Chrysler Flathead engine | |
---|---|
Overview | |
Manufacturer | Chrysler Corporation |
Also called | Chrysler Sidevalve engine |
Production | 1924–1964 |
Layout | |
Configuration | Side-valve |
Cylinder block material | Cast iron |
Cylinder head material | Cast iron |
Combustion | |
Fuel system | Carburetor |
Fuel type | Gasoline |
Chronology | |
Successor |
The Chrysler flathead engine is a flathead automotive engine manufactured by the Chrysler Corporation from 1924 through the early 1960s. The flathead engine came in four-,six-, and eight-cylinder configurations and varying displacement, with both a cast iron and cast aluminum cylinder head. It was installed in Chrysler, DeSoto, Dodge and Plymouth branded vehicles.
Chrysler introduced a straight-four in 1926 when the Maxwell Motor Corporation was re-organised into the Chrysler Corporation in 1925. [1] Initially used by Chrysler, the straight-four was fitted to Plymouth cars and Dodge light trucks beginning in 1929, lasting in production through 1933.
The original version displaced 185.8 cu in (3,044 cc) and produced 38 hp (28 kW). This was only produced in 1926, with displacement reduced to 170.3 cu in (2,791 cc) for 1927 and 1928. Power was initially rated the same but was upped to 45 hp (34 kW) during the 1928 model year.
After the introduction of the Plymouth brand in 1929, the base engine has been subjected to a major redesign and enlarged to 175.4 cu in (2,874.3 cc) with the power rating remaining the same. It also equipped Dodge light trucks in 1929–1930. It was enlarged again to 196.1 cu in (3,213 cc) in 1930 with 48 hp (36 kW). The engine was revised for 1931 with 56 hp (42 kW) and 1932 with 65 hp (48 kW) for Plymouth only, Dodge continued with the 48 hp (36 kW) from 1931 to 1933. A small-bore version was developed for export markets in 1931, with a narrower bore which brought the RAC rating down from 21 to 15.6 hp. For 1932 the bore was reduced further, bringing the tax horsepower rating to just beneath 15.5.
Chrysler did not offer a four-cylinder engine again until 1981 with the Chrysler 2.2 & 2.5 engine used in the Chrysler K platform.
Displacement | Year(s) | Horsepower | Applications | Bore | Stroke |
---|---|---|---|---|---|
186 cu in (3,044 cc) | 1926 | 38 | Chrysler model F-58 | 3+5⁄8 in (92.1 mm) | 4+1⁄2 in (114.3 mm) |
170 cu in (2,791 cc) | 1927 | 38 | Chrysler Series 50 | 4+1⁄8 in (104.8 mm) | |
1928 | 38-45 | Chrysler Series 52 | |||
1928 | 45 | Plymouth Model Q | |||
175 cu in (2,875 cc) | 1929 | 45 | Plymouth U | 4+1⁄4 in (108.0 mm) | |
1929 | 45 | Dodge 1/2 Ton | |||
1930 | 45 | Dodge U1-A/B/C | |||
196 cu in (3,213 cc) | 1930 | 48 | Plymouth 30U | 4+3⁄4 in (120.7 mm) | |
1931 | 56 | Plymouth PA | |||
1931 | 48 | Dodge UF-10, U1-B/C | |||
1932 | 65 | Plymouth PB | |||
1932 | 48 | Dodge E, UF-10, U1-B/C | |||
1933 | 48 | Dodge UF10, UG20/21 | |||
146 cu in (2,388 cc) | 1931 | n/a | Plymouth PA (export model, 89 built) [2] | 3+1⁄8 in (79.4 mm) | |
144 cu in (2,364 cc) | 1932 | n/a | Plymouth PB (export model, 58 built) [2] | 3+7⁄64 in (79.0 mm) |
The first six-cylinders was the B-Model (seven main bearings) and introduced in 1924 with the first Chrysler Corporation production, the B70. [1] An upscale version designated E-Model equiped the new Chrysler Imperial E80 in 1926, and a downscale one named H-Model followed in 1927 (Chrysler Series 70). After the purchase of Dodge Brothers Inc. in 1928, Chrysler Corporation had five straight-6s in production with the addition of the Victory and Senior Dodge Brothers engines. [1]
So, with the introduction of the new Desoto brand in 1929, came a new and cheaper to product six cylinders, the K-Model (four main bearings, deep skirts). [1] By mid-1930, it partially replaced the previous engines in varying displacements on passenger cars, in conjunction with an all-new straight-8 block. Only the Imperial's engine remains in production for the Dodge Trucks [1] 2-ton Models F-40 & K-50, 3-ton models F-60 & K-70, 2 & 3-ton Special, buses from 1930 to 1934-35. To replace these two engines, a new and very large six cylinders was launched in late 1936 (331 cu. in.). The 1956 C-3 Series was the last to use this big straight-6 (413 cu. in.).
