The -100 engine had also gained weight before the -220 was produced. The -200 engine for the F-16 incorporated the proximate splitter in the intermediate case aft of the fan (stall / stagnation fix), containment bands around the fan duct (later replaced by thicker LPT cases), the Backup Control (BUC) on the -200, and some of the augmentor nozzle segments and seals had been beefed up for longer life. If I remember correctly, the actual -220 weight gain from the fielded -100 was around 150 lbs, and 125 lbs from the -200.The weight difference between the F100-100 and -220 was primarily due to the durability improvements in the rotating components and a bearing support to increase the depot inspection interval from 1800 TAC cycles to 4000 TAC cycles while maintaining full performance over that interval. The weight change from the original UFC/EEC/ vane type Main Fuel Pump to the DEEC / MFC/AFC/ gear type MFP was minimal.Unless the 200kg is the weight of the control system.
I'm not very convinced. The weight difference between the F100-PW-100 and the -220 with the digital electronic engine control (DEEC) is roughly 200 lbs (90 kg); of course, there are also other mechanical differences between the two in order to greatly improve the reliability of the latter, but I doubt that a more modern engine control unit would weigh over twice as much.