The RB Engines: 383-413-426-440

Thanks to Eddie Hostler and the Mopar Engines and Chrysler Engines books.

• B engines: 350, 361, 383, 400 | Max Wedge engines | 440 Six-Pack

Mopar Big Engine Evolution: 350 to 426 Hemi

The B series engines were the first to be designed by the new corporate engineering department. The RB (“raised B”) arrived just one year after the launch of the B series engines, with the 413; just as all the B-engines had a 3.38-inch stroke, all the RB engines had a 3.75 inch stroke.

Block	Bore	Stroke	CID		Block	Bore	Stroke	CID
Original Block	4.06	3.375	350		Raised Block	4.18"	3.75"	413
	4.12"	3.375"	361			4.25"	3.75"	426
	4.25"	3.375"	383			4.32"	3.75"	440
	4.34"	3.375"	400			4.03	3.75	383

The two 383 engines

In 1963, Dodge buyers had a choice of the 383 with a two-barrel carb (305 hp) or a Power Pack version, with a high performance cam, dual-breaker ignition, dual exhausts, and four-barrel carb (330 hp). The 426 cubic inch V8 was marketed to racers; the 415 hp version had twin four-barrel carburetors and a manual choke (470 lb-ft), while the 425 hp version (480 lb-ft) upped the compression ratio from 11 to 13.5:1.

The 383 cubic inch RB engine was only available in 1959-1960 on the US built Chrysler Windsor and Saratoga (thanks, Ian Smale and Bill Watson); at that time, American-made Chrysler and Imperial cars used the RB blocks, with the 413 going into Imperial, New Yorker, 300E, and 300F. U.S. Chrysler/Imperial usage for those years was:

In 1966, thanks to development of precision thin wall casting techniques used to make the 1964 small 273 ci V-8, the RB block could be pushed out to 4.32 inches, providing the 440, the largest V8 ever made by Chrysler.

The RB-engine performance story

The 'RB' engine performance story begins with the introduction of the long ram, 2-4 barrel setup in 1960; this 413 cubic inch engine, with ram induction manifolds and 400 bhp (gross), first appeared on the 1960 Chrysler 300F. The Phoenix 361 also had a cross ram setup. (Thanks, Deane Allinson.)

1962 saw a new and highly unusual setup: the 413 Max Wedge, with two 4 barrel carburetors and two ram-air intake tubes crossing each other to gain an optimimum length to produce an incredible (for 1962) 420 hp. Though it produced tremendous power, the artistic setup proved to be less than perfect at the track, where the tradeoff of power at one rpm for another was judged to be not worthwhile, and in 1963 the 413 Max Wedge was dropped. Both 413 and (starting in 1963) the 426 were available with either the high-performing 300J heads or the less desirable 516 head. (The heads had a wedge design, hence the name "Max Wedge.")

The Max Wedge was continued in 1963 and 1964 as a 426 in the Stage II and Stage III versions. These Max Wedge engines were very unique with special blocks, rods, crankshafts, pistons, heads, valves, valve gear, intake manifolds, carburetors and exhaust manifolds.

Ads for the 1963 Dodge “Ramcharger” V8 pointed to records set by NHRA campaigners in 1962 (with the 413), with Jim Nelson setting a quarter mile time of 8.59 seconds (AA/D), Dick Ladeen hitting 12.71 seconds (SS/S), and Bill “Maverick” Golden getting to 12.50 seconds (SS/SA). An A/FX record of 12.26 in the Golden Lancer was also noted.

The 1963 Ramcharger V8s (413 and 426) had numerous performance and reliability features, according to Dodge:

• New short-ram intake manifold to increase power output over at speeds over 4,000 rpm; tappets could be adjusted with the manifold in place
• Extra large valves (2.08 inches intake)
• Port areas of each cylinder head around 25% larger than with the standard 413 engines, with stainless steel head gaskets and a special deck structure for better sealing
• Oversized long-branch exhaust with three inch outlets and cutouts; two-inch diameter twin tailpipes
• Three-valve fuel pump with high spring load; electric fuel pumps available as an option
• Forged aluminum pistons with a chrome-plated iron top compression ring; connecting rods were individually magnaflux-inspected.
• Larger oil galleries, a larger oil intake tube, larger main and rod bearing oil grooves, and a fore-aft swinging oil intake in the sump to assure circulation when the oil moves to the rear of the pan (on hard acceleration).
• Mechanical lifters for high engine speeds with high strength valvespring retainers and springs. Rocker arms included lock nuts on the lash adjusting screw.
• Hardened journals and alloy bearings for extra crankshaft capacity; specially balanced drive shaft
• Special distributor and dual breaker points
• Heavy duty manual gearbox or optional automatic, set to upshift at 5,600 rpm, with highest maximum overall breakaway ratio (5.39:1) and overall efficiency of any stock automatic.
• Sure-Grip rear axle and heavy duty rear springs standard with the Ramcharger engine.

The 426 was rated by Dodge at 415-425 gross horsepower and 470-480 lb-ft of torque; the 413, at 410-420 hp and 460-470 lb-ft. These engines were meant for racing only.

The engine was a success, with numerous victories and speed records in NHRA races. Ronnie Cox won Top Stock Eliminator, tying Al Eckstrand’s record of the 112 mph quarter-mile trap speed (in 12.4 seconds for Eckstrand, 12.92 for Cox).