In 1932, the Ford's V8 flathead launch shook up the market. The demand for larger engines was even for entry-level brands. A new straight-6 for Plymouth (PC/PD) and Dodge (DP/DQ) came in production in 1933 (shallow skirt, known as the "23 in block", with a head desk length of 580 mm), followed by a larger variant for Desoto (S3) and Chrysler Royal C16) in 1937 ("25 in block" – 640 mm), marking the K-Model end. There is one exception to this: when Chrysler established an engine foundry in Windsor, Canada in 1938, it was decided to only use the long block for all Canadian-built engines. These engines received a trailing "C" in their designation, becoming P8C for example. Thanks to judicious dimensioning, the Canadian 201- and 218-cubic inch engines had nearly identical displacement to their American cousins. [3]
Beginning in 1938, the 201 cu in (3,299 cc) inline-six was used in Massey Harris's Model 101 tractor (later known as the 101 Super). It continued to be used by Massey until 1940, when it was supplanted by the 218 cu in (3,568 cc). [4] In 1940, Chrysler's 242 cu in (3,966 cc) straight six went into Massey's 201 Super, which lasted until 1942. [4]
During World War II, the 251 cu in (4,107 cc) flathead six was used as the basis for the Chrysler A57 multibank tank engine. [5]
The last automotive use of the Chrysler flathead inline-six was in 1968. It was replaced by the much more efficient OHV Slant-6 released in 1960, which appeared in most Dodge trucks starting in 1961. According to the Standard Catalog of American Light-Duty Trucks, the Dodge Power Wagon WM300 used the 251 inline flathead six until 1968, after which the Dodge WM300 was dropped for the 1969 production year. The flathead remained in production until the early 1970s for industrial and agricultural use.[ citation needed ]
Displacement | Years | Horsepower | Applications | Bore | Stroke |
---|---|---|---|---|---|
201 cu in (3,301 cc) | 1924-1925 | 68 | Chrysler B-70 Six | 3 in (76.2 mm) | 4+3⁄4 in (120.7 mm) |
289 cu in (4,730 cc) | 1926 | 92 | Chrysler Series E-80 | 3+1⁄2 in (88.9 mm) | 5 in (127.0 mm) |
1927-1928 | 92 | Chrysler Series 80 | |||
219 cu in (3,582 cc) | 1926 | 68 | Chrysler Model G-70 | 3+1⁄8 in (79.4 mm) | 4+3⁄4 in (120.7 mm) |
1927 | 68 | Chrysler Series 70 | |||
1930 | 75 | Chrysler Series 70 (early) | |||
1930 | 68 | Chrysler Series 66 (late) | |||
1931 | 68 | Chrysler Series 66 | |||
180 cu in (2,954 cc) | 1927 | 54 | Chrysler Series 60 | 3 in (76.2 mm) | 4+1⁄4 in (108.0 mm) |
1928 | 54 (std.) 60 (opt.) | Chrysler Series 62 | |||
175 cu in (2,867 cc) | 1929 | 55 | DeSoto Series K | 4+1⁄8 in (104.8 mm) | |
1930 | 57 | DeSoto Series K | |||
1932 | n/a | Chrysler Richmond (CIX; UK only) | |||
1933 | n/a | Chrysler Richmond (COX; UK only) | |||
190 cu in (3,111 cc) | 1930-1932 | 61 | Dodge Series DD | 3+1⁄8 in (79.4 mm) | |
1933 | 70 | Dodge Series DQ (CDN/export) | |||
1930-1931 | 60 | DeSoto Series CK | |||
1933 | 70 (std.) 76 (opt.) | Plymouth PC/PCXX/PD | |||
161 cu in (2,633 cc) | 1930 | n/a | DeSoto Series CK (UK) | 2+7⁄8 in (73.0 mm) | |
1930 | n/a | Dodge Series DD (UK) [6] | |||
1931-1932 | n/a | DeSoto Series SAX (export, late cars sold as "Chrysler Light Six") [7] | |||
1933 | n/a | Plymouth PC/PD/Chrysler Kew/Wimbledon (export models, 651 built) [8] | |||
