Chrysler Slant Six: История и особенности двигателя наклоненного блока.

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 and ended in 2000 at 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 Chrysler Slant Six engine was a clean sheet design, led by Willem Weertman, later Chrysler's chief engine designer. Its characteristic 30° inclination of cylinder block gives it a lower height overall engine package. This 30° inclination had already been used by Mercedes Benz in their 300SL sports car with the M186 engine since 1952. This enabled vehicle stylists to lower hood lines, and also made room for the water pump to be mounted with a lateral offset, significantly shortening the engine's overall length. The slanted cylinder block also provides space in the vehicle's engine bay for intake and exhaust manifolds with runners of longer and more nearly equal length compared to the rake or log style manifolds typical of other inline engines. The No. 1 and No. 6 intake runners are of approximately equal length, the No. 2 and No. 5 equal but shorter, and the No. 3 and No. 4 equal and shortest. This has the effect of broadening the torque curve for better performance. The Slant Six manifold configuration gives relatively even distribution of fuel mixture to all cylinders, and presents less flow restriction. This, in turn, provides for relatively good airflow through the engine despite the intake and exhaust ports being on the same side of the head rather than in a crossflow arrangement. It was introduced in two piston displacement sizes in 1960: The "LG" (low G, referring to the relatively short engine block casting and crankshaft stroke) in the Valiant, and the "RG" (raised G, referring to the relatively tall engine block casting and crankshaft stroke) in full size Plymouth and Dodge Dart models. In 1960, the engine was called the "30 D Economy Six" engine by Plymouth marketers, referring to the 30° cylinder block angle. The G engine was offered in various configurations in the North American market until 1983 in cars, 1987 in trucks, and 1991 for marine, agricultural, and industrial use. Replacement engines were built in Mexico through 2000. The G engine was used by Chrysler's international operations in locally produced vehicles. It was also purchased by other original equipment manufacturers for installation in commercial vehicles, agricultural and industrial equipment, and boats. The G engine gained a reputation for reliability and durability. The basic design is rigid and sturdy, in part because the engine was designed to be made of either iron or aluminum. An aluminum block was produced in 1961–1963, but most blocks were made of iron. Other Chrysler engines were released with more advanced combustion chambers, electronic fuel injection, and other modern improvements, but the length of the Slant Six precluded its use in Chrysler's front wheel drive cars. A new V6 engine was created for the 1987 Dodge Dakota compact pickup truck by removing two cylinders from the corporate LA V8 engine. It replaced the Slant 6 in the rest of the Dodge truck line at the end of the 1987 model year. In 1982, Chrysler signed an agreement with Perkins Engines to build a dieselized version of the 3.7, with seven main bearings and turbocharged as well as naturally aspirated (and also of the 2.2 liter inline four) in Windsor, Ontario. Design work had started in 1975, but with the collapse of the diesel market in North America, these plans were cancelled in 1983.

Between late model year 1961 and early model year 1963, approximately 52,000 die cast aluminum RG blocks were produced and installed in passenger cars. These open deck blocks used integrally cast high nickel iron cylinder liners, and bolt in iron upper and lower main bearing caps. Internal components (crank, rods, pistons, etc.) were the same as used in the iron engine, and an iron cylinder head was used with a special copper asbestos gasket. The aluminum block weighs about less than the iron RG block. Although serviceable examples can still be found, the aluminum RG tended to undergo delamination between the iron cylinder liner and the surrounding aluminum. Severe corrosion within the block is also commonly found because of the general tendency in the 1960s and 1970s to fill cooling systems in summer with plain water without corrosion inhibitors. Moreover, the open deck design and primitive head gasket technology are not sufficiently robust to withstand the increased seal demands of increased compression or forced induction.

