Dodge 318 Engine for Sale | OEM LA and Magnum 5.2L Small Block V8

Description

Engine Background

The Dodge 318 is Chrysler’s best-selling V8 engine and one of the most widely used American V8s in automotive history. Introduced in 1967 as the LA (Light A) series small block, it remained in production in evolved form through 2003, a 35-year production run that saw it power virtually every Chrysler, Dodge, and Plymouth vehicle ever built during that era. Where the 340 and 360 got the performance headlines and the 383 and 440 got the muscle car glory, the 318 was the engine that actually kept America moving. It was in police cruisers, taxi fleets, everyday sedans, pickup trucks, cargo vans, and RVs for three and a half decades.

The 318 earned its reputation through two core strengths: durability and reasonable fuel economy. With its 2-barrel carburetor and modest state of tune, it produced 200 to 230 hp, enough for smooth highway performance in a full-size Dodge or a spirited launch in a lighter Dart or Duster, while returning 15 to 16 mpg that most of its big-block contemporaries could not approach. Police agencies across the country chose the 318-powered Dodge Diplomat over comparable Ford and Chevrolet alternatives for its combination of performance and long-term durability.

In 1992, Chrysler introduced the Magnum update: roller lifters replacing flat-tappet units, revised cylinder heads with improved port flow, and sequential multi-port fuel injection replacing carburetors and TBI. The Magnum 318 (sold as the 5.2 Magnum) remained in production through 2003 in the Ram truck lineup and represents the most capable and most durable evolution of this architecture. Call (240) 306-7051 to confirm LA versus Magnum generation availability.

When Replacement Becomes Necessary

• Blue smoke on cold start that clears after warm-up, valve stem seal wear (extremely common on high-mileage LA 318 engines)
• Knock under load, rod or main bearing wear on high-mileage units
• Rough idle that worsens when warm, cam lobe wear on flat-tappet LA engines that were run without proper ZDDP oil
• Loss of compression on one or more cylinders, ring wear or scored cylinder walls
• EFI rough idle or hesitation not resolved by basic service on Magnum 318, MAP sensor or idle air control failure
• Oil leaks at front timing cover and valve covers, common on aged Mopar small blocks

Known Issues We Document Before Shipping

• Flat-tappet cam lobe wear on LA 318 (pre-1992): the LA 318 uses a flat-tappet camshaft. Modern engine oils are formulated with reduced zinc (ZDDP) for catalytic converter protection, but this makes them inadequate for flat-tappet camshaft lubrication. Any LA 318 that has been run for years on modern low-zinc oil likely has accelerated cam lobe wear. We inspect valvetrain indicators and report before shipping.
• LA versus Magnum head incompatibility: the LA 318 and Magnum 318 use different cylinder heads. The Magnum heads have larger ports and a different intake manifold bolt pattern. They are not directly interchangeable. We document which generation head is on the unit before every order ships.
• 5-bearing crankshaft versus competition: the 318’s 5-bearing crankshaft was entirely adequate for the original Chrysler design goals (durability and economy) but is the limiting factor for high-power performance builds. For builds targeting over 400 hp, the 360 with its 5-bearing crank of larger journal dimensions is a better starting point.
• Magnum intake manifold gasket failure: the Magnum 318 intake gasket is a known weak point and can develop coolant seepage at the intake-to-head junction. We inspect intake gasket surfaces and disclose any seepage before shipping.
• Bottom-end oiling on aged engines: the 318 oil pump pickup tube can develop wear or gasket leaks on high-mileage engines. Symptoms include low oil pressure at idle after warm-up. We inspect oil pressure indicators where available.

318 LA and Magnum Variants by Year

Critical buyer information across the 35-year production run:

What Ships and What Does Not

Direct-Fit Vehicle Applications

Search Terms Buyers Use

Not sure if this fits? Call us at (240) 306-7051. We verify generation, fuel system, and head type before every order ships.

Used OEM Versus Specialist Rebuild

For a Dodge Diplomat, Plymouth Gran Fury, Dodge Ram truck, Dodge Van, or any other 318-equipped Mopar on a reasonable budget, a documented used 318 with generation verified and cam type disclosed is the cost-effective path. For a Magnum 5.2 in a Ram with EFI, used OEM is typically the right choice since rebuild economics favor the LA-style 318. For a performance build targeting over 350 hp, a specialist rebuild with aftermarket heads, a roller cam, and stroker crank is the better foundation. Built 318 strokers (typically displacing 360 to 408 cubic inches) run $5,500 to $9,000-plus from established Mopar specialist shops.

Inspection Workflow

• Compression test logged across all 8 cylinders with uniformity reported
• Generation confirmed: LA (1967 to 1991) or Magnum (1992 to 2003)
• Fuel system identified: carburetor, TBI, or sequential multi-port EFI
• Head type documented (LA versus Magnum intake bolt pattern)
• Cam type identified: flat-tappet (LA) or roller (Magnum)
• Intake gasket condition assessed (Magnum-specific weak point)
• Valvetrain condition checked on LA engines for cam lobe wear indicators
• External oil leak survey at timing cover, valve covers, oil pan

Pre-Purchase Buyer Notes

• Match generation to your application: an LA 318 in a Magnum chassis (or vice versa) requires intake manifold and harness conversions. Head bolt pattern, intake bolt pattern, and engine management are all different between generations.
• Match fuel system: a carbureted LA in a Magnum EFI chassis requires fuel system conversion. A Magnum EFI in a carbureted chassis is simpler but requires ECU, harness, and fuel pump changes.
• Use ZDDP additive on LA flat-tappet cams: pre-1992 LA 318s need high-zinc oil. Modern low-zinc oils accelerate cam lobe wear.
• Plan an intake gasket refresh on Magnum 318s: factory intake gaskets seep on high-mileage Magnum engines. Aftermarket multi-layer steel gaskets are an inexpensive upgrade at installation.
• Verify rotation: 318 engines used in marine applications can be reverse-rotation. For automotive use, confirm standard rotation before ordering.

Why Buy From Part Nests

• Generation confirmed: LA or Magnum documented before payment
• Fuel system identified: carburetor, TBI, or EFI noted on every order
• Head type and intake bolt pattern documented
• Cam type identified: flat-tappet or roller
• Intake gasket condition assessed on Magnum units
• All 8 cylinders compression-tested with uniformity reported
• No core return required
• Free freight delivery to every state
• 15 day replacement warranty against internal defects
• Call (240) 306-7051 to speak with someone who knows LA versus Magnum head differences, Mopar fuel system variants, and police-package versus civilian 318 distinctions