced with the DOHC 16-valve head.


Chrysler upsized the K-car engine in 1986, increasing the displacement to 2.5 L and adding 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 convert|104|mm|in|2 stroke, making the 2.5 engine undersquare and tuned for low-end torque rather than high-RPM power. This engine replaced the 2.6 L Mitsubishi "G54B" engine that Chrysler had been using. In normally-aspirated form, the 2.5 produced convert|100|hp and Auto lbft|136. In 1989 there was a redesign of the 2.5 to permit both it and the 2.2 to use a common cylinder block; this commonized block, the crankshaft, rods and pistons are completely different from the previous 2.5. Again it competed with Ford Motor Company's HSC engine, which was upgraded from 2.3 L to 2.5 L for use in the 1986 to 1991 Taurus. The Chrysler 2.5 was retired in 1995.

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title = Vehicles using the normally-aspirated 2.5 engine
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* 1986-1993 Chrysler LeBaron
* 1986-1987 Chrysler New Yorker
* 1986-1988 Dodge 600
* 1986-1989 Dodge Aries
* 1987 1/2-1995 Dodge Caravan
* 1989-1995 Dodge Dakota
* 1986-1993 Dodge Daytona
* 1988-1993 Dodge Dynasty
* 1986-1989 Dodge Lancer
* 1987-1994 Dodge Shadow
* 1989-1995 Dodge Spirit
* 1989-1995 Plymouth Acclaim
* 1986-1988 Plymouth Caravelle
* 1986-1989 Plymouth Reliant
* 1987-1994 Plymouth Sundance
* 1987 1/2-1995 Plymouth Voyager

2.5 Turbo

The 2.5 engine was offered in a Turbo I form starting in 1989. This engine had multipoint fuel injection and was rated at Convert|150|hp|kW|1|abbr=on and Auto lbft|170. In some models the 2.5 Turbo I was available in a "High Torque" version, which put out Convert|152|hp|kW|0|abbr=on and Auto lbft|210|0 by allowing higher boost pressures at low rpms. In the Mexican market, a 2.5 Turbo II engine with intercooler and intake charge temperature sensing was available, rated at Convert|168|hp|kW|0|abbr=on and Auto lbft|175 to Auto lbft|188.

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title = Vehicles using the 2.5T1 engine
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* 1989-1992 Chrysler LeBaron
* 1989-1990 Dodge Caravan
* 1989-1992 Dodge Daytona
* 1989-1992 Dodge Shadow
* 1989-1992 Dodge Spirit
* 1989-1992 Plymouth Acclaim
* 1989-1992 Plymouth Sundance
* 1989-1990 Plymouth Voyager

2.5 Carbureted

took force in Mexico.

2.2 and 2.5 MPFI

From 1991 to 1995 in the Mexican market, multipoint fuel injected, nonturbo version of the 2.2 and 2.5 were installed in many Chrysler Corporation vehicles. This version of the 2.5 was rated at Convert|113|hp, 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.

2.5 FFV

From 1993 to 1995, a Convert|107|hp 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 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, anticorrosion fuel injectors internally plated with nickel, and fuel composition sensors.

Engine computers

* 1984-1987 : 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 1MHz, with 256 bytes of RAM and either two 8K EPROMs or one 16K EPROM.
* 1988-1989 : The SMEC (Single Module Engine Controller) was introduced. This was a complete redesign of the older system, using modern CAD for board design, and higher density SMD components. The processor was a 68HC11 operating at 2MHz 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.
* 1990-end : The SBEC (Single Board Engine Controller) was a new unit, which integrated the earlier two board computer into a single board.

ee also

* List of Chrysler engines


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