| Chrysler B Engine | |
|---|---|
| Overview | |
| Manufacturer | Chrysler |
| Also called |
|
| Production | 1958-August 1978 |
| Layout | |
| Configuration | Naturally aspirated 90° V8 |
| Displacement |
|
| Cylinder bore |
|
| Piston stroke | |
| Block material | Cast iron |
| Head material | Cast iron |
| Valvetrain | OHV 2 valves x cyl. |
| Compression ratio | 8.2:1, 10.0:1, 10.1:1, 11.0:1, 12.0:1 |
| Combustion | |
| Fuel system | Carter AFB or Holleycarburetors; Fuel injection |
| Fuel type | Gasoline |
| Oil system | Wet sump |
| Cooling system | Water-cooled |
| Output | |
| Power output | 170–425 hp (127–317 kW) |
| Torque output | 305–530 lb⋅ft (414–719 N⋅m) |
| Chronology | |
| Predecessor | Chrysler Hemi engine |
8 cylinder engines, the engine serial number is located on the left front corner of the block, below the cylinder head. Mopar engines are divided into several groups: The slant 6's:170 and 198 cubic inch are known as 'G' engines. There are two sure ways to identify a Chrysler 383 CID (cubic inch displacement) V8 engine. The first is to locate and decode the large casting number on the left side of the block. The second and easier way is to locate and decode the hand-stampings on the block's ID boss. Please note that while a casting.
The Chrysler B and RB engines are a series of big-block V8gasoline engines introduced in 1958 to replace the Chrysler FirePower (first generation Hemi) engines. The B and RB engines are often referred to as 'wedge' engines because they use wedge-shaped combustion chambers; this differentiates them from Chrysler's 426 Hemi big block engines that are typically referred to as 'Hemi' or '426 Hemi' due to their hemispherical shaped combustion chambers.
Design
Design features of the B and RB engines include 17 capscrews per cylinder head, a cylinder block that extends 3 in (76.2 mm) below the crankshaft centerline, an intake manifold not exposed to crankcase oil on the underside, stamped-steel shaft-mounted rocker arms (race versions used forged steel rockers), and a front-mounted external oil pump driven by the camshaft.
The 'B' series wedge engine was introduced in 1958 with 350 cu in (5.7 L) and 361 cu in (5.9 L) versions. The 361 would continue in production until the end of the series, albeit only for truck installation. The RB ('raised B') arrived one year after the launch of the B series engines, in 383 cu in (6.3 L) and 413 cu in (6.8 L) displacements. Unlike the previous B-engines, which had a 33⁄8-inch (85.7 mm) stroke, the RB engines had a 33⁄4-inch (95.3 mm) stroke.
For 1960, a 'ram induction' system increased the 413's torque up to 495 lb⋅ft (671 N⋅m) on the Chrysler 300F versions.
The last 'B-RB' wedge-headed engine was produced in August 1978, ending the era of Chrysler 'big-block' engines.
B engines
All Low Block B-series engines have a 33⁄8 in (85.7 mm) stroke, a 9.98 in (253 mm) deck height and 6.358 in (161.5 mm) connecting rods, resulting in a 1.88:1 rod ratio.
350
The 350 cu in (5,735 cc) B engine was, along with the 361, the first production B engine, first available in 1958. It had a bore of 41⁄16 in (103 mm; 4.06 in). The 350 is classified as a big block engine. All parts except for the pistons are fully compatible with the 361.
Vehicles using the B 350:
- 1958 DeSoto Firesweep
- 1958 Dodge
- 1958 Plymouth Fury
361
The 361 cu in B engine also introduced in 1958 was essentially the same as the 350 except with a larger 41⁄8 in (105 mm; 4.12 in) bore, for an actual displacement of 360.83 cu in (5,913 cc). In 1962, the Dodge Polara 500 came standard with a 305 bhp (227 kW) version of the 361 that had a four-barrel carburetor, dual-point distributor, and dual exhausts. Plymouth called their versions of the early B engine the Commando, variants of which included the Golden Commando and Sonoramic Commando. It produced 305 bhp (227 kW). DeSoto's B engine was named Turboflash and produced 295 bhp (220 kW). The Dodge standard version was a 2-barrel with 295 bhp (220 kW) called the Super Red Ram with an optional variant that was called the D500 and produced 320 bhp (239 kW).
