in September 1983 after it set a world record at Nardo, Italy, recording a combined average speed of over the endurance test. The engine was based on the 2.3-liter 8-valve 136 hp (101 kW) unit already fitted to the 190- and E-Class series. Cosworth developed the DOHC light alloy cast cylinder head with four large valves per cylinder. In roadgoing trim, the 190 E 2.3-16 produced 49 hp (36 kW) and 41 ft•lbf (55 N•m) of torque more than the basic single overhead cam 2.3 straight-4 engine on which it was based offering at 6,200 rpm (59.2 kW/liter) and at 4,500 rpm. In 1988 an enlarged 2.5-liter engine replaced the 2.3-liter. It offered double valve timing chains to fix the easily snapping single chains on early 2.3 engines, and increased peak output by 17 bhp (12.5 kW) with a slight increase in torque. For homologation Evolution I (1989) and Evolution II (1990) models were produced that had a redesigned engine to allow for a higher rev limit and improved top-end power capabilities. The Evo II engine offered from 2463 cc (70.2 kW/liter). Saab introduced a 16-valve head to their 2.0-liter (1985 cc) straight-4 in 1984 and offered the engine with and without turbocharger (65.5 kW/liter and 47.9 kW/liter respectively) in the Saab 900 and Saab 9000. The 2.0-liter Nissan FJ20 was one of the earliest straight-4 mass-produced Japanese engines to have both a DOHC 16-valve configuration (four valves per cylinder, two intake, two exhaust) and electronic fuel injection (EFI) when released in October 1981 in the sixth generation Nissan Skyline. Peak output was at 6,000 rpm and at 4,800 rpm. The FJ20 was also offered with a turbocharger, producing at 6,400 rpm and at 4,800 rpm. Following Nissan's lead, Toyota released the 1.6-liter (1,587 cc) 4A-GE engine in 1983. The cylinder head was developed by Yamaha Motor Corporation and was built at Toyota's Shimayama plant. While originally conceived of as a two-valve design, Toyota and Yamaha changed the 4A-GE to a four-valve after a year of evaluation. It produced 115-140 bhp (86-104 kW) at 6,600 rpm (54.2-65.5 kW/liter) and at 5,800 rpm. To compensate for the reduced air speed of a multi-valve engine at low rpms, the first-to-second generation engines included the T-VIS intake system. In 1986 Volkswagen introduced a multi-valved Golf GTI 16V. The 16-valve 1.8-liter straight-4 produced 139 PS (102 kW; 137 bhp) or 56.7 kW/liter, almost 25%