The Dodge Omni and Plymouth Horizon
Dodge Omni and Plymouth Horizon construction
The Omni/Horizon was designed by Chrysler Europe (a merger of Simca and Rootes Group). The Omni and Horizon were the first North American mass-produced cars with a transverse mounted engine; they were also the first front wheel drive Chryslers, and at that, the first to use a semi-independent rear suspension, with trailing arms and coil springs. The construction was unibody, as expected, with an independent iso-strut coil-spring front suspension. Click here for the full story on its development - as told by the design team.
In 1990, there was a 1" diameter front stabilizer bar, with no rear stabilizer bar. Rack and pinion steering was available in both manual and power versions. Base wheels in 1990 were 13 inches, not unusual for the day, with ride-oriented P165/80 tires softening the stiff suspension.
While the American Omni/Horizon started out with European engines - some designed by Chrysler Europe, but officially called "Peugeot" because Peugeot bought Chrysler Europe; others designed and sold by Volkswagen - most were eventually equipped with the standard corporate 2.2, once production got up to speed. With fuel injection, the base 2.2 generated (depending on the year) about 93 horsepower with peak torque of 122 lb-ft at only 3,200 rpm. The Volkswagen engines, at 1.7 liters, were modified versions of the Golf/Rabbit/Jetta powerplant. The three sets of engines - VW, “Peugeot,” and Chrysler - all had different displacements. The largest, by far, was the Chrysler 2.2, used from the third year to the end. [This section written by Allpar staff]. The Volkswagen engine was actually specially modified for the Omni/Horizon, with more displacement and more power to match American tastes.
In Europe, Chrysler and Talbot Horizons used Simca engines, in 1.1, 1.3, and 1.4 liter sizes through their full lifespan.
Legendary Chrysler engineer Willem Weertsman wrote: “We used a Peugeot Societe Anonyme (PSA) engine in the L-body
from 1983 through 1986. It was an overhead valve, push-rod, in-line four rated at 62 horsepower and 86 lb-ft torque. We made the contract with PSA because we were concerned about not getting enough engines from VW. It
was definitely an entry-level engine, available only with manual
transmission and without air conditioning.” It should be noted that the expected supply constraint from Volkswagen never materialized.
The Omni/Horizon were internally labelled L-bodies (A included Valiant and Duster, B included Belvedere and Charger, C included big Chryslers, E was Challenger/Barracuda, etc.) [This section written by Allpar staff]
Geoffrey Lee noted: “This car helped pull Chrysler from the edge of oblivion. However, in crash tests, this car did not fare well. If you were involved in a front end collision of any type, survival stats were not that great, and crash-ability tests were one of the factors that lead to the decision to close this model down. The factories where these and the "K" cars were made now make large cars and pick-up trucks."
(Here is the engine chronology, thanks to John Cressy:)
- Introduction:
- Outside the United States using Chrysler Europe engines; as
Peugeot bought what had been Chrysler Europe, these are often called
Peugeot engines.
- Inside the United States, using Volkswagen 1.7 liter engines - an enlarged version of Volkswagen's Golf engine, modified for Chrysler, it produced 75 horsepower and 90 lb-ft of torque, competitive for that time; most Rabbits (US Golfs) were sold with lower horsepower. Chrysler reportedly had a five-year contract for these engines, which were used until mid-1983.
- In both cases, a four-speed manual was standard, with an optional TorqueFlite three-speed automatic.
- 1981: The newly designed 2.2 liter becomes available as an option, providing 84 horsepower, in the US.
- 1983: The 1.7 is replaced midyear with the 1.6 liter
Simca/Peugeot engine, which produces a nearly-identical 62 hp @ 4,800
rpm, 86 lb-ft @ 3,200 rm (in 1983, the 1.7 was down to a rated 63 hp @
4,800 rpm, 83 lb-ft @ 2,400 rpm). This engine would be phased out after
a relatively brief time in favor of the 2.2, which ended up at 93
horsepower and 122 lb-ft; in 1984, the 1.6 was only available with a
manual transmission, and by 1987, the only engine was the 2.2, at 96
horsepower.
- 1990: The Omni's last year; it had been extended due to the
success of the reduced-cost Omni America.
History of the Dodge Omni and Plymouth Horizon
The year is 1978. Chrysler Corporation attempts to stay alive, making marketing changes in their product line. Chrysler continues to offer larger cars in weakening economic times. On November 2, 1978, the new Chrysler president, Lee Iacocca, replaces chairman John Riccardo.
The first front-wheel-drive subcompact car ever to be built in America hits the showroom...the Dodge Omni and Plymouth Horizon. [Webmaster notes:] Based on the Horizon of Chrysler Europe, [End note]the Omni/Horizon would help to save the corporation from bankruptcy. For once, Chrysler displayed a product that was right for the times.
