How To Change The Camshaft On A 2004 Cts V

Motor vehicle engine

Chrysler LA engine
LA engine installed in a 1976 Charger coupé
Overview
Manufacturer	Chrysler
Also called	Magnum engine
Product	1964–2003
Layout
Configuration	V6 V8
Block material	Cast iron
Head textile	Cast atomic number 26
Valvetrain	OHV 2 valves per cylinder
Combustion
Fuel system	Carburetor Throttle-body fuel injection
Fuel type	Gasoline
Oil system	Wet sump
Cooling system	Water-cooled
Chronology
Predecessor	Chrysler A engine Chrysler B engine
Successor	Chrysler PowerTech engine Chrysler Hemi engine

The LA engines are a family of pushrod OHV small cake 90° 5-configured gasoline engines built by Chrysler Corporation. It was factory-installed in passenger vehicles, trucks and vans, commercial vehicles, marine and industrial applications from 1964 through 1991 (318) & 1992 (360). The combustion chambers are wedge-shaped, rather than the polyspherical combustion chambers in the predecessor A engine or the hemispherical combustion chambers in the Chrysler Hemi engine. LA engines accept the same 4.46 in (113 mm) bore spacing equally the A engines. LA engines were made at Chrysler'southward Mound Road Engine plant in Detroit, Michigan, as well every bit plants in Canada and Mexico. The "LA" stands for "Light A", equally the older "A" engine information technology was closely based on was nearly l pounds heavier.^[ane] Willem Weertman, who afterwards became Primary Engineer – Engine Blueprint and Development, was in charge of the conversion.^[i] The bones design of the LA engine would become unchanged through the development of the "Magnum" upgrade (1992-1993) and into the 2000s with changes to enhance power and efficiency.^[one]

239 V6 [edit]

The 238.2 cu in (3.9 L) V6 was released in 1987 for apply in the Dodge Dakota and a replacement for the older, longer Slant-Six for the Contrivance RAM. It is essentially a vi-cylinder version of the 318 V8. Output was 125 hp (93 kW) and 195 lb⋅ft (264 Northward⋅m) until it was replaced by the Magnum iii.9 starting in 1992. In 1987 it used a 2-barrel Holley carburetor and hydraulic tappets. In 1988 it was upgraded with throttle-body fuel injection and roller tappets which information technology retained until the 1992 Magnum update. Next, in the 1992 Magnum update, the throttle-trunk fuel injection was upgraded to a multi-port fuel injection. The engine was produced through 2004 before it was replaced with the 3.seven L Ability Tech V6.

273 V8 [edit]

The 273 cu in (4.5 Fifty) was the first LA engine, beginning model yr 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.one mm). It had a mechanical solid lifter valvetrain until 1968 when hydraulic lifters were introduced; 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 bandage nodular iron camshaft, solid or hydraulic lifters, solid pushrods and shaft-mounted, malleable atomic number 26 rocker arms (stamped steel on subsequently hydraulic-cam engines). These actuated the overhead steel intake and frazzle valves. The cylinder heads featured wedge-shaped combustion chambers with a single intake and a unmarried exhaust valve for each cylinder. Spark plugs were located in the side of the cylinder head, betwixt the exhaust ports.^[i]

A high performance 235 hp (175 kW) was offered 1965-'67, this was standard in the Barracuda Formula S model and optional in all other compact models excluding station wagons. It featured a 4-bbl. carburetor and matching intake manifold, chrome unsilenced air cleaner with callout sticker, longer-elapsing and higher-lift camshaft and stronger valve springs, 10.five:one compression ratio, special black wrinkle valve covers with extruded aluminum appliques, and a low-restriction exhaust system with a 2.5 in (64 mm) exhaust pipe, collector-type Y-junction, and exposed resonator. In 1965 (only) the muffler was of "straight through" construction.

A special version was also available in 1966 only - it used a 0.5 in (12.seven mm) lift solid-lifter camshaft, made-steel-tube exhaust, and a Holley 4-barrel carburetor, producing 275 hp (205 kW) (1 hp/cu in). Information technology was available in the Dodge Dart only, and the car so equipped was called the "D-Dart", a reference to its nomenclature in NHRA D-stock for elevate racing, which was the automobile's only intended purpose.