The 361 would last until the end of the series, albeit for trucks only. In its early years, the 305-horsepower 361 was optional on many vehicles, and standard on, among others, the Dodge 880. The 361 had a fuel injected version in 1958 only.[1] Very few of the fuel injected B engines were made and only a handful remain, since most were brought back to the dealer to be fitted with carburetors.
- 1961–1964 Chrysler Newport
- 1959-1961 Chrysler Windsor (Canada only, sedans and coupes)[2]
- 1958–1961 DeSoto
- 1958–1966 Dodge
- 1966 Dodge Charger
- 1959–1965 Plymouth
- 1958–1961 Facel Vega Excellence (EX1)
- 1963-1973 Cadillac Gage V-100 Commando APC (M75 Chrysler industrial engine, waterproof)
- 1973-1988 Cadillac Gage V-150 Commando APC (M75 Chrysler industrial engine, optional)
- 1966-1974 Food Machinery Corp.M-113 APC, (M75 Chrysler industrial engine, waterproof)
383
The 383 cu in B engine — not to be confused with the RB version — was essentially a larger bore version of the 350 and 361, using a 4.25 in (108.0 mm) bore for a 383.03 cu in (6,277 cc) displacement. This venerable engine was introduced in 1959. Dodge's version, the D500 had a cross-ram induction manifold and dual four-barrel carburetors as options. In some Dodge applications, this engine was labeled as the Magnum, while the Plymouth version was called the Golden Commando. Both came with a dual point distributor in high-performance versions.
The 383 became the standard model Mopar performance engine for the next decade. The big bore allowed for larger, 2.08 in (53 mm), intake valves, and the relatively short stroke helped it to be a free-revving and free-breathing engine.
Producing a maximum of 330 hp (246 kW; 335 PS) (gross) and 460 lb⋅ft (624 N⋅m) of torque for the 1960 model year, the 383 beat the 392 Hemi that had reached 435 lb⋅ft (590 N⋅m). The 1960 383 engines featured the same basic ram induction system as the Chrysler 300F's 413 RB engines (named Sonoramic Commando when sold in Plymouth form). The later 383 Magnum (starting in 1968) used the 440 Magnum heads, camshaft, and exhaust manifolds. This engine was advertised at 335 hp (250 kW; 340 PS).
- 1962–1965 Chrysler 300 base models
- 1961–1971 Chrysler Newport
- 1959–1971 Chrysler Town and Country
- 1962–1971 Plymouth Sport Fury
- 1966 Chrysler R/T police special in Canada
- 1959–1960 DeSoto
- 1965–1971 Dodge Monaco
- 1965–1971 Dodge Coronet
- 1967-1971 Dodge Charger
- 1970-1971 Dodge Challenger
- 1963–1965 Dodge Custom 880
- 1967–1969 Dodge Dart
- 1960–1971 Dodge Polara
- 1968-1971 Dodge Super Bee
- 1967–1971 Plymouth Barracuda
- 1960–1971 Plymouth Savoy
- 1960-1971 Plymouth Belvedere
- 1960–1971 Plymouth Fury
- 1968–1971 Plymouth Road Runner
- 1965–1971 Plymouth Satellite
- 1961–1964 Facel Vega Excellence (EX2)
- Jensen Interceptor MKI and II
400
The 400 cu in (6.6 L) B engine was introduced in 1972 to replace the venerable 383, and were power-rated via the net (installed) method. Chrysler increased the bore size of the 383 to create the 400. Its bore of 4.342-inch (110.3 mm) was the largest used in any production Chrysler V8 at the date of its introduction. All parts except for the pistons were interchangeable between the 383 and 400.
