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Chrysler K platform

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1987 Plymouth Reliant K
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1987 Plymouth Reliant K

The Chrysler Corporation's K-Car platform of the 1980s ranks as one of the most overt uses of platform sharing in automotive history. Chrysler even advertised the K-Cars as a group, using the term in publications, and put "K" badges on some models. They later advertised the LH cars similarly, but with lesser emphasis.

Technically, only the Dodge Aries, Plymouth Reliant, second generation Chrysler LeBaron, and the Dodge 400 used the K platform. The rest of the group had different platforms based on the K. The famed Chrysler minivans were also based on the K platform to a lesser extent. The "last of the K-cars" was the long-hood fixed-headlight LeBaron convertible that was superseded in the 1996 model year by the "cab-forward" Chrysler Sebring convertible.

Some groups refer to the expanded set of platforms based on the K as "EEKs," where EEK stands for "Every Extended K-car". Most of these vehicles had modified suspensions and most were longer and heaver than the original K-cars, but all had the same basic design, with a solid beam rear axle, independent front suspensions with MacPherson struts, front wheel drive, and generally a base 2.2 L Chrysler engine hooked up to a 3-speed A413 automatic transmission or a 5-speed manual. In later years, the 4-speed A604 automatic transmission (later called the 41TE) was used; it was surprisingly reliable in EEKs though was unreliable when installed in the minivans.

The EEKs offered a large variety of engines depending on year and model. Four cylinder engines started with carburetors and moved to a single throttle body injector or, for turbocharged models, four injectors, and ranged from 86 hp when introduced to 224 hp in the Turbo III. Most vehicles had the 2.2 or 2.5 L Chrysler-designed four-cylinder engines or the Mitsubishi 3.0 L V6. All V6 models had fuel injection, as did all turbos.

Chrysler economized greatly across the EEK models with standardized parts, often not tuning them for use in vehicles as far apart as sporty cars, minivans, and near-luxury sedans. Most parts (aside from sheetmetal) are easily interchanged across the lines. This has led to owners upgrading by looking for heavier or more sporty EEKs in the junkyard and borrowing components from them for bolt-on upgrades. However, in the 1990s, lack of investment in the EEK models coupled with the effects of too much cost-cutting and standardization, led to a reliance on heavy rebates to sell EEKs, which, along with inefficiencies in Chrysler's management and manufacturing, led to Chrysler selling many of these vehicles at a loss. Their replacements, though sometimes not selling as well, were profitable due to changes in the engineering and production processes, and innovative designs.

Though the EEKs did not have a strong reputation for performance, several were notable, including the Spirit R/T sedan, which could reach 60 mph in under 6 seconds unmodified, the Daytona R/T, and the turbocharged Chrysler LeBaron GTS/Dodge Lancer, praised for its mix of sport and luxury. Chrysler undermined the line by not investing in powertrain improvements such as multiple-port injection, and by not differentiating vehicles sufficiently; interiors were sometimes not up to the exterior image, such as on the Dodge Dynasty.

It should be noted that Chrysler often reused platform designations; thus the E platform based on the K cars was unrelated to the company's E platform of the early 1970s. In 1989, to end confusion, the company started to use two-letter codes, so that the new A platform became AA, P became AP, and so on.

The following cars used the K platform and its variants. Note that Chrysler applied nameplates somewhat capriciously, so that there could be an E-body New Yorker at the same time a C-body New Yorker was sold. While there were no Jeep EEKs made, at least one Rubicon-ready prototype was made. Eagle did not get any EEKs as well.

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