318 V8 [edit]

The LA 318 was a 317.v cu in (v.2 Fifty) relative of the A 318. Like the A 318, information technology has a diameter & stroke of 3.9062 in (99.2 mm) 10 3.312 in (84.i mm). It appeared in book product commencement with the 1968 model twelvemonth, replacing the solid lifter 'A' engine version that was equipped with the polyspherical chambered heads. The LA engine was available until 1991 when it was superseded by the Magnum version (Encounter below). Information technology used hydraulic lifters and a 2 barrel carburetor for most of its production, though iv-barrel Carter Thermo-Quad and Rochester Quadrajet carburetors were used in police force applications starting in 1978. The 318 received roller lifters and a fast-burn chambered cylinder head in 1985. Throttle-body electronic fuel injection was factory equipment on the 1981-1983 Royal. From 1988 to 1991, another throttle-body fuel injection organization was used for truck and van applications.

340 V8 [edit]

The base 340 cu in (5.vi L) came with a 4-butt carburetor and produced 275 hp (205 kW) gross

In the mid-1960s, Chrysler decided to accommodate the 318 cu in (five.two L) small-scale block V8 into a lightweight, loftier output engine equally suited for drag strip or street performance use. Its cake was bored out to four.04 in (102.6 mm) merely 3.31 in (84.ane mm) stroke left unchanged, resulting in the 340 cu in (5.6 Fifty) engine introduced for the 1968 model year. Anticipating higher loads resulting from racing operation, the engineers fitted a forged shot peened steel crankshaft instead of the bandage nodular iron unit used in the 318. This also included shot peened hammer-forged steel connecting rods and high compression cast aluminum pistons with full floating pins. A 4-barrel carburetor was mated to a high-ascent, dual plane intake manifold feeding high-catamenia cylinder heads that are nonetheless considered among the all-time of that era. ^{[ citation needed ]} Its big ports used 2.02 in (51 mm) intake and ane.sixty in (41 mm) exhaust valves. An aggressive cam was fitted to take reward of the much better breathing meridian end. The 1968 4-speed cars got an even hotter cam, only information technology was discontinued for 1969, where both automated and manual cars shared the same cam. The engine was equipped with hydraulic lifters and two commodities main bearing caps, leading some to initially underestimate the 340'due south potential. The 1968-'71 340'southward compression ratio was 10.5:ane, placing it about the limit of what was possible on pump gasoline during that era. The 340 also used boosted heavy-duty parts, such as a double-row roller timing chain and sump-mounted windage tray. Power output was officially stated as 275 hp (205 kW) gross for the 4 butt.

In 1970, Chrysler offered a special Half dozen-Pack version of the 340 with triple 2-barrel carburetors rated at 290 hp (216 kW) gross that was specific to Challenger TA and Cuda AAR models. This version featured a heavy duty brusk block with additional webbing to allow for aftermarket installed 4 bolt chief bearing caps. The application-specific cylinder heads featured relocated intake pushrod passages with showtime rocker arms that allowed the pushrods to exist moved abroad from the intake ports, which could improve airflow if the pushrod-clearance "hump" was basis away from the intake port past the terminate user. An aluminum intake manifold mounted three Holley carburetors, and a dual points ignition organization was fitted.

The combination of rising gasoline prices and insurance company crackdown on high-performance vehicles saw the relatively expensive 340 detuned and phased out. It remained a loftier performance engine through 1971, simply was de-tuned in 1972 with the introduction of depression compression (viii.v:1) modest valve heads, and by mid-yr, a cast nodular iron crankshaft, and a diverseness of other emissions related changes. For the 1974 model year information technology was replaced past the 360 cu in (5.9 L) engine.

360 V8 [edit]

360 cu in (5.nine L) V8 in a Li'l Ruby-red Limited Truck

The LA 360 cu in (v.9 50) has a diameter and stroke of 4 in × 3.58 in (101.6 mm × ninety.9 mm). It was released in 1971 with a two barrel carburetor. The 360 used the large intake port 340 heads with a smaller intake valve of 1.88 in (48 mm). In 1974, with the introduction of the code E58 four-BBl dual exhaust version, at 245 hp (183 kW) SAE internet, became the virtually powerful LA engine with the end of 340 production. Power started dropping from 1975 on every bit more emission controls were added resulting with the 1980 E58 engine only producing 185 hp (138 kW) SAE net. Starting with 1981, the 360 was exclusively used in Contrivance trucks and vans.