Crankshafts were of cast iron composition. Three versions of this engine were available: a two-barrel/single exhaust version producing 170 hp (127 kW; 172 PS) at 4,400 rpm with 305 lb⋅ft (414 N⋅m) of torque at 2,400 rpm, a four-barrel/single exhaust version producing 205 hp (153 kW; 208 PS) at 4,400 rpm, and a high performance four-barrel/dual exhaust version rated at 260 hp (194 kW; 264 PS) at 4,800 rpm, 410 lb⋅ft (556 N⋅m) of torque at 3,200 rpm. All three versions used the same 8.2:1 compression ratio. The 400 was used in car, truck, and motorhome chassis. Horsepower and torque ratings gradually declined through the years due to the addition of more federally mandated emissions controls, until all Chrysler passenger vehicle big-block production ceased in 1978. For its last year of production, it only produced 190 hp (142 kW) (although a heavy-duty version was also available).[3]
Due to its large factory bore size, short (compared to RB engines) deck height, and bottom end strength that is greater than any other production B or RB engine due to extra material added around the main bearing caps,[4] 400 B engine blocks have become a popular choice for high-performance engine build ups.
RB engines
The RB engines, produced from 1959 to 1979, are Raised-Block (taller) versions of the B engines. All RB engines have a 33⁄4 in (95.3 mm) stroke, with the bore being the defining factor in engine size. All RB wedge engines share a deck height of 10.725 in (272.4 mm), and were fitted with 6.768 in (171.9 mm) long connecting rods, resulting in a 1.80:1 rod ratio. Bore center distance is 4.8 in (120 mm). All RBs are oversquare.
383
Not to be confused with the 383 B engine, the 383 RB had a 41⁄32 in (102.4 mm; 4.031 in) bore combined with the long stroke of 33⁄4-inch (95.3 mm), for a displacement of 382.9 cu in (6,275 cc). It was only available in 1959 and 1960 on the US-built Chrysler Windsors and Saratogas; one of Trenton Engine's lines had been converted to the new RB engine (to make the 413), and demand for the 383 B engine was too high for the remaining line. The solution was to create a 383 RB to fill the gap until the plant figured out how to quickly switch from one block to the other.
413
The 413 cu in (6.8 L) RB was used from 1959 to 1965 in cars. It was also used in medium and heavy trucks including truck-tractors such as the C-1000, up until 1979. It has a bore of 4.1875 inches. During that period, it powered almost all Chrysler New Yorker and all Imperial models, and was also available on the lesser Chryslers, Dodge Polara, Dodge Monaco, and Plymouth Fury as an alternative to the B-block 383 and/or the A-block 318. It was also fitted to some European cars such as the later Facel Vega Facel II.
In the 1959 Chrysler 300E the 413 wedge was fitted with inline dual 4-barrel carburetors; it was factory-rated at 380 bhp (283 kW) at 5000 rpm and 525 lb⋅ft (712 N⋅m) at 3600 rpm.[5] In 1960, a long-tube ram induction system was made standard on the Chrysler 300. It continued as standard on the 1961 300-G, and remained on the option sheets for Chrysler 300s through 1964. In 1962, a special version known as the 'Max Wedge' was made available for drag racing and street use; this version produced 420 bhp (313 kW) at 5000 rpm.