196 cu in (3,205 cc) | 1929 | 65 (std.) 72 (opt.) | Chrysler Series 65 | 3+1⁄8 in (79.4 mm) | 4+1⁄4 in (108.0 mm) |
1930 | 62 | Chrysler Series 66 (until Feb. 1930, longer in UK) | |||
1930-1931 | 62 | Chrysler Series CJ | |||
201 cu in (3,299 cc) | 1938 | n/a | Plymouth P5/P6 (Canada-made, late introduction) | 3+3⁄8 in (85.7 mm) | 3+3⁄4 in (95.3 mm) |
1938 | n/a | Dodge Series D9/D10 (Canada-made, late introduction) | |||
1939 | n/a | Plymouth P7/P8 (Canada-made) | |||
1939 | n/a | Dodge Series D12/D13 (Canada-made) | |||
201 cu in (3,299 cc) | 1933 | 75 (std.) 81 (opt.) | Dodge Series DP | 3+1⁄8 in (79.4 mm) | 4+3⁄8 in (111.1 mm) |
1934 | 77 | Dodge Series DT (CDN/export) | |||
77 (std.) 82 (opt.) | Plymouth PE/PF/PFXX/PG Chrysler Wimbledon (UK) | ||||
1935 | 82 | Dodge Series DV/DV-6 (CDN/export) | |||
Plymouth Model PJ Chrysler Wimbledon (UK) | |||||
1936 | 82 | Dodge Series D-3/D-4 (CDN/export) | |||
Plymouth P1/P2 Chrysler Wimbledon (UK) | |||||
1937 | 82 | Dodge Series D6/D7 (CDN/export) | |||
82 (std.) 65 (Economy) | Plymouth P3/P4 Chrysler Kew/Wimbledon (UK) | ||||
70 | Plymouth PT50 (commercials) | ||||
1938 | 82 | Dodge Series D9/D10 (CDN/export) | |||
82 (std.) 65 (Economy) 86 (opt.) | Plymouth P5/P6 Chrysler Kew/Wimbledon (UK) | ||||
70 | Plymouth PT57 (commercials) | ||||
1939 | 82 | Dodge Series D12/D13 (export) | |||
82 (std.) 86 (opt.) | Plymouth P7/P8 Chrysler Kew/Wimbledon (UK) | ||||
70 | Plymouth PT81 (commercials) | ||||
1940 | 84 (std.) 87 (opt.) | Plymouth P9/P10 | |||
79 | Plymouth PT105 (commercials) | ||||
1941 | 87 (std.) 92 (opt.) | Plymouth P11/P12 | |||
82 | Plymouth PT125 (commercials) | ||||
170 cu in (2,793 cc) | 1931 | n/a | Dodge Series DH (UK) [6] | 2+7⁄8 in (73.0 mm) | |
1931-1932 | n/a | Chrysler CMX (UK, from Aug. 1931) | |||
1932-1933 | n/a | DeSoto SCX/Chrysler Mortlake (UK) | |||
1933 | n/a | DeSoto SDX/Chrysler Wimbledon (UK) | |||
1933 | n/a | Dodge Series DP Victory (UK) | |||
1934 | n/a | Dodge Series DR Victory (UK) | |||
1934 | n/a | Plymouth PE/PF (export models) [9] Chrysler Kew/Wimbledon (UK) | |||
1935 | n/a | Dodge Series DU Victory (UK) | |||
1935 | n/a | Plymouth PJ (export models, 754 built) Chrysler Kew (UK) | |||
1936 | n/a | Dodge Series D-2 Victory (UK) | |||
1936 | n/a | Plymouth P1/P2 (export models, 661 built plus 35 Dodge D-3/D-4) Chrysler Kew (UK) | |||
1937 | n/a | Plymouth P3/P4 (export models, 657 built plus 39 Dodge D6) Chrysler Kew (UK) | |||
1938 | n/a | Plymouth P5/P6 (export models) 81 Dodge D9X, a D8X appears in parts manuals) Chrysler Kew (UK) | |||
1939 | n/a | Plymouth P7/P8 (export models, 273 built plus 38 Dodge D12 and some DeSoto-badged P8s) Chrysler Kew (UK) | |||
1940 | 70 | Plymouth P9 (export models, one built) | |||
205 cu in (3,365 cc) | 1931-1932 | 67 | DeSoto Series SA | 3+1⁄4 in (82.6 mm) | 4+1⁄8 in (104.8 mm) |
208 cu in (3,409 cc) | 1927-1928 | 58 | Dodge Standard Six (140/141/J) Dodge Victory Six (130/131/M) | 3+3⁄8 in (85.7 mm) | 3+7⁄8 in (98.4 mm) |
1929-1930 | 63 | Dodge Series DA | |||
212 cu in (3,467 cc) | 1931 | 68 | Dodge Series DH | 3+1⁄4 in (82.6 mm) | 4+1⁄4 in (108.0 mm) |
1932 | 74 | Dodge Series DH | |||
218 cu in (3,568 cc) | 1931 | 78 | Chrysler Series CM-6 | 4+3⁄8 in (111.1 mm) | |
