The 2.7, 3.2, 3.5, and 3.8 Liter V6 Mopar (Chrysler-Plymouth-Dodge) Engines
The 2006 revisions: 3.8 and 4.0 liter V6
We have a separate page for these new engines.
The 2.7, 3.2, and 3.5 liter engines: 1999 - ?
Chrysler's 2.7 and 3.2 liter V-6 engines were designed to replace the Iaccoca-era 3.3 and 3.5 liter V6. They are a new design using aluminum blocks and heads. The 3.5 litre, released at the same time as the 2.7 and 3.2, has been modified and given an aluminum block to produce 242 to 253 hp, depending on induction systems and tuning.
The 3.2 liter engine was discontinued in 2002, replaced across the board by the 3.5 liter engine (an early developmental 3.5 is pictured at left).
A Magnum version of the 2.7 liter engine uses a variable intake system, building on Chrysler's work back in the 1950s and 60s (to be fair, other automakers have used variable intake systems). It varies the length of the intake manifold tubes to create a small, but useful, supercharging effect at different engine speeds. In the past, tuning the air tubes for a boost at one engine speed sacrificed power at another; this is similar to variable valve timing in that it avoids choosing one engine speed over another for performance increases. The 2.7 in the LX also has electronic throttle control and an enhancement to the intake manifold (described in greater detail below).
Since all automatics lose some power and gas mileage, many enthusiasts rejoiced when the 2.7 was finally paired with a manual transmission in the Stratus R/T sedan and Sebring Convertible GTC.
Dating back to before the first LH (the Dodge Intrepid), this engine series in all forms will be phased out starting in 2010, with the last engines expected to be made around 2012, in favor of the new Phoenix V6. This exciting line of new V6 engines is being engineered by Chrysler, with full access to various Mercedes patents (though some technology will only be used on Mercedes cars for cost reasons). The Phoenix name may well refer to Chrysler’s rise as an engineering power from the post-acquisition ashes.
The 2.7 liter engine originally had a tendency to generate sludge which caused engine failure. Similar problems have been appearing on Toyota and Volkswagen engines. We were told that, shortly after the first reported cases, Chrysler isolated the problem to the crankcase ventilation system; hydrocarbons were entering the oil and breaking down the additives. This problem has been solved (around 2002-2004), and the number of engine failures appears to be small. However, if you have an engine that might have this problem, frequent (4,000 mile) oil changes, vigilance, and crankcase ventilation system maintenance (or replacement with newer parts?) may be an answer. We have been getting numerous reports from readers complaining that Chrylser is not standing behind these engines.
One advantage to the 2.7 liter engine is its use of timing chains, as opposed to belts, which are expensive to replace — and need to be replaced more often.
Bob Sheaves suggested that these engines are derived from the larger 3.3/3.5/3.8 family, with creation in this order ("I refer to the development design and components, and not what eventually became production.")
- 3.3L pushrod to replace 3.0 Mitsubishi engine in Dynasty and New Yorker
- 3.8L pushrod for more torque in minivan AWD and New Yorker/Dynasty (bored/stroked 3.3)
- 3.5L first generation- High output 3.3 for first gen LH, all aluminum, overhead cam (3.3 was cam-in-block pushrod)
- 3.5L second generation - higher output 3.5 for LH, Prowler, minivans (never installed in these- they stuck with the 3.8L - but it was installed in the minivan-based Pacifica). This is SOHC, where the 2.7 is DOHC.
- 2.7L higher efficiency, smaller displacement version of the second generation 3.5 (DOHC)
- 3.2L increased torque 2.7, midline engine between current 3.5 and low end 2.7 (SOHC)
To clarify again - the 2.7 was developed from the 3.2, which was developed from the 3.5 — all at Highland Park and later, CTC, in the early days — there were several changes, but the starting point for all was the 3.5.
The following information was provided by Chrysler.
Chrysler 2.7 and 3.2 liter V6 engine specifications
In 2004, the 2.7 liter engine was modified for the LX series to produce more low-speed torque at launch and during mid-range operation for strong performance in everyday driving. The engine produces 190 hp at 6400 rpm, and 190 lb.-ft. of torque at 4000 rpm, and it offers good fuel economy for a vehicle of its size. This was done by using a new active dual-plenum intake manifold that is tuned for improved low-speed torque. In addition, the manifold includes a manifold tuning valve that further adds to low-speed torque during both part-throttle and wide-open throttle operation. This valve increases part-throttle torque by eight-10 percent in the primary driving range of 2100 to 3400 rpm, giving better performance in normal driving.
Another addition to the 2.7-liter for the LX cars is the use of electronic throttle control ("drive by wire"). This maintains more consistent vehicle speed on rolling grades when cruise control is active, and interacts with the transmission control system to further minimize gear hunting under these conditions. It also tailors throttle response to pedal movement based on operating conditions. For example, a large pedal motion at a standing start may open the throttle less than the same pedal movement at highway speeds.