| Model years | Fuel system | Power | Torque | Compression ratio |
|---|---|---|---|---|
| 1959–1961 | 4-barrel carburetor | 340 hp (254 kW) at 4600 rpm | 480 lb⋅ft (651 N⋅m) at 2800 rpm | 10.0:1 |
| 1959 | 2 × 4-barrel carbs | 380 hp (283 kW) at 5000 rpm | 525 lb⋅ft (712 N⋅m) at 3600 rpm | |
| 1960–1961 | 375 hp (280 kW) at 5000 rpm | 525 lb⋅ft (712 N⋅m) at 2800 rpm | ||
| 1962-1965 | 4-barrel carb | 340 hp (254 kW) at 4600 rpm | 480 lb⋅ft (651 N⋅m) at 2800 rpm | 10.1:1 |
| 1962 | 2 × 4-barrel carbs | 380 hp (283 kW) at 5000 rpm | 525 lb⋅ft (712 N⋅m) at 2800 rpm | |
| 1963-1965 | 4-barrel carb | 360 hp (268 kW) at 4600 rpm | 495 lb⋅ft (671 N⋅m) at 2800 rpm | |
| 1963-1964 | 2 × 4-barrel carbs | 390 hp (291 kW) at 4800 rpm | 530 lb⋅ft (719 N⋅m) at 3600 rpm |
426 Wedge
Not to be confused with the 426 Hemi, the 426 cu in (7.0 L) RB was a wedge-head RB block with a 4.25 in (108 mm) bore. The 426 Wedge served as Chrysler's main performance engine until the introduction of the 426 Hemi. It was initially offered as the 'non-catalogued' option S42 in Chryslers (the number of such produced is uncertain), offered with 373 or 385 hp (278 or 287 kW) via a single 4-barrel carburetor (11.0:1 or 12.0:1 compression ratio, respectively), or 413 or 421 hp (308 or 314 kW) via ram-inducted dual 4-barrel carburetors (with the same compression ratios).[6] For 1963, horsepower ratings would slightly increase (see below), and it became optional in B-bodied Dodges and Plymouths. After 1963, it would be used only in Dodges and Plymouths.[7]
The Max Wedge was a race-only version of the 426 Wedge engine offered from the factory. Known as the Super Stock Plymouth and Ramcharger Dodge, the Max Wedge featured high-flow cylinder heads developed through state-of-the-art (at the time) airflow testing.[5] They had 1⅞-inch exhaust valves, which required the cylinder bores to be notched for clearance. The blocks were a special severe-duty casting with larger oil-feed passages than other RB engines, and the blocks were stress-relieved by the factory. Induction came by means of a cross-ram intake manifold tuned for peak power above 4000 rpm and two Carter AFB-3447SA 4-barrel carburetors. The Max Wedge also included high-flow cast-iron exhaust manifolds that, on the later versions, resembled steel tube headers. The Max Wedge was factory rated at 415 or 425 bhp (309 or 317 kW) (depending on compression), and 480 lb⋅ft (651 N⋅m) at 4400 rpm.
Before the end of the 1963 model year, Chrysler introduced the Stage II Max Wedge with improved combustion chamber design and an improved camshaft. The last performance year for the Max Wedge came in 1964 with the Stage III. The factory-advertised power rating never changed despite the Stage II and III improvements.
Mopar 440 Build Secrets
A 426 Street Wedge block was also available in 1964 and 1965. It bears little relation to the Max Wedge except for basic architecture and dimensions. The Street Wedge was available only in B-body cars (Plymouth and Dodge) and light-duty Dodge D Series trucks. It was an increased-bore version of the standard New Yorker 413 single 4-barrel engine.
440
The 440 cu in (7.2 L) RB was produced from 1965 until 1978, making it the last version of the Chrysler RB block. It had a light wall construction, precision cast-iron block, with iron heads and a bore of 4.32 in (109.7 mm), for an overall displacement of 440 cu in (7.2 L).[8]
From 1967 to 1971, the high-performance version was rated at 375 bhp (380 PS; 280 kW) (370 bhp (375 PS; 276 kW) in 1971) at 4,600 rpm and 480 lb⋅ft (651 N⋅m) at 3,200 rpm of torque with a single 4-barrel carburetor,[9] and from 1969 to 1971, the highest-output version had an intake setup with 3X2-barrel Holleycarburetors ('440 Six Pack' for Dodge, '440 6-BBL.' for Plymouth) producing 390 bhp (395 PS; 291 kW) at 4,700 rpm (385 bhp (390 PS; 287 kW) in '71) and 490 lb⋅ft (664 N⋅m) at 3,200 rpm of torque.[10]
In 1972, changes were made to the horsepower ratings of vehicle engines from gross (engine only, without air cleaner, exhaust system, alternator, or other power-consuming components) to net (with alternator, air cleaner, mufflers, and other vehicle equipment installed). The new rating system produced lower, more realistic numbers for any given engine. At the same time, emissions regulations were demanding cleaner exhaust. Engines including the 440 were made with reduced compression, modified cam timing, and other tuning measures to comply with the newly tightened emissions regulations. The 1972 440 produced 335 bhp (250 kW) (gross) at 4400 rpm; the new net rating was 225 hp (168 kW)—which very closely coincided with period German DIN ratings and TÜV measurements.