1932 | 78 | Chrysler Series CM-6 | |||
1932 | 75 | DeSoto Series SC | |||
1932 | 79 | Dodge Series DL | |||
1933 | 82 | DeSoto S-All | |||
1934 | 82 | Dodge Series DR/DRXX | |||
87 | Dodge Series DR (opt.)/DS (std.) | ||||
1935 | 87 | Dodge Series DU | |||
1936 | 87 | Dodge Series D2 | |||
1937 | 87 | Dodge Series D5 | |||
1938 | 87 | Dodge Series D8 | |||
1939 | 87 | Dodge Series D11/D11S | |||
1940 | 87 | Dodge Series D14/D17 Dodge Series D15 (US-made for export) | |||
1941 | 91 | Dodge Series D19 Dodge Series D20 (US-made for export) | |||
1942 | 95 | Plymouth S-All | |||
1942 | 95 | Dodge Series D23 (US-made for export) | |||
1946-1949 | 95 | Plymouth S-All | |||
1949 | 97 | Plymouth S-All | |||
1950 | 97 | Plymouth S-All | |||
1951 | 97 | Plymouth S-All | |||
1952 | 97 | Plymouth S-All | |||
1953 | 100 | Plymouth S-All | |||
1954 | 100 | Plymouth S-All (Early) | |||
218 cu in (3,573 cc) | 1939 | n/a | Dodge D11 (Canada-made) | 3+3⁄8 in (85.7 mm) | 4+1⁄16 in (103.2 mm) |
1940 | 84.25 | Dodge Series D14/D15 (Canada-made) | |||
1940 | n/a | Plymouth P9/P10 (Canada-made) | |||
1941 | 88 | Dodge Series D20/D21 (Canada-made) | |||
1941 | 88 | Plymouth P11/P12 (Canada-made) | |||
1942 | 95 | Dodge Series D23 (Canada-made) | |||
1942 | 88 | Plymouth P14 (Canada-made) | |||
224 cu in (3,671 cc) | 1927-1928 | 60 | Dodge Senior Six (Series 2249) | 3+1⁄4 in (82.6 mm) | 4+1⁄2 in (114.3 mm) |
1928 | 68 | Dodge Senior Six (Series 2251/2252) | |||
1932 | 82 | Chrysler Series CI Chrysler Kingston (UK) | |||
1933 | 83 (std.) 89 (opt.) | Chrysler Series CO Chrysler Kingston (UK) | |||
228 cu in (3,738 cc) | 1937 | 93 | DeSoto Series S-3 Chrysler Richmond (UK; 1937–1938) | 3+3⁄8 in (85.7 mm) | 4+1⁄4 in (108.0 mm) |
1937 | 93 (std.) 100 (opt.) | Chrysler Series C-16 | |||
1938 | 93 (std.) 100 (opt.) | DeSoto Series S-5 | |||
1939 | DeSoto Series S-6 | ||||
1940 | 100 (std.) 105 (opt.) | DeSoto Series S-7 | |||
1941 | 100 105 110 | DeSoto Series S-8 DeLuxe DeSoto Series S-8 Custom DeSoto Series S-8 (optional) | |||
230 cu in (3,772 cc) | 1942 | 105 | Dodge Series D22 | 3+1⁄4 in (82.6 mm) | 4+5⁄8 in (117.5 mm) |
1946-1949 | 102 | Dodge S-All | |||
1949 | 103 | Dodge S-All | |||
1950 | 103 | Dodge S-All | |||
1951 | 103 | Dodge S-All | |||
1952 | 103 | Dodge S-All | |||
1953 | 103 | Dodge S-D-46, D-47 | |||
1954 | 110 | Plymouth S-All (from February 26 [10] ) | |||
1954 | 110 | Dodge S-All I-6 | |||
1955 | 117 | Plymouth S-All I-6 | |||
1955 | 123 | Dodge S-Coronet I-6 | |||
1956 | 125 | Plymouth S-all exc Fury, Belvedere cvt | |||
1956 | 131 | Plymouth O-all exc Fury, Belvedere cvt | |||
1956 | 131 | Dodge S-Coronet I-6 | |||
1957-1958 | 115 | Chrysler Royal/Chrysler Plainsman AP1 (AUS-made) | |||
1957 | 132 | Plymouth S-All exc Fury, Belvedere, cvt | |||
1957 | 138 | Dodge S-Coronet I-6 | |||
1958 | 132 | Plymouth S-All exc Fury, Belvedere cvt | |||
1958 | 138 | Dodge S-Coronet I-6 | |||
1959 | 132 | Plymouth S-Savoy, Belvedere, Suburban exc. Custom 9P, Fury, Sport Fury | |||
1959 | 138 | Dodge S-Coronet I-6 | |||
237 cu in (3,878 cc) | 1942 | 115 | DeSoto Series S-10 | 3+7⁄16 in (87.3 mm) | 4+1⁄4 in (108.0 mm) |
1946-1949 | 109 | DeSoto S-All | |||
1949 | 112 | DeSoto S-All | |||
1950 | 112 | DeSoto S-All | |||
