second generation (G11) was released in March 1983, again as a three- or a five-door hatchback. It featured several new variations of the three-cylinder 1.0-litre engines, including a turbocharged version and naturally aspirated diesel or turbodiesel engines. The new 1.0-litre diesel engine "CL" was tested on 1 September 1983. To demonstrating the reliability, the new diesel engined Charade was tested to run 10 laps nonstop drive around the Japanese archipelago for 117 days. The turbo diesel first appeared in the fall of 1984. The base Charades received the naturally aspirated, three cylinder, 993 cc CB-series engines with . takes around 15–17 seconds. Japanese market models had twin carburettors as standard, while most export versions received a single unit which made marginally less power. This generation has drag coefficient of . In Chile (and some other Latin American countries) this generation was called the G21, and like the G20 before it, it was equipped with the smaller 843 cc three-cylinder "CD" engine. The G21 was sold between 1985 and 1990 approximately. The Charade Turbo and Charade De Tomaso models had the upgraded 1.0-litre "CB" engine, called the CB50 and CB60. The CB50 was fitted with a very small IHI turbocharger, which increased its power to (JIS) in Japanese market cars or CB60 producing (DIN) in European export models. The tiny turbocharger meant that an intercooler was not necessary. The suspension was lightly upgraded, with thicker anti-roll bars and slightly stiffer suspension, and the car also received alloy wheels rather than the standard steel items. The turbo version was available in both bodystyles. Singaporean-market Charades received the same (JIS) engines as used in Japan. The Indonesian-built 5-door Charades (CKD and still labelled with Japanese "J" code on the VIN instead of Indonesian "MF-MK" VIN code) also received the same engines as its neighbor, the turbo model appeared in July 1986 and also the first turbo car to go on sale in the country. There were high roofed versions available in some markets, either with the three- or five-door bodywork. This was called the "Dolphin Roof" in Japan. The three-door model was also available in a Van model for commercial use, offered with the naturally aspirated diesel or petrol engines and fitted with the higher roof. Depending on market requirements, the Charade Van was also available with blanked rear windows. To escape quotas and some of the ADR strictures, the high-roof van version