The high-output 440 (4-barrel/mild cam/dual exhausts) was marketed as the Magnum in Dodges, the Super Commando in Plymouths, and the TNT in Chryslers. From 1972 to 1974 the engine (detuned to run on lead-free gas) was rated at 280 hp (209 kW) net, and dropped in hp each year until 1978, when it was rated at 255 hp (190 kW) (in police specification) and limited to Chrysler New Yorkers, Chrysler Newports, Dodge Monaco Police Pursuits, and Plymouth Fury Police Pursuits. It was also available in marine and heavy-duty commercial applications until that year.
- 1970–1971 Dodge Challenger
- 1969 Dodge Dart
- 1974-1978 Plymouth Trail Duster
- 1969–1971 Dodge Super Bee
- 1969–1971 Plymouth Barracuda
- 1968-197? Cadillac Gage V-200 Commando (waterproof, export Singapore Armed Forces)
Crate engines
Chrysler also offers complete new 'crate' engines through its Mopar parts division in various displacements, these engines are built from entirely new parts.
See also
References
- ^'The B Engines: 350, 361, 383, and 400'. Allpar.com. Retrieved January 4, 2016.
- ^Smale, Ian (19 October 2008). 'Chrysler Products in Canada, Eh. (1957- 1961)'(PDF). p. 5. Archived from the original(PDF) on 4 March 2016. Retrieved 4 January 2015.
- ^Lee, John (1990). Standard Catalog of Chrysler, 1924-1990. Krause Publications. pp. 192, 313. ISBN0-87341-142-0.
- ^'Everything you've ever wanted to know about B/RB blocks and more...'440Source.com. Retrieved January 4, 2016.
- ^ abAtherton, Larry (1978). Mopar Performance. S-A Design Publishing.
- ^Godshall, Jeffrey I. (December 1994). '1960-62 Chrysler 'Positively No Jr. Editions''. Collectible Automobile: 57.
- ^Flory, Jr., J. 'Kelly' (2004). American Cars 1960–1972. McFarland & Coy. p. 220.
- ^Lösch, Annamaria, ed. (1981). World Cars 1981. The Automobile Club of Italy/Herald Books. p. 234. ISBN0-910714-13-4.
- ^'Dodge Charger R/T, 1969 MY XS29'. carfolio. Retrieved July 11, 2018.
- ^'1970 Plymouth Road Runner 440 6-bbl Hardtop 4-speed'. automobile-catalog.com. Retrieved June 24, 2018.