The Dodge Omni and Plymouth Horizon were probably the first economical cars Chrysler had ever produced. Similar to Volkswagen's trend-setting Rabbit, these were four-door hatchback models that offered an enhanced sense of practicality, roominess, and softer ride. Powered by a 4-cylinder (VW) 1.7-liter overhead-cam engine, it developed 75 horsepower at first. Consumers were eager, buying 189,000 total in its first year introduction - mostly Plymouth Horizons, with relatively few Omni moving out the door.
There's an amusing story about the VW and "Peugeot" engines used in early Horizons.
The Omni and Horizon were in production between 1978 through 1990. Throughout the eighties, Omnis never sold even nearly as well as the Horizon did. In 1979, a sunroof became available for both models. In 1981, a new 2.2-liter, 84 horsepower 4-cylinder became available (the only Chrysler-made engine to be used in the cars). Also, the new term "Miser" was mentioned for the basic model with 1.7 engine, presumably to compete with the new, cheap Ford Escort. Throughout 1981 and 1982, an extremely limited number of Euro-models were offered with blackout trim in the package. During 1983, a new 1.6-liter 4-cylinder engine with 64 bhp replaced the 1.7-liter (which had nearly identical power ratings). The Custom package begins to replace the Miser and Euro models.
Click here for a case that the Volkswagen Rabbit imitated the Horizon's predecessor!
In 1979, the sportier-looking Charger/Turismo was introduced (also known as TC3 and 024), the first car to use the Charger name since the 1970s muscle car was dropped. Popular Mechanics would later test the new Shelby Charger against the original.
In 1984, an SE (sport-edition)
model was created with two-tone coloring available. This year also
began the styling concept that would continue through 1990. Standard
blackwall tires were now standard. The instrument cluster was revised.
1986 simply brought about a center-mounted stop-light with little changes.
In 1986, while Dodge again got the hot Omni GLH, Plymouth made do with the ordinary, grocery-getter Horizon, devoid of turbocharging or Shelby stripes; both got coupe versions (Turismo and Charger). These were, ironically, the only Chrysler vehicles to have semi-independent rear suspensions; the Caravan and Gran Fury used standard four-leaf spring rear suspensions, and the Reliant and Caravelle used a trailing-arm rear suspension.
Part of the attraction of the Omni/Horizon may have been the 2.2 liter engine’s speed in the light car, which also brought gas mileage of 26 city, 36 highway with a stick. Buyers who stuck with the 1.6 liter engine got even better mileage, 31/39 with the stickshift.
Though the Horizon was the entry-level value car, it could be equipped with similar radios as higher-end vehicles, and came with electronic spark and fuel control. Base models had a speedometer, voltmeter, and fuel gauges, with dummy lights for other functions, but an optional instrument panel was identical to the attractive, high-end design used on Turismo. In a break with the past, the wipers/washers were on a stalk.
| 1986 Horizon/Omni engines | Compression |
Horsepower | Torque | Manual MPG | Auto MPG |
|---|---|---|---|---|---|
| 1.6 liter (97.1 CID) 2-barrel (Peugeot) | 8.8 | 64@4800 | 87@2800 | 31/39 | |
| 2.2 liter, 2-barrel carburetor | 9.0 | 96@5200 | 119@3200 | 26/35 | 24/29 |
| 2.2 liter, turbocharged (Omni GLH only) | 8.1 | 146@5200 | 170@3600 | ||
| 2.2 liter, high output (Turismo 2.2) | 9.6 | 110@5600 | 129@3600 | 22/30 |
1987 brought on the "America" program, which improved quality of production and helped cut costs by offering a single price with limited options (in Canada, the Omni America was called the Omni Expo). The instrument cluster was revised with tachometer, oil pressure and voltage gauges added. The 1.7-liter was dropped; only a Chrysler-built 2.2-liter with 96 bhp was offered.
In 1988, fuel injection on all Omnis and Horizons is standard. This engine developed 93 bhp. 1989 brings some changes to the engine which allow for quieter and smoother running. Major service pointers are highlighted with paint for checking fluid levels.
Finally in 1990, the America edition is dropped. In its last year, a driver-side airbag is added, along with rear-seat shoulder belts and a revised climate-control system.
The webmaster notes that Chrysler seems to have wanted to close down Omni/Horizon production earlier, but the car remained very popular, thanks in part to the America edition. Chrysler's ambivalence can be seen in the final year; adding the driver's-side airbag, rear shoulder belts, and new climate control must have been very expensive for a car about to be dropped. Perhaps they expected it to keep running, as the Jeep Cherokee nearly did when the Liberty came out.
The Omni GLH and GLHS
Also in 1984, a new model called the Omni GLH arrived. Appropriately named "Goes-Like-Hell", this Dodge Omni was created with Carroll Shelby. We now have a separate page for the Omni GLH and GHL-S.