242 cu in (3,958 cc) | 1929 | 78 | Dodge Series S | 3+3⁄8 in (85.7 mm) | 4+1⁄2 in (114.3 mm) |
1929-1930 | 78 | Dodge Series DB | |||
1934 | 100 | DeSoto Series SE (aka Chrysler CY/Croydon, until 1936 in UK) | |||
1934 | 93 (std.) 100 (opt.) | Chrysler Series CA/CB | |||
1935 | 93 | DeSoto Series SF | |||
100 | DeSoto Series SG | ||||
1935 | 100 | Chrysler O-C-6 | |||
1935 | 93 | Chrysler S-C-6 | |||
1936 | 93 | DeSoto Airstream Series S-1 | |||
100 | DeSoto Airflow Series S-2 | ||||
1936 | 93 (std.) 100 (opt.) | Chrysler Series C-7 | |||
1938 | 95 (std.) 102 (opt.) | Chrysler Series C-18 | |||
1939 | 100 (std.) 107 (opt.) | Chrysler Series C-22 | |||
1940 | 108 (std.) 112 (opt.) | Chrysler Royal/Windsor | |||
1941 | 108 112 115 (opt.) | Chrysler Royal Chrysler Windsor Chrysler Royal/Windsor | |||
249 cu in (4,078 cc) | 1928 | 75 (std.) 85 (opt.) | Chrysler Series 72 | 3+1⁄4 in (82.6 mm) | 5 in (127.0 mm) |
1929 | 75 (std.) 84 (opt.) | Chrysler Series 75 | |||
251 cu in (4,106 cc) | 1942 | 120 | Chrysler Royal/Windsor (C-34) | 3+7⁄16 in (87.3 mm) | 4+1⁄2 in (114.3 mm) |
1946-1949 | 114 | Chrysler Royal/Windsor (C38) | |||
1949 | 116 | Chrysler Royal/Windsor (C45) | |||
1950 | 116 | Chrysler Royal/Windsor (C48) | |||
1951-1952 | 116 | DeSoto Deluxe/Custom (S15) | |||
1951 | 116 | Chrysler Windsor, Deluxe (C51) | |||
1953 | 116 | DeSoto Powermaster (S18) | |||
1954 | 116 | DeSoto Powermaster (S20) | |||
1957-1958 | 117 | Chrysler Royal/Chrysler Plainsman AP1 (AUS-made) | |||
1958-1959 | 117 | Chrysler Plainsman AP2 (AUS-made) | |||
1958-1960 | 117 | Chrysler Royal/Chrysler Wayfarer AP2 (AUS-made) | |||
1960-1961 | 117 | Chrysler Wayfarer AP3 (AUS-made) | |||
1960-1964 | 117 | Chrysler Royal AP3 (AUS-made) | |||
264.5 cu in (4,334 cc) | 1952 | 119 | Chrysler Windsor, Deluxe (C51) | 3+7⁄16 in (87.3 mm) | 4+3⁄4 in (120.7 mm) |
1953 | Chrysler Windsor, Deluxe (C60) | ||||
1954 | Chrysler Windsor Deluxe (C62) | ||||
268 cu in (4,398 cc) | 1930-1932 | 93 | Chrysler Series 70 | 3+3⁄8 in (85.7 mm) | 5 in (127.0 mm) |
1930 | Chrysler Series 77 | ||||
289 cu in (4,730 cc) | 1926 | 92 | Chrysler Imperial Series E-80 | 3+1⁄2 in (88.9 mm) | |
1927 | Chrysler Imperial Series 80 | ||||
310 cu in (5,074 cc) | 1928 | 100 (std.) 112 (opt.) | Chrysler Imperial Series 80L | 3+5⁄8 in (92.1 mm) | |
1929-1930 | Chrysler Imperial Series L-80 | ||||
331 cu in (5,430 cc) | 1937-1940 | 100 | Dodge ML/RL-50/53, Dodge MK/RK-60/63, Dodge RX-70/71, Dodge DB8, Dodge VL/VLA-50, Dodge VK/VKA-60/63 | 3+3⁄4 in (95.3 mm) | 5 in (127.0 mm) |
1940-1942 | 110 | Dodge DC8, DD-8 Dodge WK, WL | |||
1946-1953 | 128 (std.) | Dodge WK/WR, Dodge B-1-T/TA/V/VA, Dodge B-2/3/4-T/TL/TA/TAL, Dodge B-2/3/4-V/VL/VA/VAL, Dodge B-1/2/3-VX, Dodge DE/DF/DG-8/9, Dodge DH-9/10 | |||
1951-1953 | 145 (2 carb. opt.) | Dodge B-2/3/4-T/TL/TA/TAL, Dodge B-2/3/4-V/VL/VA/VAL, Dodge B-1/2/3-VX, Dodge DG-8/9, Dodge DH-9/10 | |||
282 cu in (4,615 cc) | 1946-1947 | 115 | Dodge WJ | 4+1⁄4 in (108.0 mm) | |
1948-1949 | 115 | Dodge B-1-R/RA/RS, Dodge DE-7 | |||
306 cu in (5,022 cc) | 1950-1953 | 122 (std.) | Dodge B-2/3/4-R/RL/RA/RAL/RS, Dodge DF/DG-7, DH-8 | 4+5⁄16 in (109.5 mm) | |
1951-1953 | 137 (2 carb. opt.) | Dodge B-2/3/4-R/RL/RA/RAL/RS, Dodge DG-7, DH-8 | |||
377 cu in (6,178 cc) | 1950-1953 | 154 std. w/2 carb. | Dodge B-2/3/4-Y/YA/YX | 4 in (101.6 mm) | 5 in (127.0 mm) |