External links
| Wikimedia Commons has media related to Chrysler B engine. |
| For the most part, muscle cars have lead rough lives. Face it, people didn’t pay the extra dollars charged by the factories for more horsepower simply to motor between the grocery store and the dry cleaners. No, when a factory hot rod was ordered — it was invariably run hard (if not by the owner then the owner’s children, sorry dad). And cars that see years of hard use tend to break parts. Parts like engines, transmissions and rear ends. So now, some 25+ years later, there’s a very good chance the original drivetrain in your particular muscle car has been changed. But how would you confirm this? By checking the “numbers”, of course. You may have bought your car based on the promise by the previous owner that it was “numbers matching”. But unless you’ve checked them yourself, you really don’t know, do you? (Unless, of course, you’re the original owner — but how many of us can say that?) So the questions become: What is numbers matching, why is it important and how is it verified? In a nutshell, matching numbers refers to the various casting numbers, codes and dates found on all the major driveline components (engine, transmission, rear-axle assembly). On later models, the engine block and transmission carry the V.I.N. number as well as the part number and i.d. codes. But it doesn’t stop there. Each engine, for example, had a particular carburetor, distributor, set of cylinder heads, etc. for that combination. The true numbers matching car will also have the correct engine components as well. But unless you’re building a concours show car or paying six figures for a Hemi Cuda convertible, most enthusiasts aren’t overly concerned with carb and distributor numbers. The proper engine numbers are what most of us are concerned with. Why are matching numbers important? Well, unless you’ve paid a premium for a numbers matching car, or are planning on entering a concours show, they’re probably not. If you’re planning on simply driving and enjoying the car, it really doesn’t matter if the 440 is a ’69 or a ’70 model. But, given the price differences (and resale value) between a car with the original drivetrain and a car without, it pays to know how to tell the difference. But before we get into finding and decoding the numbers, we’ll give you a little Chrysler engine history. If you’ve got questions that aren’t addressed in this article, feel free to give us a call, we’ll help you any way we can. | |
|
273 “LA” Engine |
1964-69 • 3.63″ bore x 3.31″ stroke Realizing the need for a lighter V8 engine for use in the smaller vehicles then coming on the scene, Chrysler designed its first “thinwall” small block. Known as the “LA” engine series, the first engine out of the box was the 273. Light and compact, the 273 posed much less of an engineering challenge to fit in the new A-body chassis. While never intended to be a powerhouse, high compression, solid-cammed 4-bbl versions of the 273 did run well in cars like the Barracuda Formula S. |
| 1957-66 • 3.91″ bore x 3.31″ stroke Filling the gap between the slant-6 and the early Hemi and later the “B” was the job of the 318 “A” engine. First produced in 1957, the first 318 employed “thickwall” casting techniques that, while very strong, handicapped it with excess weight. It did make decent power, was economical to operate and was reliable as a stone, making it perfect for its use as the base V8 engine. |
318 “LA” Engine |
1967-and-later • 3.91″ bore x 3.31″ stroke Even though physically the 1967 318 “LA” V8 shared little more than bore and stroke dimensions with its “A” engine cousin, the two were identical with respect to their intended use. The “new” 318 was the base V8 powerplant for the entire Chrysler product line. Because of its lowly status, the 318 didn’t even receive a 4-bbl carburetor and manifold until 1978, when the 360′s setup was borrowed for use on the little workhorse. While the 318′s pedigree may not match that of the Hemi, the fact that with a few modifications it’s still in production some 30 years later speaks very highly of the engine’s capabilities. |
