Chrysler B engine

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title: "Chrysler B engine" type: doc version: 1 created: 2026-02-28 author: "Wikipedia contributors" status: active scope: public tags: ["chrysler-engines", "v8-engines", "gasoline-engines-by-model"] topic_path: "general/chrysler-engines" source: "https://en.wikipedia.org/wiki/Chrysler_B_engine" license: "CC BY-SA 4.0" wikipedia_page_id: 0 wikipedia_revision_id: 0

::data[format=table title="Infobox automobile engine"]

FieldValue
nameChrysler B engine
image413crossram.jpg
caption413 cuin Cross Ram
manufacturerChrysler
aka
production1958 – August 1978
predecessorChrysler Hemi engine
configurationNaturally aspirated 90° V8
displacement
bore
stroke
blockCast iron
headCast iron
valvetrainOHV 2 valves × cyl.
compression8.2:1, 10.0:1, 10.1:1, 11.0:1, 12.0:1
fuelsystemCarter AFB or Holley carburetors; Fuel injection
fueltypeGasoline
oilsystemWet sump
coolingsystemWater-cooled
power170-425 hp
torque305-530 lbft
::

| name = Chrysler B engine | image = 413crossram.jpg | caption = 413 cuin Cross Ram | manufacturer = Chrysler | aka = | production = 1958 – August 1978 | predecessor = Chrysler Hemi engine | successor = | configuration = Naturally aspirated 90° V8 | displacement = | bore = | stroke = | block = Cast iron | head = Cast iron | valvetrain = OHV 2 valves × cyl. | compression = 8.2:1, 10.0:1, 10.1:1, 11.0:1, 12.0:1 | fuelsystem = Carter AFB or Holley carburetors; Fuel injection | fueltype = Gasoline | oilsystem = Wet sump | coolingsystem = Water-cooled | power = 170-425 hp | specpower = | torque = 305-530 lbft | length = | width = | height = | weight =

The Chrysler B and RB engines are a series of big-block V8 gasoline 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. The corporation had been seeking a smaller and lighter replacement for its FirePower engines, in part because new styling dictates meant moving the engine forward in the chassis which negatively affected weight distribution.

Design

Design features of the B and RB engines include 17 capscrews per cylinder head, a cylinder block that extends 3 in 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. In order to provide a lower hood and center of gravity, the engine to be mounted lower than before. Apart from changing the engine dimensions and engine mount position, this also entailed reconsidering the distributor drive and oil pump locations. The oil pump could not be allowed to extend below the crank throw to avoid interfering with the steering linkage. The engineers moved the distributor to the front of the engine, at a 45-degree angle, which cleared the heater while allowing the oil pump to be located in front of the block - above the bottom of the crank's throw, clearing the steering linkage.

The 'B' series wedge engine was introduced in 1958 with 350 cuin and 361 cuin 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 cuin and 413 cuin displacements. Unlike the previous B-engines, which had a 3+3/8 inch stroke, the RB engines had a 3+3/4 inch stroke.

For 1960, a "ram induction" system increased the 413's torque up to 495 lbft 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 3+3/8 inch stroke, a 9.98 inch deck height and 6.358 inch connecting rods, resulting in a 1.88:1 rod ratio.

350

The 349.978 cuin B engine was, along with the 361, the first production B engine, first available in 1958. It had a bore of 4+1/16 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:

361

The 361 cu in B engine also introduced in 1958 was essentially the same as the 350 except with a larger 4+1/8 in bore, for an actual displacement of 360.83 cuin. In 1962, the Dodge Polara 500 came standard with a 305 bhp 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. DeSoto's B engine was named Turboflash and produced 295 bhp. The Dodge standard version was a 2-barrel with 295 bhp called the Super Red Ram with an optional variant that was called the D500 and produced 320 bhp.

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. 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.

383

::figure[src="https://upload.wikimedia.org/wikipedia/commons/4/4c/Chrysler_383_low-block_engine,_1964_or_65.jpg" caption="1964 or 1965 Chrysler 383 B engine"] ::

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 bore for a 383.03 cuin 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 inch, intake valves, and the relatively short stroke helped it to be a free-revving and free-breathing engine.

Producing a maximum of 330 hp (gross) and 460 lbft of torque for the 1960 model year, the 383 beat the 392 Hemi that had reached 435 lbft. 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.

400

The 400 cuin 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 in 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 made of cast iron. Three versions of this engine were available: a two-barrel/single-exhaust version producing 170 hp at 4,400 rpm and 305 lbft of torque at 2,400 rpm, a four-barrel/single-exhaust version producing 205 hp at 4,400 rpm, and a high-performance four-barrel/dual-exhaust version rated at 260 hp at 4,800 rpm and 410 lbft 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 because of 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 (although a heavy-duty version was also available).

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, 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 3+3/4 in stroke, with the bore being the defining factor in engine size. All RB wedge engines share a deck height of 10.725 in, and were fitted with 6.768 in long connecting rods, resulting in a 1.80:1 rod ratio. Bore center distance is 4.8 in. All RBs are oversquare.