The A-864 hemi was introduced in 1964 in the "light weight" Plymouth and Dodge models as a race only package, to be replaced by the A-990 hemi in 1965 (also as a race only engine). Meanwhile, the Dodge Ramcharger drivers continued to pile up records with the 426 Wedge, upgraded with larger Carter AFB-3705S carburetors (with .25-inch larger primary bores), larger air horn diameters, new larger primary riser openers in the intake manifold, a higher lift and longer exhaust duration cam, modified combustion chambers and intake valve ports, more durable head gaskets, new fan and drive unit, and optional aluminum front-end package that cut the Ramcharger package weight by nearly 150 pounds.

The 440 engine was introduced in 1966, the same year the 426 engine was replaced by the same-displacement, legendary 426 Hemi "elephant engine." It was used not only for performance, but also for luxury yachts such as the Imperial.

The high performance 440 was introduced in the 1967 GTX and R/T models (see Super Commando photo below). In 1968 the 383 Road Runner and Super Bee models were introduced, starting the biggest performance surge since the early 1960s. In 1969, the first 440-6 barrel engine package was produced with special rods, crankshaft, timing chain, camshaft, valve springs and intake system. This package was continued in 1970 and 1971.

In 1971, the 440-6 barrel and the Hemi were the last truly high performance cars produced. One of the greatest moments in the 'B' engine's history was its return to Grand National racing. On July 4, 1971, four cars with 426 cubic inch versions of the 440 with ported 440 heads were entered in the Daytona Grand National race, and they finished 1-2-3-4. Performance and reliability have always been trademarks of the 'B' engine family.

	1970 383	1971 383	1970-71 426 Hemi	1971 440	1971 440+6
Compression ratio	9.5:1	8.5:1	10.28:	9.5:1	10.3:1
Horsepower (gross)	335 @ 5200	300 @ 4,800	425 @ 5,000	370 @ 4,600	385 @ 4,700
Horsepower (net)		250 @ 4,800	350 @ 5,000*	305 @ 4,600	330 @ 4,700
Torque (gross)	425 @ 3400	410 @ 3,400	490 @ 4,000	480 @ 3,200	490 @ 3,200
Torque (net)		325 @ 3,400	390 @ 4,000	400 @ 3,200	410 @ 3,200
Carb	4-barrel Holley	4-bbl Holley	Dual 4-barrel Carter	4-barrel Carter	3 x 2bbl Holley
Intake/exhaust duration	268° / 284°	268° / 284°	284° / 284°	268° / 284°	268° / 284°
Overlap	46°	46°	60°	46°	46°
Base transmission	3-spd stick	3-spd stick	3-spd auto	3-spd auto	4-spd manual
Gears	2.55, 1.49, 1:1		2.45, 1.45, 1:1
Standard axle ratio		3.23:1	3.23:1	3.35:1	3.23:1

 

We now have a separate article on the awesome 440 six-barrel (440 Six-Pack) engines! Click here to read it!

The performance aspects of the 'B' and 'RB' engines faded from 1972 on until the last 'B-RB' engine was produced in August 1978, ending the history of Chrysler Corporation big-block engines.

Mopar B and RB engine parts

Over 750,000 440 engines have been produced, so parts tend to be available. The RB engine size was stamped on a pad at the left front of the engine adjacent to the front tappet rail. Distributors are at the right front of the engine. Parts replacement information (such as undersize crankshaft) is next to the engine size.

Chrysler wrote this about the 440, in 1978: “The combination of its large displacement, large intake and exhaust valve ports and manifold passages, 4-barrel carburetor and low-restriction exhaust system give the 440 extra power for quick acceleration at all speeds-low, middle, or highway cruising-or for towing large travel trailers. The 440 V-8 features a deep-skirt engine block, rugged cast ductile iron crankshaft and aluminum-on-steel main and connecting-rod bearings for exceptional durability and smooth operation.”

1961 was the first year for the now-universal closed crankcase ventilation system, then used on all cars sold in California; it used a flexible tube to connect a valve to a carburetor fitting just below the throttle blades. The carburetor would draw the crankcase vapors in, burning them to painlessly eliminate a source of pollution.

RB-engine articles by Rick Ehrenberg

• A head for our time: A look at the latest and greatest in cylinder heads for your Mopar.
• High-performance oil pumps for classic cars
• 440 Six Pack - Chrysler's Ultimate Street Motor
• High-tech carb tuning with a wide-range oxygen sensor
• TTI X-style exhausts: pick up an extra 24 horsepower
• Restoring and tweaking 4-piston disc brakes (1965-1970s)

More resources

• 383 and 440 specifications for squad car use, 1967-1976
• The 426 Hemi
• B engines: 350, 361, 383, 400
• Max Wedge engines
• How to Rebuild Big-Block Mopar Engines - 20% off - covers all years Chrysler, Plymouth, and Dodge big-block (B and RB) engines
• Big-Block Mopar Performance : Modifications for B/RB Series of Chrysler, Dodge and Plymouth Engines for Street and Racing Use - Chuck Senatore / Paperback / Published 1999 - Our Price: $14.36 ~ You Save: $3.59 (20%)