The Scamp and Rampage
Carl Raupe wrote:
In 1982 Chrysler introduced the Dodge Rampage and the Plymouth Scamp to compete with import trucks. Both were based on the Omni/Horizon platform with the wheelbases extended to 109 inches, beefer rear springs, and a pickup bed carved just behind the two front seats. Even with its diminutive size the little truck had double wall bed construction with galvanized steel. Everything from the front seats forward is straight off the shelf Omni/Horizon. Dodge continued to carry the Rampage into 1984. Plymouth dealers wanted no more of it so the Scamp was only built in 1983. As you might imagine, the Scamp is the rarer of the two. As with other car/truck vehicles they will carry neither a large load of passengers or cargo. But they will do darn near anything in a pinch. I live on a ranch in Texas. My Scamp with 278,000 miles serves me well every day...on the ranch or over Texas highways. It's the only truck I have every seen that gets such good gas mileage (43 mpg) you think it's making gas while you drive it.
“acedgeblues” wrote:
I owned an 1982 Rampage, the much maligned little truck that could. The double walled truck bed handled just about anything I tossed in it including a full-size upright treadle organ. I had only two problems with it. The clutch cable broke three times in the two and half years I owned the truck; it extends through the dash and around the engine, and ends up over 4 feet long. Once the cable snapped you were stuck, and it snapped right when you were changing gears. The other consideration is the solid steering column shaft. Also, the headlights (first generation halogen sealed beams) burned out so quickly I switched them back to standard lamps (after six in one year).
The handling was quick nimble and responsive and the Sport model I had was great off the line and quite spirited, while miserly on gas. The only thing to keep in mind with a car truck is that the box and cab do not torsionally twist separately like a regular full size truck does. What this means is that if you go over a set of railroad tracks with a load the load will shift oddly and cause some surprising handling adventures.
Steve McMahon wrote: "The Scamp GT was made one year. There were only 1,380 of them made."
Links: Shelby California Rampage Section / a customized Dodge Rampage
The Turismo, Charger, TC3 and O24
These sporty derivatives were light-weight contenders which, due to their light weight, packed a punch as heavy as the Neon's from 0 to 60 (with a five-speed). They had a sporty look, but never quite caught on (even the Shelby models) in the waning days of the V-8. For more, click here.
Common Repairs
These have been moved to their own page.
Engines table
| Car | Power | Note | Production |
| 1983 Shelby Charger | 107 | none | 8,521 |
| 1984 Shelby Charger | 110 | none | 7,552 |
| 1985 Shelby Charger | 110/146 | Carb / Turbo | 7,709 |
| 1986 Shelby Charger | 110/146 | Carb / Turbo | 7,669 |
| 1987 Shelby Charger | 146 | Turbo | 2,011 |
| 1987 Shelby GLHS (Charger) | 175 | Garret* | 1,000 |
| 1984 Omni GLH | 110 | none | 3,285 |
| 1985 Omni GLH | 110/146 | Carb / Turbo | 6,513 |
| 1986 Omni GLH | 110/146 | Carb / Turbo | 3,629 |
| 1986 Omni GLHS | 175 | Garret* | 750 |
1990 Dodge Omni and Plymouth Horizon specifications (inches)
| 1986 Specifications | 1986 Reliant Aries |
1986 Turismo Charger |
1990 Horizon Omni |
1986 Horizon Omni |
|---|---|---|---|---|
| Wheelbase | 100.3 | 96.5 | 99.1 | 99.1 |
| Length | 178.6 | 174.8 | 163.2 | 163.2 |
| Width | 68.0 | 66.1 | 66.8 | 66.8 |
| Height | 52.9 | 50.7 | 53.0 | 53.0 |
| Track (max) | 57.6 | 56.1 | 56.1 | 56.1 |
| Turning diameter |
35.2’ | 36.4, left 38.2, right |
37.2, left 39.1, right |
|
| Headroom, F/R | 38.6 / 37.8 | 37.2 / 34.4 | 38.1 / 36.9 | |
| Legroom, F/R | 42.2 / 35.4 | 42.5 / 28.7 | 42.1 / 33.3 | 42.1 / 33.3 |
| Hiproom, F/R | 55.6 / 56.2 | 52.6/46.4 | ||
| Cargo, cubic feet |
15.0 | 10.7 cu.ft. | 15.6 cu. ft? | 10.5 cu. ft.? |
| Cargo, rear seat down, c.f. |
32.4-34.3 cf | 36.6 cu.ft. | ||
| Interior voume | 100.2 cu.ft. | |||
| Gas mileage, 2.2 l | 26/35 | |||
| Gas tank | 13 gallons | |||
| Weight | 2,296 lb |
Racing - Plymouth Horizon, Dodge Omni GLH
Angelo Taylor wrote that he has a "1984 high output 110 hp Horizon....extremely rare!!! Matchbox has won most of my championships and most of the money....no longer close to being my quickest car, but it is the winningest! Car now has a 3 speed automatic with COAN 3500 stall converter and weight of only 1900 lbs and street driven. Car has 248,000+ miles."