The 1978-1979 Li'l Red Express truck used a special high-performance 360 four-barrel engine with mill production code EH1 that was rated at 225 SAE Net HP in production class ^[ii]The EH1 was a modified version of the E58 360 constabulary engine (E58) producing 225 hp (168 kW) net at 3800 rpm due in part, that as it was installed in a "truck", and not a car, information technology did not have to apply catalytic converters (1978 simply) which allowed for a costless-flowing exhaust organisation. Some prototypes for the EH1 featured Mopar Performance W2 heads, although the production units had the standard 360 heads. Some police packet cars came from the manufacturing plant with a steel creepo and h-axle rods.^[3] There was besides a "lean fire" version of the 360. The LA360 was replaced in 1993 by the 5.9 Magnum, which shared some blueprint parameters with the LA360, however the majority of its components were different.

Due to additional modifications, the paradigm Li'l Red Express truck tested past various period magazines ran appreciably stronger than actual product examples.^[four]

Interim solutions: the throttle body injected LA engines [edit]

The last variation of the LA serial to be introduced earlier the Magnum upgrade was the 1988-92 throttle-body fuel injection, roller cam engine. The kickoff engines to receive these modifications were the 318 cu in (5.two 50) V8 and 239 cu in (3.9 L) V6 engines. A Holley/Chrysler-designed, single-point, twin-injector throttle torso assembly that was mounted atop a slightly re-designed cast fe intake manifold. An in-tank electric pump and reservoir replaced the earlier mechanical (camshaft-eccentric driven) pump. The valvetrain was upgraded to include hydraulic roller lifters, nonetheless cam specs remained substantially unchanged. The resulting engine was somewhat improved as to power and efficiency. The 5.9 L V8 engines followed suit in 1989, but also received the overall improved "308" cylinder heads (casting number 4448308) that featured significantly higher flowing exhaust ports and a render to the original 1971 (not fast burn) combustion chamber. Yet, with other manufacturers already introducing the superior multi-point fuel injection organization, Chrysler Corporation considered a more than desperate upgrade program.^[1]

As the TBI engines were being introduced, the new upgrade plan was initiated in the Chrysler technology section. In 1992, with emissions standards becoming ever more stringent in the United states, Chrysler Corporation released the first of the upgraded engines.^[1]

Magnum engines [edit]

In 1992, Chrysler introduced the first of a series of upgraded versions of the LA engines. The company named their engine the "Magnum", a marketing term that had been used by the visitor previously to describe both the Dodge Magnum automobile and an before Dodge rider car (only) engine series; the latter was based on the large-block B/RB V8 engines of the 1960s-70s.^[1]

The Chrysler Magnum engines are a series of V6, V8, and V10 powerplants used in a number of Chrysler Corporation motor vehicles, besides as in marine and industrial applications. This family of gasoline-called-for engines lasted for over a decade, were installed in vehicles sold across the globe, and were produced in the millions.

Technical data [edit]

The Magnum engine is a direct descendant of the Chrysler LA engine, which began with the 273 cu in (4.v 50) V8 in 1964.^[1] While the Magnum 3.9, Magnum 5.2, and Magnum five.9 (1992-upwards) engines were significantly based on the 239, the 318, and the 360 — respectively — many of the parts will not direct interchange and the Magnums are non technically LA engines; the merely major parts that are really unchanged are the connecting rods.

The cylinder cake remained basically the aforementioned. It was still a 5-shaped, ninety-degree design made of bandage iron. The crankshaft, located to the bottom of the block by five chief bearing caps, was cast nodular iron, and the eight connecting rods were forged steel. The pistons were bandage aluminum, with a hypereutectic blueprint.^[five] Cylinders were numbered from the front of the engine to the rear; cylinders 1, 3, 5 and seven were found on the left (driver side) banking company, or "banking company 1", with the even numbers on the other banking concern.^[six]

Coolant passages were located between the cylinders. The gerotor-blazon oil pump was located at the bottom rear of the engine, and provided oil to both the crankshaft principal bearings and the cylinder heads (via the lifters and pushrods, equally opposed to a drilled passage on LA engines). Chrysler's engineers also redesigned the oil seals on the crankshaft to ameliorate anti-leak seal operation.^{[v] [7]} The oil pan was besides made from thicker steel, and was installed with a more leak-resistant silicone-safety gasket.