1968-73 • 4.04″ bore x 3.31″ stroke The 340 should be considered the “Hemi of the small block family”. Why? Simply because the 340 was designed from the outset as a performance engine. Look at the stats: high compression, big valves (2.02 intake, 1.60 exhaust), forged and shot-peened crank and rods, etc. These engines were built to perform well and stay together doing it. A testament to the 340′s power potential is the fact that Chrysler installed the beefy A-727 Torqueflite automatic behind it instead of the usual 904, the only small block to receive such an honor. 340 development peaked with the 1970 6-bbl version available only in the limited-edition AAR ‘Cuda and T/A Challenger (which were Dodge and Plymouth’s entries into the SCCA’s Trans-Am road racing series). Considerably underrated at 290 horsepower at 5000 rpm (not coincidentally, Chevy’s Z/28 302 and Ford’s Boss 302 were also rated at 290 horsepower), by turning it higher, which it was more than willing to do, resulted in much more power. The 6-bbl 340s had beefier blocks with thicker main webs to go along with the forged crank and rods. The cylinder heads were also unique to the 6-bbl engine. Chrysler relocated the intake pushrods, which allowed a much larger intake port opening and thus more flow. The valvetrain was adjustable, and induction chores were handled by three Holley 2-bbls on an aluminum intake manifold. In late 1972, with factory performance nearing an end, the 340 got a cast crankshaft and heads from the 360. But as far as small blocks go, the 340 is legendary. |
1971-present • 4.00″ bore x 3.58″ stroke Being the biggest of the small blocks doesn’t necessarily mean that it was the best performer. Though only equipped with a 2-bbl and a relatively low compression, the 360 was still able to turn out 255 horsepower (gross rating) in its first year of production. The following two years weren’t so kind to the 360 with horsepower levels falling to 175 and 170 respectively. Help did arrive in the form of a 4-bbl carb in 1974 though, and power rose to 245 net horsepower. Interestingly enough, the 360 is still in production, and the latest versions still generate 245 net horsepower. The beauty of the new engine is that through fuel injection and computer controls, this level of power is possible with good fuel mileage and low emissions. |
350 “B” Engine |
1958 • 4.06″ bore x 3.38″ stroke It may be hard to believe, but Chrysler built a 350 V8 some 9 years before the “Brand X” 350 arrived. The 1-year-only engine was considered a little brother to the 361. The Dodge Ram Fire version with single 4-bbl made 295 horsepower, while Plymouth’s Golden Commando made 305 hp using two Carter 4-bbls. |
| 1958-66 • 4.12″ bore x 3.38″ stroke Chrysler’s new-for-’58 “B” engine faced the unenviable task of replacing the early Hemi as the company’s biggest power producer. But, through solid engineering and modern (for the time) production techniques, the 361 proved up to the task. Although on the small end of the big-block scale, the 361 did pave the way for larger displacement engines in the years to come. Performance was good right out of the box, with a little-known electronically fuel-injected version making over 330 horsepower. While the later engines tend to grab most of the big-block glory, it all started with the 361. |
383 “B” Engine |
| 1959-71 • 4.25″ bore x 3.38″ stroke For 1959, Chrysler engineers opened the bore of the 361 up to 4.25″, a jump of almost 1/8″, and the 383 was born. Destined to become the workhorse big block, the 383 struck a fine balance between power, reliability and (relative) economy of operation — with an emphasis on power. A dual 4-bbl version released in 1963 was conservatively rated at 340 horsepower. By 1968, the single 4-bbl Super Commando 383 was rated (again conservatively) at 335 hp and was the standard engine in the new Road Runner, which became one of the most popular muscle cars ever built. Rarely the “star of the lineup”, the 383 was nevertheless the standard bearer of Chrysler’s big block family. |
| 1972-78 • 4.34″ bore x 3.38″ stroke The largest of the short-stroke “B” engines, the 400 was a late arrival on the big-block scene. Designed with an eye on the unleaded gas/low emissions future, the 400 was created by enlarging 383′s bore to 4.34″. Compression ratios were kept low on the 400 since the engine was engineered to replace the base 383 in non-performance applications. That’s not to say a 400 can’t be built to perform, however. The big-bore/short-stroke combination is a sure recipe for horsepower, if blessed with some compression and a decent set of heads, since the engine can be revved without encountering the high piston speeds faced by long-stroke engines. |
440 Mopar Engine Craigslist
383 “RB” Engine |
1959-60 • 4.03″ bore x 3.75″ stroke This engine seems to be a greater point of confusion than any other engine. The 383 in this form is an “RB” engine (not the common 383 “B” engine). The 383 “RB” was only found in the Chrysler division car line from 1959-60 (in the Windsor and Saratoga models). Both a 2-bbl and 4-bbl existed with the 4-bbl making 325 hp. With only 2 years of production, these engines are quite rare today. |