"[I also have a] 1985 Omni GLH turbo converted to a T2. This car has my own nitrous set up on it that is based on the base EFI NOS kit from NOS....When the car was a T1 with 16 psi of boost it was running only 14.0s....but the extra 175 - 200 hp of nitrous I put through it made it run in the 11s....11.89 at 118 being the quickest. I even ran Super Pro with it once and won 5 rounds before I red lighted...car IS NHRA legal with 8 point roll bar and 4 point harness. Three speed automatic with COAN 4000 stall converter. 2400 lbs. Car has 210,000+ miles."
Stefan Mullikin wrote:
What year Omni is it? 88, 89 and 90 had TBI and are easier to convert to Turbo/TBI. Earlier models are only useful if you have a Shelby Charger or Omni GLH Turbo available to swap from or if you are going to experiment with aftermarket EFI like the Megasquirt system, etc.
If its a very early Omni/Horizon with the 1.7L VW Rabbit motor then you can upgrade it to a 1.8T or 2.0T if you were so inclined and willing to do the fab work (I know the earlier 1.8L GTI drivetrain fits just fine) The 1.6L Peugeot pushrod powered cars should just be allowed to die off peacefully.
Bolting the turbo motor in place is the easy part. Upgrading the rest of the car is just as easy, but is time consuming and won't be a quick process.
Engine:
Either start with an 88 and later turbo drivetrain (89+ 2.5s are a lot of fun)
Or you can do the following:
Drill block for oil return and water outlet
Turbo pistons and rings (forged is best)
Turbo (5-bolt) oil pump
Turbo exhaust valves, cam and followers (you can buy complete turbo heads pretty cheaply)
Turbo exhaust manifold (if you're good with a welder, you can add a turbo flange to the stock N/A manifold and make more HP)
Turbocharger, Garrett are best for overall HP. The tiny Mitsubishi turbos are great for getting off the line.
Turbo intake manifold (The 87 2-piece units is best, but expensive. The 88 and later 1 one piece works fine to about 300+hp)
Transmission:
Swap to a turbo or HD Minivan 3-speed (2.2 or 2.5's never received the A-604)
Or you can mod your existing unit: (http://www.omniturbo.com has a lot of great info on beefing up the A-413)
Turbo forward clutches
Turbo torque converter
External tranny cooler
Suspension:
Turbo 21mm master cylinder (24mm for 60mm calipers/drums or D-150 1-1/8" for 4-wheels discs)
Turbo 54mm front calipers (or 84-90 Minivan 60mm calipers)
Turbo 220mm rear drums (or rear discs from a Daytona, Lebaron or Neon)
Turbo or FWDPerformance springs and shocks/struts
Turbo 14:1 power steering rack
Turbo or Quickor sway bars
Turbo front wheel bearings/hubs
Quickor poly bushings (front and rear)
Neon strut tower braces
Chassis:
Front core support bracing to handle the extra torque.
2.5 or 3" exhaust (FWDPerformance.com sells all the pieces for that)
Turbo fuel system (tank, pump, lines)
Turbo electrical system (interior and under hood)
Turbo vacuum system
Turbo motor mounts (Quickor.com's Poly units are wonderful)
Turbo radiator (A Shelby GLH-S radiator and intercooler will drop right in
but are expensive. An aftermarket FMIC will work better)
Now when all is said and done, assuming you use the right pieces, you could have a 300+hp Omni that handles on rails and stops on a dime.
If you really want to have fun, grab a Neon, Stratus or PT Cruiser 2.0/2.4L DOHC cylinder head, a Mexican Stratus R/T turbo manifold and a Spirit R/T turbocharger and put the DOHC head on the 2.2/2.5 motor and make lots and lots of HP and torque! Brian Slowe's Dodge Shadow puts out 245hp and 498lb/ft of torque at 2600rpm. Some of the details on this can be found here: http://www.thedodgegarage.com/ddg_dyno_day_12503.html
Relevant Local Pages
- The Chrysler Europe design team speaks
- Testimonials and viewers' cars (updated)
- Some common "quick fixes"
- 2.2/2.5 performance modifications (not for turbos)
- L-body forum
- Turismo/Charger/TC3/O24
- GLH brake upgrade page
- Rampage
- Allpar (our host)
- Chrysler Europe and the creation of the Horizon
- Chrysler front-drive performance 1983-1993
