Mopar 440 Serial Numbers

• RB Engines: Includes the 383 (RB), 413, 426 Wedge, and 440 engines. Finally, there is the 426 HEMI which is its own animal, and is not to be confused with the 1951-58 'Old Style' HEMIs (Generation 1). The old style HEMIs had the distributor in the rear instead of the front like the 426 version.
• Perfomance, part # P4876825 Then, in the May '98 issue of Mopar Performance News, in an article titled 'The Big Block Story' on page 16, it states: 'The newer production 440 blocks, '73-4 to '78 are thinwall cast, so you can only bore them.

Everything you've ever wanted to know about blocks and more..

Chrysler used two VIN systems. The first, used from 1966-1980, has 13 digits, and the engine code is the 5th digit. The second has 17 digits and the engine code is the 8th digit. As usual, there's an exception. Chrysler's TC by Maserati has the engine VIN digit in the fifth position. (Jeep used the AMC system until a few years after Chrysler.

Written by Brandon Nicholas in 2003.

Copyright www.440source.com

If you haven't read our page on An explanation of Chrysler's part and casting number system, be sure to check it out also.

It is one of the finest App players. It means that you can run the most graphic-intense games with ease. The fact of the matter is that the investment supports it from Samsung, Intel, and Qualcomm. Best game emulators for mac. The program is embedded in layer-cake technology.

Blocks are one of the most misunderstood aspects of building a big block Mopar engine. Never has there been more misinformation, propaganda and rumors floating around. In the many years we have been involved with the big block Mopar engine, we have seen and owned many many hundreds of used core engines. We have used this opportunity to try and keep records as much as possible as to different advantages and disadvantages that various blocks offer. All the facts listed below are the result of our independently testing, measuring, sonic checking or otherwise gathering information directly from original sources: either the blocks themselves or the original factory drawings (blueprints) that Chrysler used to manufacture the blocks. This eliminates all chance of secondhand information, rumors, marketing or sales talk, etc. Hopefully this page will help hobbyists, restoration experts, and racers decide which choice of block is best for them.

First, let us address the biggest myth of all:

For many years it was thought that late model blocks were thin wall and should not be bored more than .030 over.

On page 198 of the Mopar engines manual, (the 8th edition) in the 'B-RB Engines (block) section, it states: 'The 1976-1977-1978 blocks for the 400 and 440 are a thin wall casting design. As such they shouldn't be overbored more then .020.' This quote can now be found on page 58 of the new 'Big Block B/RB Engines book from Mopar Perfomance, part # P4876825

Two pages later, (pg. 200) under 'Boring and milling specifications,' the manual states: '..The newer blocks (1975-1978) should only be bored .030' max., because they are thin wall castings. This quote can now be found on page 64 of the new 'Big Block B/RB Engines book from Mopar Perfomance, part # P4876825

Then, in the May '98 issue of Mopar Performance News, in an article titled 'The Big Block Story' on page 16, it states: 'The newer production 440 blocks, '73-4 to '78 are thinwall cast, so you can only bore them .020'..'

So, as you can see, even these multiple sources of info which come straight from Chrysler engineering contain different information. What is the Mopar enthusiast supposed to think? Are the thinwall blocks from 76-78, or are they from 73-78? Can you bore them .030, or is .020 the maximum? We will answer all these questions once and for all based on scientific fact. The purpose of citing these books and articles is not to make Chrysler/Mopar Performance look bad. As racers and hobbyists, we are grateful for the resources and aftermarket parts that Chrysler makes available. However, it does demonstrate how even someone who does their research could be easily confused. So, it is to the benefit of everyone involved to help spread information which is known to be true, even if goes against popular thinking.

So what is the truth? Get ready for this.

Mopar 440 Serial Numbers Doreen

There is no such thing as thinwall blocks. They DO NOT exist.

We have sonic checked over 50 blocks, and have found absolutely no evidence that later model blocks have cylinder walls that are any thinner then earlier blocks. In fact, we have found later blocks to have less core shift, meaning the cylinder walls are of a more uniform thickness all the way around. This makes perfect sense, considering that B engines were in production for over 2 decades. During this time, it would be expected that there would be small improvements in the technology of casting processes, quality control, etc, which would help create a better product.

