Chrysler flathead engine: Difference between revisions
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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).<ref name=Weertman/> 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<ref name=Weertman/> 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.). |
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).<ref name=Weertman/> 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<ref name=Weertman/> 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.). |
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In 1932, the Ford's V8 flathead launch |
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 “23 in block”, head desk length – 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]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.<ref name=chrysler375>[[#SCchr|Lee]], p. 375</ref> |
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Beginning in 1938, the {{convert|201.33|cuin|cc|0|adj=ri0|abbr=on}} [[Straight-six engine|inline-six]] was used in [[Massey Harris]]'s [[Massey-Harris Model 101|Model 101]] [[tractor]] (later known as the 101 Super). It continued to be used by Massey until 1940, when it was supplanted by the {{convert|217.76|cuin|cc|0|adj=ri0|abbr=on}}.<ref name=Pripps>{{cite book |last=Pripps |first=Robert N. |year=2001 |title=The big book of Massey tractors |isbn=1-55192-423-4 |publisher=[[Raincoast Books]] |location=[[Vancouver]] |oclc=46991918}}</ref> In 1940, Chrysler's {{convert|242|cuin|cc|0|abbr=on}} straight six went into Massey's [[Massey-Harris Model 201 Super|201 Super]], which lasted until 1942.<ref name=Pripps/> |
Beginning in 1938, the {{convert|201.33|cuin|cc|0|adj=ri0|abbr=on}} [[Straight-six engine|inline-six]] was used in [[Massey Harris]]'s [[Massey-Harris Model 101|Model 101]] [[tractor]] (later known as the 101 Super). It continued to be used by Massey until 1940, when it was supplanted by the {{convert|217.76|cuin|cc|0|adj=ri0|abbr=on}}.<ref name=Pripps>{{cite book |last=Pripps |first=Robert N. |year=2001 |title=The big book of Massey tractors |isbn=1-55192-423-4 |publisher=[[Raincoast Books]] |location=[[Vancouver]] |oclc=46991918}}</ref> In 1940, Chrysler's {{convert|242|cuin|cc|0|abbr=on}} straight six went into Massey's [[Massey-Harris Model 201 Super|201 Super]], which lasted until 1942.<ref name=Pripps/> |
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Revision as of 17:35, 23 February 2024
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| 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.
Straight-4
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 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) |
Straight-6
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 “23 in block”, head desk length – 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]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) |
Straight-8
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. The initial 282 cu in (4,622 cc) also powered the Dodge Trucks G-80 models (1931-1934) and buses (1930-1932).[1]
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.
| 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 |
See also
References
- ^ a b c d e f g Weertman, Willem L. Chrysler Engines, 1922-1998. Warrendale, PA: SAE International. ISBN 978-0-7680-1642-0.
- ^ a b Lee, John (1990). Standard Catalog of Chrysler, 1924-1990. Iola, WI: Krause Publications, Inc. p. 367. ISBN 0-87341-142-0.
- ^ Lee, p. 375
- ^ a b Pripps, Robert N. (2001). The big book of Massey tractors. Vancouver: Raincoast Books. ISBN 1-55192-423-4. OCLC 46991918.
- ^ Berndt, Thomas (1993). Standard Catalog of U.S. Military Vehicles. Krause Publications. p. 193. ISBN 0-87341-223-0.
- ^ a b Sedgwick, Michael; Gillies, Mark (1989). A-Z of Cars of the 1930s. Bideford, Devon, UK: Bay View Books. p. 70. ISBN 1-870979-38-9.
- ^ Sedgwick, p. 69
- ^ Lee, p. 368
- ^ Lee, p. 370
- ^ Zavitz, R. Perry (1990). "The Postwar Plymouths Changing Personalities From Staid to Flashy". In Lee, John (ed.). Standard Catalog of Chrysler, 1924-1990. Iola, WI: Krause Publications, Inc. p. 119. ISBN 0-87341-142-0.
- ^ Sedgwick, p. 72