A PPG pace car was constructed on a Charger 2.2 frame with a prototype turbo engine made by SVI engines. Click here for a chronology of some of the 2.2 powered Chrysler PPG Pace Cars (geocities web-site)

1982
Basically the same as the '81, with a slightly different intake manifold, still makes 84 hp
Electronic "feedback" Holley 2bbl (w/computer controlled mixture solenoid) is now used on all vehicles.

A Plymouth Reliant is constructed with a prototype Turbo I engine.
Nearly identical to the soon-to-be production Turbo I (see 1984) this engine had a 6400rpm redline and produced 142hp @5600 and 160ft-lbs of torque at 3200

1983
The first year for the A511 "G" Casting or "445" cylinder head, with raised "D" shaped ports, slightly more air-flow then the older head (p/n: 4105445)
.030" higher pistons for an increased compression ratio (9.0:1) produce 94 hp
Also the first year for the Shelby engine in the Dodge Shelby Charger (mid 1983)
The same as the regular engine except for slightly richer carb jets, a .030" milled engine block (9.6:1 CR), a re-programmed computer w/knock sensor, re-aligned camshaft & a chrome valve cover -107hp
First year for the A465 5-speed transmission, replacing the A460 4speed in most models except some Rampage/Scamp pickups. Physically identical to the 4 speed, the 5-speed had an extra overdrive gear which required extending the case cover.

1984
The regular engine develops 96hp @ 5200rpm, the Shelby engine 110, now offered in the Dodge GLH (Omni)
"Performance" (3.22:1) gearing is now avaliable on 2-door Charger/Turismos with auto transmissions.
First year for the 525 manual transmission in the Dodge Daytona.
Most Dodge Rampages & some mini-vans get the "non-feedback" carb.
First year for the TBI (single point Throttle Body Injection) engine -99hp @ 5600rpm, offered on all vehicles except L & K bodies

First production year for the Turbo I engine (142hp) used in the Dodge Daytona Turbo. This was the second American FWD vechicle to be offered with a turbocharger (the first was the 1979 buick riviera 3.8V6)
It featured Bosch multi-point electronic fuel injection, a Garrett/AiResearch turbocharger (.42 A/R) with the wastegate set to limit boost to 7psi, compression ratio lowered to 8.5:1 (different pistons) to reduce detonation
The new turbo & TBI motors would have two engine control computers, one next to the battery (power module) and one in the passenger side interior kick panel (logic module)

1985
Chrysler offers the Shelby engine in any Charger or Turismo with a 5 speed manual transmission (a few omnis/horizons got them too).
2bbl intake manifold is changed to a design with a built-in hot-water-box under it, replacing the previous manifold which had a removeable water box.
The new "287" head replaces the "455" head on 2bbl models. It's exactly the same other then a revised A/C compressor mount.
The Turbo I engine makes 146hp and features a computer controlled wastegate set at 7psi with a new "transient boost system" that would allow 9psi for a small amount of time.
Turbo engine becomes standard in the Shelby Charger and optional in the GLH

(Mid 1985) Head bolts changed to 11mm, connecting rod bolts enlarged, & 8 crankshaft bolts instead of 6

Chrysler makes a 16v DOHC version of the turbo 2.2 that was designed for use in their 4x4 Dodge Daytona project. These engines were actually slated for production in turbo and regular fuel injected trim but only a handfull were produced.
They featured a cross-flow Hans Herman 16V head, custom intake & exhaust manifolds, garret turbo set at 10psi, and produced 225 horsepower.
"Shelby" versions produced 340 horsepower with a special "knife-edge" crank, ported head w/larger valves, 60mm throttle body & 20psi boost.

1986 Chrysler announces they will have a 1.8 liter derivative of the 2.2 for use in their 1987 cars. It is never produced.

The first year for the A515 "fast burn" or "782" cylinder head with "swirl port" combustion chambers and notched "fast burn" pistons, designed to decrease emissions by more complete burning of the fuel (p/n: 4105782), used on turbo & TBI motors (2bbl motors keep the 287 head).

TBI unit is now manufactured by Holley (previously made by bosch), uses a different intake manifold & air cleaner.