413 cu in (6,771 cc) | 1954-1956 | 171 std. w/2 carb. | Dodge C-1-Y/YA/YX, Dodge DH-11/12, Dodge C-3-Y6/YL6/YA6/YAL6/YX6/YXL6 | 4+1⁄16 in (103.2 mm) | 5+5⁄16 in (134.9 mm) |
The new in-line 8-cylinder engine is largely based on the six-cylinder engine that appeared on the Desoto Model K. It has five main levels, the central one being wider. [1] When the engineers had to rebore the cylinders to 3-1/2 inches, the space between each pair of cylinders was modified. This applies to all blocks with the same bore.
In the case of the Imperial (CG, CH) then Custom imperial (CL, CW), a new and unique straight-8 engine was created with 9 main bearings and equiped with a two-barrel downdraft carburetor. From the CW model, the cylinder head is made of aluminium. It also powered the Dodge Trucks G-80 models (1931-1934) and Fargo buses (1930-1932). [1]
Displacement | Years | Horsepower | Applications | Bore | Stroke |
---|---|---|---|---|---|
208 cu in (3,404 cc) | 1930-1931 | 70 | DeSoto Series CF | 2+7⁄8 in (73.0 mm) | 4 in (101.6 mm) |
221 cu in (3,617 cc) | 1930-1932 | 75 | Dodge Series DC (discontinued September 1931) | 4+1⁄4 in (108.0 mm) | |
1931-1932 | 77 | DeSoto Series CF | |||
240 cu in (3,938 cc) | 1931-1932 | 84 | Dodge Series DG | 3 in (76.2 mm) | |
1931 | 80 | Chrysler Series CD (until January 1931) | |||
261 cu in (4,273 cc) | 1931 | 88 | Chrysler Series CD (from January 1931) | 3+1⁄8 in (79.4 mm) | |
274 cu in (4,486 cc) | 1933 | 90 (std.) 98 (opt.) | Chrysler Series CT | 3+1⁄4 in (82.6 mm) | 4+1⁄8 in (104.8 mm) |
1935 | 105 (std.) 110 (opt.) | Chrysler Series CZ | |||
1936 | Chrysler Series C-8 | ||||
1937 | 110 (std.) 115 (opt.) | Chrysler Imperial Series C-14 | |||
282 cu in (4,622 cc) | 1931 | 100 | Chrysler DeLuxe CD Series | 4+1⁄4 in (108.0 mm) | |
1932 | 100 | Chrysler Series CD | |||
1932 | 90 (std.) 100 (opt.) | Dodge Series DK | |||
1933 | 100 (std.) 94 (opt.) | Dodge Series DO | |||
299 cu in (4,894 cc) | 1932 | 100 | Chrysler Series CP (Chrysler Hurlingham in the UK) | 4+1⁄2 in (114.3 mm) | |
1933 | 100 (std.) 108 (opt.) | Chrysler Imperial Series CQ | |||
1934 | 122 | Chrysler Series CU | |||
1938 | 110 (std.) 122 (opt.) | Chrysler Series C-19 Dodge Custom Eight (UK) [11] | |||
324 cu in (5,302 cc) | 1934 | 130 | Chrysler Imperial/Custom Imperial Series CV/CX | 4+7⁄8 in (123.8 mm) | |
1935 | 115 (std.) 120 (opt.) | Chrysler Series C-1 | |||
130 (std.) 138 (opt.) | Chrysler Imperial Series C-2/C-3 | ||||
1936 | 115 | Chrysler Series C-9 | |||
130 | Chrysler Imperial Series C-10/C-11 | ||||
1937 | 130 (std.) 138 (opt.) | Chrysler Imperial Custom/Airflow Series C-15/C-17 | |||
1938 | 130 (std.) 138 (opt.) | Chrysler Custom Imperial Series C-20 | |||
1939 | 130 | Chrysler Series C-23 | |||
132 (std.) 138 (opt.) | Chrysler Series C-24 | ||||
1940 | 132 135 143 (opt.) | Chrysler C-27 Chrysler C-26 Chrysler C-26/C-27 | |||
1941 | 137 | Chrysler C-30 | |||
140 | Chrysler C-30 (opt.)/C-33 | ||||
1942 | 140 | Chrysler C-36/C-37 | |||
1946-1950 | 135 | Chrysler Saratoga/New Yorker | |||
385 cu in (6,306 cc) | 1931-1932 | 125 | Chrysler Series CG | 3+1⁄2 in (88.9 mm) | 5 in (127.0 mm) |
1932 | 125 | Chrysler Imperial/Custom Imperial CH/CL | |||
1933 | 125 (std.) 135 (opt.) | Chrysler Custom Imperial CL | |||