There was also an article from Mopar Action magazine by Andy Finkbeiner of AR Engineering in which they sonic check 20 blocks and come up with the same findings we did. They also explain how statistically 20 blocks is enough of a sample to estimate the rest of the 440 blocks out there. We've tested over 50 with the same results. This article also has some great info regarding hardness of the iron used, in which they find that the earlier blocks do have slightly harder cast iron, by about 10%.

Another issue is block weight, or the quantity of cast iron which is actually used in the block. Like the Mopar Action article, we have weighed many blocks and have found later blocks to weigh more, or have more cast iron in them. Since the reasoning behind thin wall blocks is that the factory used this practice in the late 70's to save money on iron (which is a known fact with SB Chevy engines), the fact that later blocks weigh more shows that Chrysler had no intention of using less iron to save money. Which is great news for us racers and performance enthusiasts.

So, the bottom line? Save and use those late model blocks. And go .060' over with 'em all day long. Also on that note, we know of several machine shops that have been going .060' with late model blocks for over 20 years with no problems.

Fact #2:

There are SIGNIFICANT differences between blocks in the main bearing saddles and support webbing.

Lets start with 'RB' raised deck blocks.

What you are looking at above is the number 2 main bearing support on a 75 or earlier 440. This is the area that surrounds where the top shell of the main bearings fit into the block, and the supports that lead from this point diagonally up into the block, to the bottom of the cylinders. The thickness of the main support is labeled 'A' while the thickness of the metal forming a 'shell' around the bearing is labeled 'B.' These are the two areas that differ considerably among different blocks, and we will focus on measurements of these two areas. Please note that all the measurements we are using in this section are averages off of multiple blocks, to eliminate the possibility of one block having more or less iron used as an irregularity. The 'A' measurement typically is between 1.900' and 2 inches. 'B' typically measures about .375' (3/8') All 440's cast before '76 and some after will have these main saddle support measurements. This includes ALL 2536430 (1966-72) blocks, ALL 3698830-440 (1973-74) and some 4006630-440 (Late 1975-79) blocks. I have also found 426 Hemis, Max Wedges and even Mopar's megablocks to also use these measurements. Now on to the late model 440 blocks..

SOME 440's cast in '76 and later have CONSIDERABLY thicker main saddle supports. The only block we have found to have these supports are the 4006630-440 casting #, which was used from late 75 until the end of production in 1979. In case you have heard that 440's were discontinued in 1978, this was for cars only. 440's continued to be offered in trucks and motorhomes all through 1979, and we have had many 440 blocks stamped with the 1979 model year on them.

Shown above is a picture of a 4006630-440 (1978 model) 440 block. The 'A' measurement typically is about 3.190'. This is about 60% thicker than the early 440 blocks shown above. 'B' typically measures about .520', which is still about 40% thicker. The blocks with these thicker supports were not cast during any specific date period. There is no external markings or numbers which show they are different from the other blocks. They DO seem to be more commonly used for truck motors, however just because you have a truck 440 does not mean it will automatically have the thicker main supports. One important fact is that while 4006630-440 casting # blocks are the only blocks we have found to have these thicker supports, not all these blocks will have them. There appears to be no other way to tell if a block has them or not other then actually looking at the supports themselves. Without the crank and rods removed from the block, it is very hard to tell.

Now on to low deck 'B' blocks.

Shown above is a #2 main saddle off of a 1970 model 383. We have found all 71 and earlier low deck 'B' blocks (including 361's, etc) to have this type of main saddles. 'A' in this case measures between 1.900 and 2 inches, and 'B' measures about .350' These are probably the smallest measurements of all the big blocks. Now lets compare this to the 400 blocks below.

Shown above is a 3614230 (1972-73) 400 block. These are the thickest of any blocks around, bar none. we didn't even bother to mark the 'A' dimension because it is so huge it is practically off the map, and the 'B' dimension came in at a whopping 1.350! When you compare this to the 383 and 440 pictures above it makes them look like a joke. One important side note however, is that there are some 3614230 blocks that DO NOT have the thick main supports. Before you spend hundreds of dollars to ship that block across the country, make sure it has the thick mains!! Be sure to always measure or at least see a clear picture.