The 2.7 and 3.5 liter engines were used in the 2008 Chrysler Sebring and Dodge Avenger with some changes. The 2.7 was downgraded to 190 hp and 190 lb-ft of torque, but reportedly had better low-end power. The 3.5 was downgraded to 235 hp and 232 lb-ft of torque.
Another change from the 3.3 to the 2.7 was switching from a timing belt to a more-reliable three-row chain.
Chrysler V6 engines compared with those of competitive cars, 1998
| Vehicle | Engine | BHP | RPM | Octane | Cost As Tested |
| Intrepid/Concorde, 1998 | 2.7L | 200 | 5800 | Regular | $21,000 |
| LHS/300M, 1998 | 3.5L | 250 | 6600 | Regular | $30,000 |
| Acura 25TL, 1997 | 2.5L | 176 | 6300 | Premium | $30,478 |
| Ford SHO, 1996 | 3.4L | 235 | 6100 | Premium | $28,250 |
| Intrepid/Concorde, 1998 | 3.2L | 220 | 6600 | Regular | $24,000 |
| Ford Taurus, 1996 | 3.0L | 200 | 5750 | Regular | $24,205 |
| Cadillac Catera, 1997 | 3.0L | 200 | 6000 | Premium | $34,750 |
| Mercedes E420, 1997 | 4.2L | 275 | 5500 | Premium | $53,522 |
| Nissan Maxima, 1997 | 3.0L | 190 | 5600 | Regular | $24,675 |
| LH series, '93-'97 | 3.5L | 214 | 5850 | Mid-Grade | $24,270 |
| Mitsubishi Diamante, '97 | 3.5L | 210 | 5000 | Premium | N/A |
For those who think the Chrysler 3.5 is made by Mitsubishi, here is a comparison:
| Engine | Chrysler 3.5 (e.g. 300M) | Mitsubishi 3.5 (e.g. Diamonte) |
|---|---|---|
| Power | 250 hp @ 6400 250 lb-ft @ 3900 |
205 hp @ 5000 231 lb-ft @ 4000 |
| Bore x Stroke | 3.78 x 3.19 | 3.66 x 3.38 |
Competitive information from manufacter's press kits and data books - sorted in order of output per liter. Fuel mileage not available. Note that the most powerful engine in this list, the Mercedes 4.2 liter, requires premium gas, comes in a car that costs twice as much as the Intrepid, and is considerably larger.
Chrysler V6 engine specifications - “LH” series, 1998-2007
| Category |
2.7 Liter (a) |
3.2 liter (through 2002) | 3.5 Liter (a) | 3.5 Liter (b) | 4.0 Liter (2007) | 3.8 Liter (2006) |
|---|---|---|---|---|---|---|
| Bore x Stroke | 3.39 x 3.09 (86 x 78.5mm) | 3.66 x 3.19 (92 x 81mm) | 3.78 x 3.19 | 3.78 x 3.58 (96 x 91) | 3.78 x 3.43 (96 x 87) | |
| Valves | 24 valves (4 per cylinder) | 12 valves! | ||||
| Valve System |
Hydraulic end-pivot roller followers, hydraulic lifters, chain timing |
hydraulic center-pivot roller rocker arms | See 2.7, 3.2, 3.5 | |||
| Fuel Injection | Electronic sequential multi-port injection (SMPI) | |||||
| Construction | Semi-permanent mold aluminum block with cast-in iron liners, cross-bolted main bearing caps, and cast aluminum heads | |||||
| Compression Ratio |
9.71:1 (a) 9.9:1 (b) |
9.5:1 | 9.9:1 | 10.0:1 | 10.3:1 | 9.6:1 |
|
Power (SAE net) in bhp (kW) |
200 (149) 190 (142) @ 6,400 (b) |
220 (164) @ 6600 rpm |
250 hp @ 6400 | 235 (186) @ 6,400 rpm | 255 (190) @ 5,800 rpm | 205 (153) @ 5,200 rpm |
|
Torque (SAE net) in lb-ft (Nm) |
188 (254) @ 4900(a); 190 (258) @ 4,000 (b) |
222 lb-ft (301 N-m) @ 4000 rpm |
250 lb-ft @ 3900 | 232 lb.-ft. 339 N•m @ 4,000 rpm | 275 lb.-ft. (360 N•m) @ 4,000 rpm | 240 lb.-ft. (325 N•m) @ 4,000 rpm |
| Max. RPM |
6464 (a) 6,600 (b) |
6800 rpm | ? | 6,800 rpm | 5,800 rpm | ? |
| Fuel | Unleaded regular, 87 octane | 89 preferred, 87 OK | 87 Octane | |||
| * The Dodge Magnum, Chrysler 300, Chrysler Sebring, and Dodge Avenger use a retuned 2.7 which has more low-end torque (b). The original 2.7 is listed in column (a). | ||||||
Emissions: all use at least one three-way catalytic converter, quad-heated oxygen sensors, EGR, and internal engine features. 3.8 meets Tier 2 bin 5 (federal) and LEV 2 (CA) specs; 4.0 meets Federal tier 2, bin 8 and ULEV1 (CA) specs.