Gasoline was supplied to the intake manifold through a pair of steel rails that fed eight Bosch-type, top-fed, electronically actuated fuel injectors; there was i injector located in each intake runner.^[viii] Each cylinder had its own injector, thus making the fuel organization a "multi-point" blazon. Fuel pressure was regulated by a vacuum-controlled pressure regulator, located on the render side of the second fuel rails. Backlog fuel was thereafter delivered back to the fuel tank. (After versions had the regulator and filter mounted at the in-tank pump).^[seven]

To support the new fuel system, the intake manifold was of a new design. Known colloquially as the "beer keg" or "kegger" manifold, the part was shaped similar half of a beer barrel lying longitudinally atop the center of the V-shaped engine block. The intake runners, which supplied the fuel and air to each cylinder, fed each of the intake ports in the newly designed cylinder heads. The bolts that secured the intake manifold to the cylinder heads were installed at a different angle than those on the older LA engine; they threaded in vertically, rather than at the 45-degree angle of the 1966-up LA.^[7]

Air was provided from the air filter intake to the intake manifold past a Holley-designed, aluminum, twin-venturi, mechanically actuated throttle trunk, which was bolted atop the intake manifold. Each venturi was progressively bored and had a diameter of 50mm.^[v] To this unit were mounted the Throttle Position Sensor (TPS), Manifold Accented Pressure (MAP) sensor and Idle Air Control (IAC) valve (initially referred to every bit the "AIS Motor"). A steel cable connected the accelerator pedal inside the vehicle to a mechanical linkage at the side of the throttle torso, which acted to open the air intake butterfly valves inside the venturis. During idle these butterfly valves were closed, and then a bypass port and the IAC valve were used to control the intake of air.^[7]

The cylinder heads were another fundamental change of the Magnum engine, beingness designed to meet stricter requirements in both power and emissions by increasing efficiency.^[9] These heads were bandage iron units with new wedge-shaped combustion chambers and high-swirl valve shrouding.^[5] Combustion chamber design was most of import in these new heads: LA engine cylinder heads were given a full-relief open-sleeping room design, but the Magnum was engineered with a double-quench closed-bedchamber type. The higher-flowing intake ports stepped up intake catamenia dramatically in comparison to the original LA heads, and the frazzle ports improved cylinder evacuation too.^[ix] The shape and porting of the chambers allowed for more complete atomization of the air/fuel mixture, every bit well every bit contributing to more complete combustion; these virtues allowed for much greater efficiency of the engine equally a whole.^[ix] The intake and frazzle valves were located at the elevation of each combustion chamber. The valves themselves had shorter, 5/sixteen" diameter stems, to permit for the more aggressive camshaft.^[6] Intake valves had a port bore of ane.92", while exhaust valves were 1.600 ".^[5] with 60cc combustion chambers. Spark plugs were located at the peak of the combustion chambers' wedge, betwixt the exhaust ports; press-in estrus shields protected them from the heat of the exhaust manifolds.^[vi]

Bandage iron exhaust manifolds, less restrictive than units establish on previous engines, were bolted to the outboard side of each head. The new cylinder heads also featured stud-mounted rocker arms, a modify from the shaft-mounted LA arms. This last change was due to the unlike oiling system of the new engine, as described in the next paragraph.^[seven] The valve covers on the Magnum accept 10 bolts rather than the previous 5, for improved oil sealing.^[9] In addition, the valve covers were made of thicker steel than earlier parts, and were installed with a silicone gasket.^[6]

The valvetrain was also updated, although information technology was yet based on a single, middle-block-located camshaft pushing on hydraulic lifters and pushrods, ane for each rocker arm. However, the bandage nodular iron camshaft was of the "roller" type, with each lobe acting upon a hydraulic lifter with a roller begetting on the bottom; this fabricated for a quieter, cooler-running valvetrain, but also allowed for a more aggressive valve elevator. Each of the lifters acted upon a steel pushrod, which were of the "oil-through" type. This was some other change for the Magnum. Because the new pushrods besides served to provide oil to the top of the cylinder head, the rockers were changed to the AMC-style, screw-mounted, bridged half-shaft type. The new rockers also had a higher ratio: 1.6:1 compared to 1.5:1 in the LA engine, which increased leverage on the valves.^[9] In add-on, the oil dominate located at the end of the cylinder head on the LA engine was left undrilled, as it was no longer needed. Withal, the boss itself was left in place, perhaps to cut down on casting and machining costs, and to permit the employ of earlier LA heads.^[7]

