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Chrysler LA engine
The LA engine is a family of overhead-valve small-block 90° V-configured gasoline engines built by Chrysler Corporation between 1964 and 2003. Primarily V8s, the line includes a single V6 and V10, both derivations of its Magnum series introduced in 1992. A replacement of the Chrysler A engine, they were factory-installed in passenger vehicles, trucks and vans, commercial vehicles, marine and industrial applications. Their combustion chambers are wedge-shaped, rather than polyspheric, as in the A engine, or hemispheric in the Chrysler Hemi. LA engines have the same 4.46 in (113 mm) bore spacing as the A engines.
LA engines were made at Chrysler's Mound Road Engine plant in Detroit, Michigan, as well as plants in Canada and Mexico. The "LA" stands for "Light A," as the 1956–1967 "A" engine it was closely based on and shares many parts with was nearly 50 pounds heavier. The "LA" and "A" production overlapped from 1964–1966 in the U.S. and through 1967 in export vehicles when the "A" 318 engine was phased out.
The basic design of the LA engine would go unchanged through the development of the "Magnum" upgrade (1992–1993), and continue into the 2000s with changes to enhance power and efficiency.
The 238.2 cu in (3.9 L) V6 was introduced with the Dodge Dakota for 1987, and replaced the older, longer Slant-Six in the Dodge Ram trucks and vans for 1988. It is essentially a six-cylinder version of the 318 V8. The bore and stroke are 99.3 mm (3.9 in) and 84 mm (3.3 in), respectively. Output was 125 hp (93 kW) and 195 lb⋅ft (264 N⋅m) until it was replaced by the 3.9 L Magnum starting in 1992. In 1987, it used a two-barrel Holley carburetor and hydraulic valve lifters. In 1988, it was upgraded with throttle-body fuel injection and roller lifters. For the 1992 Magnum update, the throttle-body fuel injection was upgraded to a multi-port fuel injection system. In 1997, it was then upgraded to sequential fuel injection. The engine was produced through 2003 before it was replaced with the 3.7 L PowerTech V6.
The 273 cu in (4.5 L) was the first LA engine, beginning model year 1964 and offered through 1969, rated at 180 hp (134 kW). It had a bore and stroke of 3.625 in × 3.31 in (92.1 mm × 84.1 mm). It had a mechanical solid lifter valvetrain until 1968 when hydraulic lifters were introduced;[citation needed] hydraulic lifters generally make for a quieter valvetrain. The reciprocating assembly included a cast or forged steel crankshaft, drop forged steel connecting rods and cast aluminum pistons. The valvetrain consisted of a cast nodular iron camshaft, solid or hydraulic lifters, solid pushrods, and shaft-mounted, malleable iron rocker arms (stamped steel on later hydraulic-cam engines). These actuated the overhead steel intake and exhaust valves. The cylinder heads featured wedge-shaped combustion chambers with a single intake and a single exhaust valve for each cylinder. Spark plugs were located in the side of the cylinder head, between the exhaust ports.
A high-performance 235 hp (175 kW) was offered from 1965 to 1967; called the "Commando", it was standard in the Barracuda Formula S model and optional in all other compact models excluding station wagons. It featured a 4-barrel carburetor and matching intake manifold, chrome unsilenced air cleaner with callout sticker, longer-duration and higher-lift camshaft and stronger valve springs, 10.5:1 compression ratio, and special black wrinkle valve covers with extruded aluminum appliqués. It was fitted to a low-restriction exhaust system with a 2.5 in (64 mm) exhaust pipe, collector-type Y-junction, and exposed resonator. For 1965 (only), the muffler was of "straight through" construction.
A special version, exclusive to the 1966 Dodge Dart, was available. It used a 0.5 in (12.7 mm) lift solid-lifter camshaft, fabricated-steel-tube exhaust, and a Holley 4-barrel carburetor, producing 275 hp (205 kW) (1 hp/cu in). The car so equipped was called the "D-Dart," a reference to its classification in NHRA D-stock for drag racing, which was the car's only intended purpose.
The 317.6 cu in (5,204 cc) LA 318 has a bore and stroke of 3.906 in × 3.312 in (99.2 mm × 84.1 mm), identical to the A 318 it was derived from. It appeared in volume production beginning with the 1968 model year, replacing the last of the export "A" 318 engines equipped with polyspherical chambered heads ("A" 318 engines were not offered in 1967 domestic vehicles). The LA engine was available until 1991, when it was superseded by the Magnum version. It used hydraulic lifters and a two-barrel carburetor for most of its production, though four-barrel Carter Thermo-Quad and Rochester Quadrajet carburetors were used in police applications starting in 1978 and 1985, respectively. The 318 two-barrel ELD received roller lifters and a fast-burn chambered cylinder head in 1985 (the four-barrel police ELE 318 continued to use modified J heads and hydraulic flat valve lifters through 1989).
