The earliest version used a two-barrel carburetor, but fuel 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 1995 Chrysler sold much of the machining equipment as well as the license to the design, to First Auto Works of China, after negotiations which had begun in the mid-eighties.

[3] The Trenton plant largely switched to the new Chrysler 3.3 engine production, while FAW continues to build the 2.2, which they used in their version of the Audi 100.

[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.

It used a Garrett T03 turbocharger with a mechanical wastegate 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.

[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.

Not included were any of the durability changes to the short block (forged crank, full floating pin, stouter connecting rods, etc.)

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 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.

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 unchanged through 1990.

The 2.2 TC engine was an international effort: The cylinder head was cast in England by Cosworth and finished in Italy by Maserati using a cam over bucket design.

The increased displacement came from a raised deck and longer 104 millimetres (4.09 in) stroke, making the 2.5 engine even more undersquare and tuned for low-end torque rather than high-RPM power.

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 the Mexican 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).

In the Mexican market, 1986 through 1990 vehicles used versions of the 2.2 and 2.5 engines operating on leaded gasoline, equipped with a carburetor, a tubular exhaust header, and electronic control of ignition timing.

This configuration was discontinued in favour of electronic fuel injection for the 1991 model year, when exhaust 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 in flexible-fuel Dodge Spirits and Plymouth Acclaims.

This was a complete redesign of the older system, using modern CAD for board design, and higher density SMD components.