| 2.2 & 2.5 engine | |
|---|---|
 A 2.2LTBI engine installed in a 1994Plymouth Sundance | |
| Overview | |
| Manufacturer | Chrysler (Trenton Engine Plant) |
| Also called | Chrysler Trans Four |
| Production | 1981–1995 |
| Layout | |
| Configuration | inline-four |
| Displacement |
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| Cylinder bore |
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| Piston stroke |
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| Cylinder block material | Cast Iron |
| Cylinder head material | Aluminum |
| Valvetrain | |
| Compression ratio |
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| Combustion | |
| Fuel system | |
| Fuel type | |
| Oil system | Wet sump |
| Cooling system | Water-cooled |
| Chronology | |
| Successor | |
The2.2 and2.5, also known as theTrenton Engine due to their manufacturing location, are a family of overhead caminline-4 engines developed byChrysler Corporation originally for theChrysler K- andL-platforms cars and subsequently used in many other Chrysler vehicles. After its launch in 1981, it became the basis for all Chrysler-developed 4-cylinder engines until theChrysler 1.8, 2.0 & 2.4 engine family was released in 1994. It was the first Chrysler-engineered four-cylinder engine since theChrysler flathead four-cylinder was discontinued in 1933. The engine block and valvetrain were not derived from the overhead valveChrysler LA series V8 that was in production then.
The first version of this engine family was anormally aspirated 2.2 L (134 cu in) unit. Developed under the leadership of Chief Engineer – Engine Design and DevelopmentWillem Weertman and head of performance tuning Charles "Pete" Hagenbuch, who had worked on most of Chrysler's V-8 engines and theChrysler Slant-6 engine,[1] it was introduced in the 1981Dodge Aries,Dodge Omni,Plymouth Horizon andPlymouth Reliant, and was produced until 2000.
The 2.2 has anundersquare 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 asiamesed engine: there are no coolant passages between cylinders. The bore spacing 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-barrelcarburetor, butfuel injection was introduced in 1984 on both turbocharged and normally aspirated models (it is used on all 2.5 liter engines).[1] Fuel injection was standard on some higher end models such as 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 initialcarbureted 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 werefuel-injected and produced 93 horsepower (69 kW) to 99 horsepower (74 kW) and 122 lb⋅ft (165 N⋅m), and aHigh-Output version for theDodge Charger produced 110 horsepower (82 kW) and 129 lb⋅ft (175 N⋅m).
Four series ofturbocharged 2.2 and 2.5 liter engines were produced, normally referred to asTurbo I,Turbo II,Turbo III, andTurbo IV. The primary difference between these engines was the use of an intercooler (in all except Turbo I). The Turbo III, ironically developed after 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.[2]
The 2.2 was made at Chrysler'sTrenton Engine plant inTrenton, Michigan. In 1995 Chrysler sold much of the machining equipment as well as the license to the design, toFirst Auto Works ofChina, after negotiations which had begun in the mid-eighties.[3] The Trenton plant largely switched to the newChrysler 3.3 engine production, while FAW continues to build the 2.2, which they used in their version of the Audi 100.[1] In 1982, Chrysler also signed an agreement withPerkins Engines to build a dieselized version of the 2.2 (and of the3.7-liter inline-six) inWindsor, Ontario.[4] 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.[5][6]
The 1983 and 1984Dodge Shelby Charger was more of a handling package, but the regular 2.2 L engine was modified somewhat. ThisHigh Output 2.2 used a revisedcamshaft 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 1985Dodge Charger Shelby used the2.2 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 1983–1984Dodge Shelby Charger, the 1985 Plymouth Turismo (L-body), the 1984-1985 Dodge Omni GLH and the 1985–1987Dodge Charger. This High Output version of the 2.2L could be easily recognized by its chrome valve cover and tighter timing cover.[citation needed]
Chrysler's firstturbocharged engine was the 1984Turbo I. It used aGarrett T03 turbocharger with a mechanicalwastegate 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, a special cam, select-fit bearings, a special exhaust manifold, and a diecast aluminum cylinder head cover.[2]
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). AMitsubishi TE04H turbo and newintake manifold were used for 1988.
