Chrysler's first turbocharged engine was the 1984 Turbo I. It used a Garrett T03 turbocharger with a mechanical wastegate to limit boost to , and was rated at and , 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. For 1985, a computer-controlled wastegate was substituted which, with the use of a knock sensor, allowed of temporary overboost. Output was rated at and . A Mitsubishi TE04H turbo and new intake manifold were used for 1988. 1984 Chrysler E-Class 1984–1986 Chrysler Executive 1984–1986 Chrysler Laser 1984–1988 Chrysler LeBaron 1985–1988 Chrysler LeBaron GTS 1984–1987 Chrysler New Yorker 1988 Chrysler New Yorker Turbo 1984–1988 Dodge 600 1985–1988 Dodge Lancer 1984–1986 Dodge Omni GLH 1985–1988 Plymouth Caravelle 1985–1987 Dodge Charger Shelby 1988 Shelby CSX-T 1984–1986 Dodge Daytona Turbo 1987 Dodge Daytona Shelby Z with Automatics Turbo II The Turbo II designation was applied to a turbocharged, intercooled version of the 2.2. This Turbo II designation was first used in the 1986 Shelby GLH-S and the 1987 Shelby Charger GLH-S. Shelby Automobiles modified a stock Turbo I engine by swapping several pre-production pieces from the Turbo II inline-four engine. These changes included an intercooler 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 Chrysler Turbo II engine that was produced by the factory the following year. Shelby installed the factory produced Turbo II in his Shelby Lancer and Shelby CSX. Chrysler's strengthened version of this engine, with a forged crankshaft and connecting rods, was used in the Shelby Z package of the 1987–1989 Dodge Daytona and other cars. Output of the production Turbo II was and with of boost when mated to the stronger A520 5-speed manual transaxle. A similar, one-piece version of the special two-piece intake manifold used on the Turbo II, minus the air charge temperature sensor, was added to the Turbo I for 1988. The next year, the new common block was introduced; it was used for all subsequent versions of the 2.2 and 2.5, including the 2.2 L Turbo II, which then continued