1934-1935 | 150 | Chrysler Custom Imperial Series CW |
The inline-six engine is a piston engine with six cylinders arranged in a straight line along the crankshaft. A straight-six engine has perfect primary and secondary engine balance, resulting in fewer vibrations than other designs of six or fewer cylinders.
The Chrysler B and RB engines are a series of big-block V8 gasoline engines introduced in 1958 to replace the Chrysler FirePower engines. The B and RB engines are often referred to as "wedge" engines because they use wedge-shaped combustion chambers; this differentiates them from Chrysler's 426 Hemi big block engines that are typically referred to as "Hemi" or "426 Hemi" due to their hemispherical shaped combustion chambers. The corporation had been seeking a smaller and lighter replacement for its FirePower engines, in part because new styling dictates meant moving the engine forward in the chassis which negatively affected weight distribution.
The LA engines are a family of pushrod OHV small-block 90° V-configured gasoline engines built by Chrysler Corporation. They were factory-installed in passenger vehicles, trucks and vans, commercial vehicles, marine and industrial applications from 1964 through 2003. Their combustion chambers are wedge-shaped, rather than polyspherical, as in the predecessor A engine, or hemispherical in the Hemi. LA engines have the same 4.46 in (113 mm) bore spacing as the A engines.
The Chrysler A engine is a small-block V8 gasoline engine built by Chrysler with polyspherical combustion chambers. It was produced from 1956 until 1967, when it was replaced by the wedge-head LA engine, although the LA was in production alongside the A from 1964 - 1967. It is not related to the hemispherical-head Hemi engine of the 1950s.
The Slant-Six is the popular name for a Chrysler inline-6 internal combustion engine with an overhead valve reverse-flow cylinder head and cylinder bank inclined at a 30-degree angle from vertical. Introduced in 1959 for the 1960 models, it was known within Chrysler as the G-engine. It was a clean-sheet design that began production in 1959 at 170 cubic inches (2.8 L) and ended in 2000 at 225 cubic inches (3.7 L). It was a direct replacement for the flathead Chrysler straight six that the company started business with in 1925 until the old design was discontinued in the 1960s.
The 2.2 and 2.5 are a family of inline-4 engines developed by Chrysler Corporation originally for the Chrysler K- and L-platforms cars and subsequently used in many other Chrysler vehicles. After its launch in 1981, it became the basis for all Chrysler-developed 4-cylinder engines until the Chrysler 1.8, 2.0 & 2.4 engine family was released in 1994. It was the first Chrysler engineered four cylinder engine since the Chrysler flathead four cylinder was discontinued in 1933.
The Chrysler 1.8, 2.0, and 2.4 are inline-4 engines designed originally for the Dodge and Plymouth Neon compact car. These engines were loosely based on their predecessors, the Chrysler 2.2 & 2.5 engine, sharing the same 87.5 mm (3.44 in) bore. The engine was developed by Chrysler with input from the Chrysler-Lamborghini team that developed the Chrysler/Lamborghini Formula 1 V12 engine in the early 1990s.