Moving on, if you can't seem to find the superblock above, a good second choice is shown above; a 1973 400 block, casting #3698630. Notice the main saddle supports are CONSIDERABLY thicker then both the 383 AND the pre-76 440 shown above. 'A' in this case measures 3.750' and 'B' measures .575! This is close to a quarter inch more metal in the area surrounding the bearing shell, and the support leading up to the cylinder is almost twice as wide! We have found the thickness of 'B' to vary slightly, even among blocks with the same casting # cast during the same month of the same year. In this case we have found blocks between .525 and .575, but still worlds above the .350-.375 measurements listed above for 383's and 440's. Combine this with the fact that the cylinders are shorter (since the block deck height is shorter) compared to an RB, and you can see that a 400 block is ABSOLUTELY stronger then any other block made.

But wait, you say. 'I know the early 400 blocks are good..I heard the later ones went back to thin supports..' WRONG (well mostly.)

Shown above is the #2 saddle on a late model (76-78) 400 block, casting #4006530-400. The 'B' measurement remains the same as the early 400 block at about .525 -.575, while the 'A' goes down to roughly 3.300, making the support only less than half an inch narrower then the early 400 (still almost 90% of the width), and still over 1 1/4 inches wider then 383's and early 440's.

The end result? Pretty ironic. Chrysler famed powerplants that dominated the muscle car era, 383's and 440's have the weakest supports of all, while their 'smog' motors, 400's and late model 440's, which couldn't get out of their own way, have blocks that are considerably more reinforced and able to handle much higher power levels.

There is absolutely no physical difference between a block with an HP or HP2 stamp and one without.

All blocks were cast and machined at the foundry, and then assembled at Chrysler's 2.1 million square foot Trenton assembly plant in Trenton, Michigan. During assembly, if the engine was given high performance cam and valve springs, or in some cases other items that differed between HP and non-HP engines such as: six pack rods, carbs, etc., then the engines ID pad would be stamped with HP. All blocks originally came from the same place, and there is absolutely no difference in cylinder wall thickness, nickel content in the cast iron, strengthening ribs on side of the block by the freeze plugs (see below for the real story on this,) or any of the other myths you have heard. The number 2, which you may find after the HP, (or in the case of non HP blocks, you may find just a '2' by itself, usually in the lower right hand corner of the ID pad) refers to the shift during which the engine was assembled. In running a factory, one 24 hour day can be divided into three 8 hour shifts. The first shift was considered a '1' however to save time, Chrysler did not stamp a '1', they just left it blank. So an HP2 engine, only means that the engine happened to be assembled on the second shift. There is no advantage to an HP2 block over an HP. we have never seen an HP3, (or just a '3') although Chrysler does allow for it in their documentation, so let me know if you have one or have seen one. Also of note is that non-HP engines usually used the same heads, intake manifold, and many other parts, which is great since it makes it a lot easier to bring a non-HP engine up to the power levels of a factory HP and beyond. But unless you are doing an original restoration, don't worry about finding and/or paying extra for an HP block.

The strengthening 'rib' or support can be found on all 440 blocks starting approximately with the 1969 model year, and ALL 400 blocks.

On the side of the block just above the freeze plugs, sometimes you will find a strengthening support or 'rib' cast into the block. This was started in the 1969 model year on 440's (E 440 code on the ID pad), or approx mid '68 casting date. This is an improvement that was instituted around this time and lasted until the end of production. Every 400 block we have seen has this support, and NO 383 blocks we have seen have it, (Another small reason to build that 400 stroker..) Yes, blocks do occasionally crack around the freeze plug area, so it is considered desirable to find one that has this strengthening rib, however it is not a necessity, and certainly no reason not to use a nice 66-68 440 block you may find or have. As mentioned above, this rib has nothing to do with HP or non-HP. Notice also there is a slightly raised area in the center of the block, starting at the oil pan rail and leading up the skirt to the freeze plug area. The machined part of this (by the oil pan rail) was used to stamp the engines serial numbers. When an engine has the strengthening rib, it will usually have this pad as well. This explains why serial numbers were first used in this location in 1969. The only exception we have found is 70-71 383's.. they will have the pad without the rib.