Engine timing was controlled by the all-steel, silent Morse timing chain (some early on production engines had double-row roller timing sets), which was located below the aluminum timing cover at the forepart of the engine block. The timing chain sprockets, i each for the camshaft and crankshaft, were all-steel; for the final few years the LA engine came with nylon teeth on the sprockets. At the rear of the camshaft was cut a set of helical gear teeth, these beingness used to spin the distributor. Mounted to the front of the timing cover was a new-blueprint counter-clockwise-rotation water pump, with much improved flow.^[vii] Externally, the accompaniment drive belt was changed to a serpentine organisation; coupled with an automatic belt tensioner this increased belt life, reduced maintenance and contributed to lower dissonance and vibration levels.^[half-dozen]

The ignition arrangement was also all-new for the Magnum. Controlled by a new micro-processor-equipped Single-Board Engine Controller (SBEC, also known as the ECM, or Engine Control Module), the ignition system included a distributor mounted at the rear of the engine. A 36,000-volt ignition coil, usually located at the forepart right of the engine, provided electric power to the middle of the benefactor cap, where a spinning rotor directed the power to each of the private cylinders' spark plug wires. Ignition dwell, advance and retardation were electronically controlled by the SBEC.^[7]

The SBEC controlled the ignition, every bit well as the opening and endmost of the fuel injectors. During cold startup, wide-open throttle and deceleration, it did this based on "open-loop", pre-programmed operating parameters. During normal idle and cruising, it began "closed-loop" functioning, during which the module acted based upon inputs from a variety of sensors. The basic sensors that provided input to the SBEC included the Oxygen sensor (O2), Manifold Absolute Pressure (MAP) sensor, Throttle Position Sensor (TPS), Intake Air Temperature (IAT) sensor and Coolant Temperature sensor (CTS). The basic actuators controlled past the SBEC's outputs included the fuel injectors, ignition coil and pickup, and the Idle Air Command (IAC) valve. The latter controlled idle characteristics.^[7] However, the SBEC also controlled the functioning of the charging arrangement, air conditioning system, cruise command and, in some vehicles, transmission shifting. By centralizing control of these systems, the operation of the vehicle was simplified and streamlined.^[6]

Emissions output was controlled by several systems. The EGR, or Exhaust Gas Recirculation system, brought exhaust gas from the exhaust stream upwards to the intake manifold, lowering peak combustion temperatures, the goal beingness the reduction of NOX emissions.^[10] A PCV, or Positive Crankcase Ventilation system, introduced oil vapor and unburnt fuel vapors from the crankcase to the intake, allowing the engine to re-employ these also.^[x] Furthermore, gasoline vapors that would usually be released into the temper were captured by the EVAP system, to so be introduced into the engine.^[x]

In 1996, the OBD-II on-board diagnostics organization was introduced on all passenger vehicles in the The states, equally per United States Environmental Protection Agency (EPA) regulation.^[xi] As such, a new engine control computer was developed for vehicles powered by Magnum engines, known as the JTEC.^[12] The new Powertrain Control Module was more complex and more intelligent, and added programming meant it could also control automatic transmission and other powertrain functions; its firmware could also be reprogrammed ("reflashed") via the same OBD-Two port. With the introduction of the JTEC, the EGR system was dropped from Magnum engines.^[12]

Magnum 3.ix L V6 [edit]

As the 5.ii Fifty V8 was introduced in 1992, the oft-forgotten V6 version of the Magnum engine became available in the Ram pickup and the more meaty Dodge Dakota. Based on the LA-serial 239 cu in (3.9 L) V6, the 3.nine L featured the aforementioned changes and upgrades as the other Magnum engines. The iii.9 50 tin can exist better understood by imagining a 5.two Fifty V8 with two cylinders removed.

Power increased substantially to 180 hp (134 kW) at 4,400 rpm and from 195 to 220 lb⋅ft (264 to 298 N⋅k) at 3,200 rpm, as compared with the previous TBI engine. For 1994, horsepower was reduced to 175 hp (130 kW), generally due to the installation of smaller-volume frazzle manifolds; torque ratings remained the same.^[5] For 1997, the iii.ix L engine's torque output was increased to 225 lb⋅ft (305 N⋅g), with a compression ratio of nine.1:i.^[5] Firing social club was one-half dozen-v-4-iii-2.^[v] This engine was last produced for the 2003 Dodge Dakota pickup. Starting in the 2004 model twelvemonth it was entirely withdrawn from production and replaced with the 3.7 Fifty PowerTech V6 engine.^[13]

Applications:

• 1992–2003 Dodge Dakota
• 1992–2003 Dodge Ram Van/Dodge Ram Wagon
• 1992–2001 Dodge Ram

Magnum 5.2 L V8 [edit]

A five.two L Magnum V8 equally installed in a 1994 Jeep 1000 Cherokee

The Magnum 5.2 L, released in 1992, was an evolutionary development of the 318 cu in (5.two L) 'LA' engine with the same displacement. The five.2 50 was the first of the Magnum upgraded engines, followed in 1993 by the five.9 50 V8 and the 3.9 Fifty V6.

