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The 2.2 is one of the most reliable four-cylinder engines ever made, and in all its forms, from under 84 hp to 224 hp, was a long-lasting sturdy piece of equipment (though some years and models required an occasional head gasket). The 2.2L, code named E86, went into sales production in the fall of 1980 for the 1981 model year.
The multiple-port fuel injection engines (using four separate injectors rather than just one, firing into the intake ports rather than the throttle body so fuel would stay atomized and time delays would be minimized) did not spray fuel into all cylinders at once, but alternated the injectors to avoid wasting fuel.
Atkins Rotary may reissue the carbureted-2.2 supercharger once sold by Mopar Performance, if they can get 15 buyers. Carburetors had one major advantage over fuel injectors: they cost far less, despite their growing complexity. The system included an air conditioner cutout, so that under heavy acceleration, the air conditioning compressor would be shut off, providing more power for acceleration.
An acoustic cylinder head was set up as a running change on throttle body models; turbocharged engines already used an aluminum cylinder head cover with better acoustic quality.
We make no guarantees regarding validity, accuracy, or applicability of information, predictions, or advice. Burn is voiced by Maya Rudolph in the movie, and Grey DeLisle (who also does Daphne and others) in the Netflix series Turbo FAST.
Burn, along with Turbo, his crew, Joy, Aranea, and Nellie will become Guardians of Golden Scissor and Bronze Bracelet.
I'm selling it for a friend who had it in his 1967 Camaro and is replacing it with a 6.0 LQ9. We always do a fair amount of testing, especially final calibration checks and durability, before production launch. One line was for the big volume engines; the other made turbos and the lower volume engines.
In 1987, according to The Truth About Cars, Chinese automaker First Auto Works (FAW) built some Dodge 600 prototypes using imported 600s; they changed the grill, front lights, and hood ornament, and called it the Hongqi CA750F and CA760. They feature siamesed cylinder bores (no cooling in between), a short crankcase skirt, and partial open deck; it was designed to be machined by milling to achieve lighter weight, but uses a cast iron (rather than aluminum) block because aluminum technology at the time was not what it is now.


A special racing block (96 lb) was designed for IMSA racing, before the turbo block was available and before a Champion RS series rule change made the 2.2 noncompetitive. The electronic fuel control system on carbureted engines measured engine speed and load, starting condition, coolant temperature, throttle (open or closed), ambient air temperature, and output from the oxygen sensor to control ignition timing and adjust the air-fuel mixture at the carburetor. They could not provide the emissions control of fuel injectors, though a€”A even when just one fuel injector was used. Input from the knock sensor allowed the computers to retard timing as needed to avoid damage to the engine with (for example) low-octane fuel (on turbocharged engines, engine knocking was dealt with both by reducing boost and by retarding timing for the knocking cylinder a€”A and only that cylinder).
In 1984 it used fuel at 36 psi, passing through a small screen, with a pressure regulator mounted to the throttle body, downstream of the injector; the regulator used a spring-loaded diaphragm to uncover the fuel return port, returning excess fuel to the tank. We ran Fast Burn heads on the 2.5L and the big advantage that I remember was that with the Fast Burn head, wide open throttle spark timing was lower than with the standard head, so you didna€™t have to worry about spark knock too much and you didna€™t need premium fuel. Development work was done at the Caroll Shelby Performance center, and it was manufactured by B&M (whose part number was 90601). He was Managing Engineer of engine design from 1955-62, Assistant Chief Engineer of Engine Design and Development from 1962-76, and Chief Engineer of Engine Engineering from 1976-87.
I was not involved in the early 2.2L performance testing, but we were given this engine to set up [new test cells] since it was one of the new engines and a lot was riding on it being good.
The reason both for keeping carburetors as long as they did (and for keeping them on the Omni and Horizon for longer than on other models) and for using single-point injectors was cost; carburetors reportedly cost half as much as the single injectors, and of course four injectors cost far more than one. Pete Hagenbuch wrote:The throttle-body (TBI) EFI was certainly not anywhere close to port injection, butA it gave a better control of the air-fuel ratio than did the trusty old carburetor.
Although the article reported that FAW wanted to buy the Dodge 600 line and make them in China, Volkswagen-Audi Group (VAG) offered to provide the Audi 100 design, along with investment capital. Some Canadian and Mexican cars used a Holley Model 5220, staged nonfeedback dual venturi carburetor. Unfortunately, Chrysler was spending as little as it could on emissions controls; had the company used multiple point fuel injection from the start, its powerplants would have had more power, better gas mileage, lower emissions, and better responsiveness and idle quality, attracting more praise and more buyers. So what Ma Mopar did in '86-88 was to build the tall block, basically a 2.2 block but with a higher deck so the pistons won't pop out the top. Without a lengthened deck, the 2.5 liter engine maintained its displacement with a shortened piston.


He had a large role in just about everything from the small-block V8s to the 426 Hemi, including the slant six.
In fact, the principal reason we all wanted to get rid of TBI was the number of calibrations which would not have been needed with MP [multiple port] EFI. They make the high-volume engine in the South plant (up to 1,950 per day); the smaller V6 line in the North plant runs up to 650 per day and the four cylinder can run at 650 per day. FAW did have tooling and rights for the 2.2 liter engine (which was still being made in North America as well), and used it to power their own cars, based on the Audi 100. High performance versions, such as the Shelby engines, have modifications such as .8 mm milled off the top of the deck surface. I think it had Weber side draft carburetors for the test, which they would not have on a production model.
As it was, later TBI models were frequently dismissed by auto journalists as relics, despite their attractive pricing and, often, their advantages over Japanese and other domestic models. The multiple point system included a fuel cutoff when the engine hit 6,650 rpm, which would return fuel at 6,100 rpm. The 1989 and newer common block is the most durable, but at naturally aspirated (nonturbo) power levels it won't make much difference.
Another major influence on the design was engineer Pete Hagenbuch, who headed Chrysler's engine performance group and, later, its emissions group. This 2.2-powered line included a four-door pickup truck, station wagon, standard sedan, and limousine sedan. It had a limp mode that limited the engine to 2,000 rpm when the MAP sensor failed completely or the wastegate failed to limit boost.
With TBI, fuel-air distribution was essentially the same as a carburetor, and a new calibration was needed for every engine-car combination. 2.2 liter engines are all noninterference designs, so they generally are not damaged when the timing belt breaks.



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