The Chrysler Hemi-6 engine is a family of inline six-cylinder petrol engines produced by Chrysler Australia in three piston displacements and multiple configurations. Hemi-6 engines were installed in Australian-market Chrysler Valiants from 1970 through 1981. It was also installed in the Valiants closely related variants, the Chrysler VIP, the Chrysler by Chrysler & the Valiant Charger.
The Ford flathead V8 is a V8 engine with a flat cylinder head designed by the Ford Motor Company and built by Ford and various licensees. During the engine's first decade of production, when overhead-valve engines were used by only a small minority of makes, it was usually known simply as the Ford V‑8, and the first car model in which it was installed, the Model 18, was often called simply the "Ford V-8", after its new engine. Although the V8 configuration was not new when the Ford V8 was introduced in 1932, the latter was a market first in the respect that it made an 8-cylinder affordable and a V engine affordable to the emerging mass market consumer for the first time. It was the first independently designed and built V8 engine produced by Ford for mass production, and it ranks as one of the company's most important developments. A fascination with ever-more-powerful engines was perhaps the most salient aspect of the American car and truck market for a half century, from 1923 until 1973. The engine was intended to be used for big passenger cars and trucks; it was installed in such until 1953, making the engine's 21-year production run for the U.S. consumer market longer than the 19-year run of the Ford Model T engine for that market. The engine was on Ward's list of the 10 best engines of the 20th century. It was a staple of hot rodders in the 1950s, and it remains famous in the classic car hobbies even today, despite the huge variety of other popular V8s that followed.
The Ford Motor Company produced straight-six engines from 1906 until 1908 and from 1941 until 2016. In 1906, the first Ford straight-six was introduced in the Model K. The next was introduced in the 1941 Ford. Ford continued producing straight-six engines for use in its North American vehicles until 1996, when they were discontinued in favor of more compact V6 designs.
The Mitsubishi Astron or 4G5/4D5 engine, is a series of straight-four internal combustion engines first built by Mitsubishi Motors in 1972. Engine displacement ranged from 1.8 to 2.6 litres, making it one of the largest four-cylinder engines of its time.
The Pontiac straight-6 engine is a family of inline-six cylinder automobile engines produced by the Pontiac Division of General Motors Corporation in numerous versions beginning in 1926.
The Chrysler Hemi engines, known by the trademark Hemi or HEMI, are a series of American V8 gasoline engines built by Chrysler with overhead valve hemispherical combustion chambers. Three different types of Hemi engines have been built by Chrysler for automobiles: the first from 1951 to 1958, the second from 1964 to 1971, and the third beginning in 2003. Although Chrysler is most identified with the use of "Hemi" as a marketing term, many other auto manufacturers have incorporated similar designs. The engine block and cylinder heads were cast and manufactured at Indianapolis Foundry.
The AMC straight-4 engine is a 2.5 L inline-four engine developed by American Motors Corporation (AMC) that was used in a variety of AMC, Jeep, and Dodge vehicles from 1984 to 2002.
The EA827 family of petrol engines was initially developed by Audi under Ludwig Kraus leadership and introduced in 1972 by the B1-series Audi 80, and went on to power many Volkswagen Group models. This is a very robust water-cooled engine configuration for four- up to eight- cylinders. In Brazil this engine was produced under the name Volkswagen AP AP.
The Polyspheric or Poly engines were V8 engines produced by Chrysler from 1955 to 1958 as lower-cost alternatives to the Hemi engines. These engines were based on the Hemi engines, using the same blocks and crankshaft parts, but completely different cylinder heads, pushrods, exhaust manifolds and pistons.
The World Gasoline Engine is a family of straight-4 piston engines, based on the Global Engine Alliance design.
The Standard SC engine is a cast-iron overhead valve straight-four engine designed and initially produced by Standard Triumph. Over its production life displacement grew from an initial size of just over 800 cc to nearly 1500 cc. Introduced in the Standard Eight in 1953, it would eventually be used in a wide range of vehicles from Standard, Triumph, and MG.
The Dodge Series D5 appeared in October 1936 for the 1937 model year, replacing the previous year's Series D2.
The Dodge Series D8 appeared in October 1937 for the 1938 model year, replacing the previous year's Series D5. Production of the 1938 Dodges ran from September 1937 until July 1938, which was the typical pattern for Dodge in this period. As before, there was also a "Junior" line of Plymouths using Dodge badges and trim for the Canadian and global export markets. The main version is sometimes referred to as the "Senior" Dodge to distinguish the two.