At the time of its introduction, the 5.2 50 Magnum created 230 hp (172 kW) at iv,100 rpm and 295 lb⋅ft (400 Due north⋅thousand) at 3,000 rpm.^[v] Production of this engine lasted until 2002, when it was completely replaced by the newer iv.7 L PowerTech SOHC V8 engine.^[12]

General characteristics:^[five]

• Engine Type: xc° V-viii OHV 2 valves per cylinder
• Bore & Stroke: 3.91 in × 3.31 in (99.3 mm × 84.ane mm)
• Deportation: 318 cu in (v.ii L)
• Firing Order: 1-eight-4-3-6-5-seven-2
• Compression Ratio: ix.1:1 due to 62cc combustion chambers of Magnum heads
• Lubrication: Pressure Feed - Full Flow Filtration
• Engine Oil Capacity: five U.s.a. quarts (four.7 L) with Filter
• Cooling System: Liquid - Forced Circulation - Ethylene Glycol Mixture

v.ix L Magnum V8 [edit]

In 1993, Chrysler Corporation released the next member of the Magnum family: the five.ix Fifty V8. This was based on the LA-serial 360 cu in (5.9 50) engine, and included the same upgrades and design features as the five.2 L. The standard 5.nine Fifty created 245 hp (183 kW) at 4,000 rpm and 330 lb⋅ft (447 Due north⋅m) at iii,250 rpm. It was upgraded in 1998 to 245 hp (183 kW) at 4,000 rpm and 335 lb⋅ft (454 N⋅m) at three,250 rpm. The v.ix L came factory-installed in 1998-2001 Dodge Dakota R/T pickups and 2000-2003 Dodge Durango R/T SUVs. Information technology was also installed in the Jeep Grand Cherokee Limited 5.ix, just available in 1998. The 5.9 50 Magnum was bachelor until the 2003 model year, when information technology was replaced with the 5.7 L Hemi V8 engine.^[fourteen]

Although the pre-Magnum ('71-'92) and Magnum versions of the 360 cu in (five.9 Fifty) are both externally balanced, the 2 are balanced differently (the 360 Magnum uses lighter pistons) and each requires a uniquely counterbalanced damper, flywheel, bulldoze plate, or torque converter. Bore and stroke size was 4 in × 3.58 in (101.6 mm × 90.9 mm); compression ratio was 9.ane:one.^[5]

viii.0 50 Magnum V10 [edit]

As the design for the 5.2 50 Magnum V8 was coming together in 1988, consideration was given to the pattern of a larger V10 iteration, mainly intended for utilise in Contrivance Ram 2500 and 3500 pickups. This was to be Chrysler'south starting time x-cylinder engine (earlier the '92 Viper, encounter beneath), and tin can best exist understood equally a 5.9 50 V8 with two cylinders added. This 488 cu in (8.0 Fifty) engine was based on a cast iron block, and was rated for 310 hp (231 kW) at iv,100 rpm and 450 lb⋅ft (610 Northward⋅m) at 2,400 rpm.^[five] Bore and stroke was four in × iii.88 in (101.half dozen mm × 98.6 mm); compression ratio was 8.4:i; firing order was 1-10-9-four-3-half dozen-v-8-seven-two.^[five] Valve covers were dice cast magnesium (AZ91D alloy), rather than stamped steel; this lowered noise levels and fabricated for ameliorate gasket sealing.