The Shelby Omni GLH-S is offered with the Turbo II intercooled 174hp engine with a 12psi boost limit, which would be a factory production engine later on. It had a different 2-piece "long runner" intake manifold and throttle body (holley vs bosch) then the Turbo I but was otherwise the same.
The first production year for the 2.5 liter engine, using the same cylinder head as the 2.2, single point throttle body injection, a taller block and balance shafts in the oil pan (100hp @ 4800rpm). The 2.5 is basically a "stroked" 2.2 and produces more torque at a lower rpm.
A bunch of Chrysler engineers developed a 2.0 liter version of the Turbo II that whipped out 400+ horsepower.
This engine was what helped Mopar Performance design their "Super 60" parts.

1987
First year for the RWD 2.2 in the N-body Dakota pickup. Used a special bellhousing, exhaust manifold and non-feedback 2bbl carb.
Last year for the 2bbl engines in all vehicles except the Dakota.
Turbo I gets a new intake manifold, (same manifold as Turbo II but 'one piece") stays at 146hp.
Turbo I MAP sensor moved under the hood (previously located on or near the "logic module")
Shelby's Turbo II is used in the Charger GLH-S, Shelby Lancer & CSX
The factory production Turbo II is the same as Shelby's but with a "cross-drilled" block (coolant passages closer to cylinder bores), a forged crankshaft & pistons with floating wrist-pins, and the 1-piece intake manifold.
First year for the A520 5spd transmission in all cars except L-body

1988
2.2 TBI goes down to 93hp
Roller rocker camshafts are used in all 2.2 & 2.5 engines to replace the regular "slider" cams
2.2 Turbo I stays at 146hp for it's last year
First year for the smaller Mitsubishi turbocharger (replacing the Garrett unit on most engines), the size of the exhaust downpipe mount is increased to 4"
First year for the SMEC (single module engine controller) replacing the old dual power/logic module setup.
Shelby makes a prototype Shelby CSX with a Lotus designed DOHC cylinder head (turbo III) & a VNT (variable nozzle turbo)  turbocharger (turbo IV)
The turbocharger had moveable stainless steel vanes inside that regulated the amount of exhaust gasses going past the turbine, instead of having a wastegate. It made 225 horsepower

1989
The new 2.5 liter Turbo I replaces the 2.2 Turbo I at 150hp, uses a slightly larger Mitsubishi turbocharger (but still smaller then the original Garrett)
2.2 & 2.5 engines now use the same engine block (common block), which uses a different oil pan, water pump among other things.
Camshaft drive sprockets & belt are changed to a "round" tooth design which is supposed to decrease noise.
All turbo engines get the "cross-drilled block" and how have a larger 2½" downpipe
Shelby makes a 2.2 Turbo IV VNT (regular head) used in the Shelby CSX VNT
It made the same 174hp as the Turbo II, but the VNT technology decreased turbo spool-up time and eliminated "turbo lag"
A DOHC cylinder head by Maserati (similar to the lotus one) is used on a 2.2 turbo motor in Chrysler's TC by Maserati, a two seater hardtop/convertible similar to a LeBaron.
Last year for the Turbo II at 174hp

1990
2.5 TBI 100hp
First year for the SBEC (single boad engine controller) replacing the SMEC
Balance shafts are now standard on all motors except the RWD 2.5 in the Dodge Dakota (no room for them in the oil pan)
Waterpump pulley mounting flange is enlarged
Shelby's Turbo IV VNT engine becomes factory production

1991
First production year for the Turbo III 2.2 (DOHC) engine, used in the Dodge Spirit R/T & IROC Daytona
Features a Lotus-Designed Dual OverHead Cam cylinder head w/4 valves per cylinder, a Garret turbocharger, & intercooler to make 225hp
First year for the "high-torque" 2.5 Turbo I that was avaliable only with automatic transmissions.

1992
Last year for Turbo I & IV
2.2 Turbo III DOHC @ 225hp
2.5 TBI @ 100hp

1993
New 2.5 liter with Multi Port Injection and no turbo is offered in Mexico making 106hp. Basically the same as the 2.5 Turbo I minus the turbo.
A 2.5 MPI engine is also made in the US as a "Flexible Fuel Vehicle" (FFV) which would run on mixtures of ethanol gas. Similar to the Mexican MPI engine but with special fuel system parts compatible with the ethanol fuel.
Last year for the Turbo III DOHC engine at 225hp

1994
2.5 MPI (FFV) down to 103hp

1995
Last year for these engines.
2.2 TBI at 92 hp
2.5 TBI, MPI & FFV horsepower ratings remain the same.
The 2.2/2.5s would be replaced with the 2.0liter (Neon) & 2.4 engines, which share the same bore centers as the 2.2 but nothing much else.

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