{{anchor|RB383}} 383

::figure[src="https://upload.wikimedia.org/wikipedia/commons/c/c7/1959_Chrysler_B-series_383ci_V8_engine_in_a_Windsor.jpg" caption="RB 383 "Golden Lion" engine in a 1959 Windsor"] ::

Not to be confused with the 383 B engine, the 383 RB had a 4+1/32 in bore combined with the long stroke of 3+3/4 in, for a displacement of 382.905 cuin. It was only available in 1959 and 1960 on the U.S.-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

::figure[src="https://upload.wikimedia.org/wikipedia/commons/8/84/1962_Plymouth_Sport_Fury,_413_Super_Stock_engine.jpg" caption="RB 413 Super Stock "Max Wedge" engine"] ::

The 413 cuin 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 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 four-barrel carburetors; it was factory-rated at 380 bhp at 5,000 rpm and 525 lbft at 3,600 rpm. 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 at 5,000 rpm. ::data[format=table title="Engine specifications"]

Model yearsFuel systemPowerTorqueCompression ratio
1959–19614-barrel carburetor340 hp at 4600 rpm480 lbft at 2800 rpm10.0:1
19592 × 4-barrel carbs380 hp at 5000 rpm525 lbft at 3600 rpm
1960–1961375 hp at 5000 rpm525 lbft at 2800 rpm
19624-barrel carb340 hp at 4600 rpm480 lbft at 2800 rpm10.1:1
19622 × 4-barrel carbs380 hp at 5000 rpm525 lbft at 2800 rpm
1963-19654-barrel carb360 hp at 4600 rpm495 lbft at 2800 rpm
1963-19642 × 4-barrel carbs390 hp at 4800 rpm530 lbft at 3600 rpm
::

426 Wedge

::figure[src="https://upload.wikimedia.org/wikipedia/commons/0/0d/1966_Dodge_Charger_(5184677542).jpg" caption="1966 Dodge Charger engine bay"] ::

Not to be confused with the 426 Hemi, the 426 cuin RB was a wedge-head RB block with a 4.25 in 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 via a single 4-barrel carburetor (11.0:1 or 12.0:1 compression ratio, respectively), or 413 or via ram-inducted dual four-barrel carburetors (with the same compression ratios). 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.

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 then state-of-the-art airflow testing. It had 1+7/8 in 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 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 (depending on compression), and 480 lbft 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 was the 1964 Stage III. The factory-advertised power rating never changed despite the Stage II and III improvements.

A 426 Street Wedge engine was also available in 1964 and 1965. An increased-bore version of the standard New Yorker 413 single 4-barrel engine, it bears little relation to the Max Wedge except for basic architecture and dimensions. It was available only in B-body cars (Plymouth and Dodge) and light-duty Dodge D Series trucks.

440

::figure[src="https://upload.wikimedia.org/wikipedia/commons/8/81/SC06_1971_Plymouth_'Cuda_440_engine.jpg" caption="440 6-Barrel RB V8 in a 1971 [[Plymouth Barracuda"] ::

The 440 cuin 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, for an overall displacement of 440 CID.

From 1967 to 1971, the high-performance version was rated at 375 bhp (370 bhp in 1971) at 4,600 rpm and 480 lbft at 3,200 rpm of torque with a single 4-barrel carburetor, and from 1969 to 1971, the highest-output version had an intake setup with 3×2-barrel Holley carburetors ("440 Six Pack" for Dodge, "440 6-BBL" for Plymouth) producing 390 bhp at 4,700 rpm (385 bhp in 1971) and 490 lbft at 3,200 rpm of torque.

In 1972, changes were made to the horsepower ratings of vehicle engines from gross (engine only, without air cleaner, stock exhaust system, alternator, water pump or other power-consuming components) to net (with alternator, flex plate, air cleaner, water pump, 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 requiring 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 (gross) at 4400 rpm; the new net rating was 225 hp—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 unleaded gasoline) was rated at 280 hp net, and dropped in horsepower each year until 1978, when it was rated at 255 hp (in police specification) and limited to the large B-body cars including the Chrysler New Yorker, Chrysler Newport, Dodge Monaco Police Pursuit, and Plymouth Fury Police Pursuit. It was also available in marine and heavy-duty commercial applications until that year.

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.

References

References

  1. (1959). "Chrysler Corporation's New V-8 Engine". SAE Transactions.
  2. "The B Engines: 350, 361, 383, and 400". Allpar.com.
  3. Smale, Ian. (19 October 2008). "Chrysler Products in Canada, Eh. (1957- 1961)".
  4. Lee, John. (1990). "Standard Catalog of Chrysler, 1924-1990". Krause Publications.
  5. "Everything you've ever wanted to know about B/RB blocks and more...". 440Source.com.
  6. Atherton, Larry. (1978). "Mopar Performance". S-A Design Publishing.
  7. Godshall, Jeffrey I.. (December 1994). "1960-62 Chrysler "Positively No Jr. Editions"". Collectible Automobile.
  8. Flory, Jr., J. "Kelly". (2004). "American Cars 1960–1972". McFarland & Coy.
  9. (1981). "World Cars 1981". The Automobile Club of Italy/Herald Books.
  10. "Dodge Charger R/T, 1969 MY XS29".
  11. "1970 Plymouth Road Runner 440 6-bbl Hardtop 4-speed".

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