The 8.0 L Magnum V10 first became available in the 1994 model year Dodge Ram 2500 and 3500 pickups, and it was the almost powerful gasoline-burning engine then bachelor in whatever rider pickup truck. The engine lasted through the 2003 model year, after which it was discontinued.^[1]

Applications:

• 1994-2003 Dodge Ram 2500/3500 Pickup

Magnums today [edit]

Chrysler offers a line of crate engines based on the Magnum designed to bolt into older muscle cars and street rods with fiddling modification. Some of the changes to facilitate this were using a 1970-93 water pump and then that older pulleys and brackets could be used, likewise as an intake manifold that uses a carburetor instead of electronic fuel injection. With a high lift cam and single plane intake, the crate Magnum 360 cu in (5.9 50) was rated at 380 hp (283 kW) with the Magnum heads. Later models equipped with "R/T" or aluminum cylinder heads produced 390 hp (291 kW). A 425 hp (317 kW) bolt-in fuel injection conversion kit is also available.

Identifying a Magnum engine [edit]

The easiest way to differentiate a bare Magnum cake from a LA is past checking for the presence of the two crankshaft position sensor mounting bosses on the right rear height of the block, just to the rear of the cylinder caput deck surface. Bosses = Magnum. Keeping in mind that the earlier TBI engines also have creepo sensors in this position.

All Magnum engines were stamped with a unique engine ID number. This was located on a flat impression on the cylinder block'southward right side, near the oil pan gasket surface. From 1992 to 1998, the ID was 19 digits long. An instance would exist: 4M5.2LT042312345678 -The "four" is the final digit of the model yr of the engine. This example is a 1994. -The "M" stands for "Mound Road", the constitute where the engine was assembled. Other characters constitute hither would be "Due south" for Saltillo, "T" for Trenton and "K" for Toluca. -five.2L has an obvious meaning here: the displacement of the engine in liters. -The 7th grapheme, here a "T", was the usage of the engine. "T" translates to truck usage. -0423 would mean the engine was produced on April 23. -The final eight digits, here shown as "12345678" are the serial number of the engine.^[5]

From 1998 to 2003, the engine ID was shortened to but 13 characters. It differed in that engine deportation was given in cubic inches rather than in liters, the usage character was dropped and the serial number was four instead of eight digits long.^[five]

To add some confusion, non but was the name Magnum used on Dodge passcar hullo-po engines 1967-1970s, and vehicle lines in the belatedly 1970s and 2000s, it was also applied 4.7L power tech v8 (1999+) and to the five.7L "Hemi" V8 in pickup trucks (2003+).

See too [edit]

• Viper engine
• Chrysler engines
• Chrysler A engine
• Chrysler Hemi engine

References [edit]

1. ^ ^{a b c d e f k h i} "Willem Weertman, Chrysler engine designer". Allpar. Retrieved 17 Dec 2017.
2. ^ "About - Lil Red Express Trucks".
3. ^ "The Dodge Li'50 Ruddy Limited Truck". Allpar. Retrieved 17 December 2017.
4. ^ "1978 Dodge Lil Red Express Truck and How Tom Hoover Helped Chrysler Get into Lite Duty Trucks". Nov 2001.
5. ^ ^{a b c d east f g h i j k fifty yard n o} "Dodge Ram 5.2L V8 Specs". dodgeram.org . Retrieved 17 December 2017.
6. ^ ^{a b c d e f} "Magnum Engine Features". dodgeram.org . Retrieved 17 December 2017.
7. ^ ^{a b c d east f thousand h i} L. Shepard & M Gingerella, "Magnum Engines", Chrysler Corp., 2000, ISBN
8. ^ Mopar Functioning (1999). Jeep Engines: Performance Modifications, Racing Secrets and Engine Blueprinting (Third ed.).
9. ^ ^{a b c d east} Dulcich, Steve (January 2009). "Magnum Cylinder Heads - Mopar's Magnum Maulers". Pop Hot Rodding. Archived from the original on 25 March 2013. Retrieved 17 December 2017.
10. ^ ^{a b c} Automotive Emission Control Transmission (Starting time ed.). Thomson Delmar Learning. 1999. ISBN9781850106678.
11. ^ J Haynes & B Henderson, "OBD-II & Electronic Engine Direction Systems Techbook (Haynes Techbook)", Thomas Delmar Learning, Mar 2006, ISBN 978-one-56392-612-9
12. ^ ^{a b c} "The Magnum 5.ii Liter OHV SMPI V8". snowdigger.com. 6 February 2012. Archived from the original on 20 February 2012. Retrieved 17 December 2017.
13. ^ "The Neglected 3.9 V6 Dodge Truck Engine". Allpar . Retrieved 17 December 2017.
14. ^ Magnum five.9L Archived 2012-02-18 at the Wayback Machine

Source: https://en.wikipedia.org/wiki/Chrysler_LA_engine

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