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Chrysler LA engine
The LA engine is a family of overhead-valve small-block 90° V-configured gasoline engines built by Chrysler Corporation between 1964 and 2003. Primarily V8s, the line includes a single V6 and V10, both derivations of its Magnum series introduced in 1992. A replacement of the Chrysler A engine, they were factory-installed in passenger vehicles, trucks and vans, commercial vehicles, marine and industrial applications. Their combustion chambers are wedge-shaped, rather than polyspheric, as in the A engine, or hemispheric in the Chrysler Hemi. LA engines have the same 4.46 in (113 mm) bore spacing as the A engines.
LA engines were made at Chrysler's Mound Road Engine plant in Detroit, Michigan, as well as plants in Canada and Mexico. The "LA" stands for "Light A," as the 1956–1967 "A" engine it was closely based on and shares many parts with was nearly 50 pounds heavier. The "LA" and "A" production overlapped from 1964–1966 in the U.S. and through 1967 in export vehicles when the "A" 318 engine was phased out.
The basic design of the LA engine would go unchanged through the development of the "Magnum" upgrade (1992–1993), and continue into the 2000s with changes to enhance power and efficiency.
The 238.2 cu in (3.9 L) V6 was introduced with the Dodge Dakota for 1987, and replaced the older, longer Slant-Six in the Dodge Ram trucks and vans for 1988. It is essentially a six-cylinder version of the 318 V8. The bore and stroke are 99.3 mm (3.9 in) and 84 mm (3.3 in), respectively. Output was 125 hp (93 kW) and 195 lb⋅ft (264 N⋅m) until it was replaced by the 3.9 L Magnum starting in 1992. In 1987, it used a two-barrel Holley carburetor and hydraulic valve lifters. In 1988, it was upgraded with throttle-body fuel injection and roller lifters. For the 1992 Magnum update, the throttle-body fuel injection was upgraded to a multi-port fuel injection system. In 1997, it was then upgraded to sequential fuel injection. The engine was produced through 2003 before it was replaced with the 3.7 L PowerTech V6.
The 273 cu in (4.5 L) was the first LA engine, beginning model year 1964 and offered through 1969, rated at 180 hp (134 kW). It had a bore and stroke of 3.625 in × 3.31 in (92.1 mm × 84.1 mm). It had a mechanical solid lifter valvetrain until 1968 when hydraulic lifters were introduced;[citation needed] hydraulic lifters generally make for a quieter valvetrain. The reciprocating assembly included a cast or forged steel crankshaft, drop forged steel connecting rods and cast aluminum pistons. The valvetrain consisted of a cast nodular iron camshaft, solid or hydraulic lifters, solid pushrods, and shaft-mounted, malleable iron rocker arms (stamped steel on later hydraulic-cam engines). These actuated the overhead steel intake and exhaust valves. The cylinder heads featured wedge-shaped combustion chambers with a single intake and a single exhaust valve for each cylinder. Spark plugs were located in the side of the cylinder head, between the exhaust ports.
A high-performance 235 hp (175 kW) was offered from 1965 to 1967; called the "Commando", it was standard in the Barracuda Formula S model and optional in all other compact models excluding station wagons. It featured a 4-barrel carburetor and matching intake manifold, chrome unsilenced air cleaner with callout sticker, longer-duration and higher-lift camshaft and stronger valve springs, 10.5:1 compression ratio, and special black wrinkle valve covers with extruded aluminum appliqués. It was fitted to a low-restriction exhaust system with a 2.5 in (64 mm) exhaust pipe, collector-type Y-junction, and exposed resonator. For 1965 (only), the muffler was of "straight through" construction.
A special version, exclusive to the 1966 Dodge Dart, was available. It used a 0.5 in (12.7 mm) lift solid-lifter camshaft, fabricated-steel-tube exhaust, and a Holley 4-barrel carburetor, producing 275 hp (205 kW) (1 hp/cu in). The car so equipped was called the "D-Dart," a reference to its classification in NHRA D-stock for drag racing, which was the car's only intended purpose.
The 317.6 cu in (5,204 cc) LA 318 has a bore and stroke of 3.906 in × 3.312 in (99.2 mm × 84.1 mm), identical to the A 318 it was derived from. It appeared in volume production beginning with the 1968 model year, replacing the last of the export "A" 318 engines equipped with polyspherical chambered heads ("A" 318 engines were not offered in 1967 domestic vehicles). The LA engine was available until 1991, when it was superseded by the Magnum version. It used hydraulic lifters and a two-barrel carburetor for most of its production, though four-barrel Carter Thermo-Quad and Rochester Quadrajet carburetors were used in police applications starting in 1978 and 1985, respectively. The 318 two-barrel ELD received roller lifters and a fast-burn chambered cylinder head in 1985 (the four-barrel police ELE 318 continued to use modified J heads and hydraulic flat valve lifters through 1989).