1959-65 • 4.18″ bore x 3.75″ stroke By raising the deck height of the B engine (hence the RB, or “Raised B” designation), Chrysler was able to increase the stroke on their big blocks to 3.75″, resulting in the 413 (when combined with a 4.18″ bore). Initially only available in Chrysler division cars, Dodge and Plymouth got it in 1961. In 1962 the 413 Max Wedge was introduced and in the capable hands of racers like Dick Landy, the 413 was breaking records all over the country. Through fine-tuning and careful modification, Super Stock racers of the day were making upwards of 450 rear-wheel horsepower with the Max Wedge. |
1963-65 • 4.25″ bore x 3.75″ stroke By 1963, both Ford and GM had 420+ cubic-inch engines on the streets and race tracks of America. Obviously Chrysler had to keep up, and did so by opening the 413′s bore to 4.25″, thus creating the 426 Max Wedge. In its initial form, the 426 was only slightly more powerful (rated at 425 horsepower) than the 413 it replaced. But with the release of the Stage III 426 Max Wedge in 1964, all comparisons to the 413 ended. The ’64 Max Wedge sported a lofty 13.0:1 compression ratio, a longer-duration cam, larger carbs and an elaborate equal-length “Tri-Y” exhaust manifold setup. The street 426 used a single 4-bbl, 10.5 compression ratio and a milder camshaft. While it obviously made less power than its Max Wedge brother, it was much more livable. |
| 1966-78 • 4.32″ bore x 3.75″ stroke If there’s one golden rule of ’60s engine design, it’s simply bigger is better. Thus, the 440 cubic inch RB engine was born. Although debuting at a stout 365 horsepower in top form, the 440 was overshadowed by the Street Hemi which was released in the same year. But it didn’t take long for the 440 to make a name for itself. In 1969-70, the 440 reached its highest state of tune with the fabled 6-bbl version rated at 390 hp. This number declined slightly in 1971 to 385 hp, which was the last year for the 3×2-bbl option. The 440 remained in production until 1978, although by then it had been strangled by the same unleaded fuel and emissions monster that ultimately killed all of Detroit’s big blocks. But the fact remains that, at least on the street, the hot-rod 440 six bbl. engines of the ’69-70 period would often humble a similar Hemi-equipped model. |
See Full List On Mymopar.com
426 Hemi | |
1964-65 Race only, 1966-71 Street version • 4.25″ bore x 3.75″ stroke How do you spell the ultimate in production performance engines? H-E-M-I. The mighty 426 Hemi was conceived in the early ’60s as the ultimate race engine, and ended up being the top powerplant of the muscle car era. But we’re getting ahead of ourselves. The story of the street Hemi actually starts in 1963, when Chevrolet set a new track record at Daytona with their Mark II “Mystery Motor”, the forerunner to the Mark IV big block. The Chevrolets broke during the race, which led to a Ford sweep in the biggest race of the year. Now, at Chrysler, the handwriting was on the wall. Get competitive or get out. So the Race Hemi was created by taking the early Hemi heads and adapting them for use on the RB bottom end. The mighty 426 race Hemi was ready for the ’64 race, where Chrysler finished 1-2-3. The engine was a stunning success — too much so in fact. Bill France, the Supreme Ruler of NASCAR, decreed that only production engines could be campaigned on his circuit. As a result, Chrysler boycotted the ’65 season but they would return. In 1966, the Street Hemi was born. With the engine now in production, the Hemi could be raced in NASCAR legally. The street version of the Hemi is surprisingly similar to the race-only version, with only minor changes made for civility. The compression ratio was lowered to a more livable 10.25:1. The radical cross ram manifold and lumpy cam didn’t make it either, but the street version did receive two 4-bbl carbs (mounted inline) and a solid-lifter cam big enough to churn out 425 horsepower (which was substantially underrated). The valvetrain was essentially the same as the race units, although the valve springs were replaced with much softer units to keep cam wear to a minimum. The factory developed a set of cast-iron exhaust manifolds to replace the racing headers, which reduced noise and increased durability. In street form the 426 Hemi became known as the top-dog muscle car powerplant until it disappeared after the 1971 model year (which, by the way, was also the last year for the 440 6-bbl). The Hemi did undergo a few running changes through its production life, with the most noticeable being the camshaft and block change in 1970. The mechanical cam was replaced with a hydraulic type, and the block was revised and strengthened also, basically making it suitable for use in fuel (nitro) drag racing. The rest, as they say, is history. | |
|