TheTurbo II designation was applied to a turbocharged, intercooled version of the 2.2. This Turbo II designation was first used in the 1986Shelby GLH-S and the 1987 Shelby Charger GLH-S. Shelby Automobiles modified a stockTurbo I engine by swapping several pre-production pieces from theTurbo IIinline-four engine. These changes included anintercooler and other changes to produce 175 hp (130 kW) and 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 ChryslerTurbo II engine that was produced by the factory the following year.[2] Shelby installed the factory produced Turbo II in hisShelby Lancer andShelby CSX. Chrysler's strengthened version of this engine, with a forged crankshaft and connecting rods, was used in theShelby 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-pieceintake manifold used on the Turbo II, minus the air charge temperature sensor, was added to the Turbo I for 1988. The next year, the newcommon block was introduced; it was used for all subsequent versions of the 2.2and 2.5, including the 2.2 L Turbo II, which then continued unchanged through 1990.
TheTurbo III used aLotus-madeDOHC16-valve head. Output was 224 horsepower (167 kW) and 217 lb⋅ft (294 N⋅m). This engine was used in 1,399Dodge Spirit R/T and several hundredDodge and Chrysler Daytona IROC R/T models in the US, Canada, and Europe, plus models including the Chrysler Spirit R/T andPhantom R/T in Mexico.[2]
Cars using the 2.2T3 engine include:
TheTurbo IV was aturbochargedSOHC intercooled version withvariable nozzle turbo (VNT) technology. This system reduced turbo lag. Used in the 1989 Shelby CSX, then regular production 1990 Dodge Shadows, Daytonas, and Chrysler LeBarons. Production on this engine was limited to around 1250 units.[citation needed].
TheChrysler TC, developed withMaserati, used a special turbocharged 2.2 engine. This version was related to theTurbo 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 inEngland byCosworth and finished inItaly by Maserati using a cam over bucket design. The pistons are forged and came fromMahle inGermany, and aJapaneseturbocharger was sourced fromIHI. The camshafts were designed byFlorida-based Crane but were constructed by Maserati inModena[citation needed]. The rods are forged Casar units and use a unique rod bearing size. The crankshaft is also forged and weighs 53 pounds. Only 501 Chrysler TCs were produced with theDOHC 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 the displacement of the engine to 2.5 L (153 cu in) and added counterrotatingbalance 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 moreundersquare and tuned for low-endtorque rather than high-RPM power. This engine replaced theMitsubishi 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 was increased from 2.3 L to 2.5 L for use in the 1986 to 1991Taurus. 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 theMexican 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).
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In the Mexican market, 1986 through 1990 vehicles used versions of the 2.2 and 2.5 engines operating onleaded gasoline, equipped with acarburetor, a tubular exhaustheader, and electronic control of ignition timing. This induction and ignition system used technology and components very similar to those employed in Chrysler's US-marketLean Burn emission control systems of the late 1970s. This configuration was discontinued in favour of electronic fuel injection for the 1991 model year, whenexhaust 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 inflexible-fuelDodge Spirits andPlymouth 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, sion fuel injectors internally plated with nickel, and fuel composition sensors.
From 1991 to 1995 in theMexican market, multipoint fuel injected, non-turbo version of the 2.2 and 2.5 were installed in many Chrysler Corporation vehicles. This version of 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 ofEngine Control Units were used with the 2.2 and 2.5 engines. From 1984 to 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 1 MHz, with 256 bytes of RAM and either two 8K EPROMs or one 16K EPROM. From 1988 to 1989, aSMEC (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 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 advancedSBEC (Single Board Engine Controller) was used, which integrated the earlier two board computer into a single board.