Shown above for comparison is an early block without the rib or pad.

One other addendum. Some 413/426/440 blocks commonly known as 'industrial / cold weather or heavy duty truck' blocks have another pattern all together, with even more reinforcements. Shown below is one of these.

The thickness of the mounting lugs or 'ears' was increased starting in 1975.

One fairly common problem that big blocks are plagued with is breaking off of the somewhat fragile 'ears' or 'lugs' on the side of the block that the motor mount support brackets bolt to.
(Typical broken motor mount ear- common)

The engineers at Chrysler must have realized this, because starting in the 1975 model year (along with some other changes listed below) the thickness of these lugs was increased by about .200'. This was done with both 400's and 440's.

Early (pre 75) block mounting ears on the left. Later (76-79) block mounting ears on the right. The difference is obvious. We rarely see the later blocks with cracked ears. Yet another reason to use late model blocks.

The cooling passages in the deck surface were changed.

This earlier style deck surface shown below with 3 smaller, perfectly round coolant holes between the cylinders (circled in red) was used throughout most of the 60's and early 70's.

The later style deck surface uses larger ports for added cooling. (see below.) In the new 'Big Block B/RB Engines book from Mopar Perfomance, part # P4876825, (pg. 58) these are referred to as 'figure eight' shaped cooling holes.'

These enlarged passages came into use first in low deck 'B' engines in the early 70's, being phased in on some 383's as early as the 1970 model year. By the time 400's were released in 1972, nearly all were using this later type of deck. In 440's it was first used in 1975 and continued until the end of production in '79. Some people like the added benefit of extra cooling, while others think the additional iron missing weakens the deck. Blocks don't commonly crack in this area, so to us the additional cooling seems like a good benefit.

The bellhousing design was changed slightly.

Like many of the changes listed above, this applies to ALL 400's, and 440's starting in '75 and continuing until the end of production. The design of the bellhousing was changed slightly, mostly in the top center, near where the oil sending unit screws in. The bolt pattern remained the same, and both early and late styles are completely interchangeable with transmissions, etc. however the appearance is slightly different, so it may be something to think about if you are going for an accurate restoration.

Shown above is an early style bellhousing, vs. late style shown below.

Also, here is an interesting article on core shift and Chrysler casting techniques, although it focuses on Slant Sixes http://www.slantsix.org/articles/dutra-blocks/slant-blocks.htm

All website content copyright 440 Source

(775)883-2590

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.

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.

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 Mopar Engine Builds

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]

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.

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.

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 Mopar Engine Builds

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

Mopar – Vintage Serial Number Decoders Archives ..

References

1. ^'The B Engines: 350, 361, 383, and 400'. Allpar.com. Retrieved January 4, 2016.
2. ^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.
3. ^Lee, John (1990). Standard Catalog of Chrysler, 1924-1990. Krause Publications. pp. 192, 313. ISBN0-87341-142-0.
4. ^'Everything you've ever wanted to know about B/RB blocks and more..'440Source.com. Retrieved January 4, 2016.
5. ^ ^abAtherton, Larry (1978). Mopar Performance. S-A Design Publishing.
6. ^Godshall, Jeffrey I. (December 1994). '1960-62 Chrysler 'Positively No Jr. Editions''. Collectible Automobile: 57.
7. ^Flory, Jr., J. 'Kelly' (2004). American Cars 1960–1972. McFarland & Coy. p. 220.
8. ^Lösch, Annamaria, ed. (1981). World Cars 1981. The Automobile Club of Italy/Herald Books. p. 234. ISBN0-910714-13-4.
9. ^'Dodge Charger R/T, 1969 MY XS29'. carfolio. Retrieved July 11, 2018.
10. ^'1970 Plymouth Road Runner 440 6-bbl Hardtop 4-speed'. automobile-catalog.com. Retrieved June 24, 2018.

External links

Mopar 440 Serial Numbers Lookup