Most G engines were equipped with small capacity carburetors (such as the ubiquitous Holley 1920) and exhaust systems adequate for standard passenger car usage at low altitudes, but which tended to hamper maximum available performance at high altitudes, in heavy or race purpose vehicles and/or where quicker acceleration was desired. To meet the demand for improved responsiveness, modified engine configurations were made available in various markets over the years.

The Hyper Pak was a parts package made available from 1960 through 1962 at Chrysler Corporation dealer parts counters. The parts were made available to comply with the regulations of sanctioning bodies for racing events in which Valiants had been entered by factory backed teams: All parts used had to be "stock" parts, the definition of which meant that they were available through normal factory parts channels. The Hyper Pak consisted of a very long ram intake manifold meant to accept an AFB 4 barrel Carter Carburetor, the AFB carburetor itself and an appropriate air cleaner, dual (front 3 and rear 3) cast iron exhaust headers, a large diameter exhaust Y pipe to connect to these dual cast iron headers, a larger muffler, a 276° duration camshaft with appropriate valve springs and pushrods, a heavier duty clutch, a manual choke control, a starter motor modification template and, in the full race version of the package, high compression pistons designed to increase the engine's compression ratio to 10.5 from the stock 8.5. The Hyper Pak was recommended for installation only on vehicles equipped with manual transmissions, for the camshaft was of such characteristics that a high idle speed was required to prevent engine stall out. The Hyper Pak was primarily intended for competition driving, its road manners involving rough idling and poor cold engine driveability, a high power band and poor fuel economy. In competition events it proved unbeatable. Seven factory backed Valiants entered the 1960 NASCAR compact car race at Daytona Beach, and humbled the competition. The Valiants came in first through seventh. A high fidelity reproduction of the Hyper Pak intake manifold was created by Slant 6 builder Doug Dutra in the late 1990s. Subsequently the tooling was sold to a marketer of performance equipment (Clifford Research, 6=8) for inline six cylinder engines.

For the 1965–1968 model years, Chrysler Argentina equipped Valiant GT models with a system of dual 1 barrel Holley RX 7000 A carburetors and other engine specification changes. Claimed output was , compared to the single carburetor version of the engine producing

For the 1967 model year, a 2 barrel carburetor setup was released for export production. This configuration, similar to that found on marine G engines beginning in 1965, consisted of an iron intake manifold with open plenum 2 barrel carburetor mounting pad, a Carter BBD carburetor, and associated air cleaner, linkage and plumbing changes. Also installed on these export 2 barrel engines was a slightly hotter camshaft (244° duration rather than 240°), and a distributor with modified advance curves. This engine, rated at , was popular in Central and South America, South Africa, Australia and New Zealand. Driveability characteristics were generally superior to those of the 1 barrel engine, but to avoid cutting into sales of the more expensive V8 engine, this 2 barrel setup was not offered in the North American market. Of particular note is the automatic choke design found in this export 2 barrel setup. Most Chrysler products used remote automatic chokes, with a bimetal coil spring mounted on the exhaust manifold, exposed to exhaust heat and operating a pushrod which rotated the choke lever on the carburetor. The export 2 barrel setup used an integral heat tube style automatic choke: Air heated by the exhaust manifold was routed to a round bakelite housing on the carburetor air horn, which contained a bimetal spring acting directly on the choke lever.

By the mid 1970s in the North American market, emission control regulations were reducing engine performance at the same time as safety regulations were making cars heavier. An increase in performance was required for the G engine, so a 2 barrel setup was released for the 1976 model year. This was not the same as the export 2 barrel package; the intake manifold used a throttle bored plenum rather than an open one, and had provisions for an EGR valve. The carburetor, a Carter BBD similar but not identical to the one used on Chrysler's V8 engine, used a standard Chrysler style remote automatic choke. A exhaust head pipe was also provided, as well as 2 barrel specific advance curves in the ignition distributor. This package, called "Super Six" by the marketing division, brought rated horsepower from and torque from , while improving throttle response and driveability while maintaining compliance with emission laws.