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The RB Engines: 383 - 413 - 426 - 440

361 and 413 engines

Mopar Big Engine Evolution: 350 to 426 Hemi

The B series were the first engines designed by a new corporate engineering department, quickly followed (one year later) by an RB (“raised B”) series. Just as all the B-engines had a 3.38-inch stroke, all the RB engines, starting with the 413, had a 3.75 inch stroke. For 1960, a “ram induction” system shot the 413’s torque up to 495 lb-ft on the Chrysler 300F, trumping the old 392 Hemi by a good margin.

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.

B-RB V8 engines

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); one of Trenton Engine’s lines had been converted to the new RB engine (to make the 413), and demand for the 383 was too high for the remaining line. The solution was to create an RB 383 to fill the gap, until the plant figured out how to quickly switch from one block to the other. 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:

Vehicle Engine 1959 1960 Total
Chrysler Windsor / Saratoga RB - 383 47,219 52,349 99,568
Chrysler New Yorker / 300 RB - 413 17,025 20,602 37,627
Imperial RB - 413 17,262 17,719 34,981

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. (Ironically, the largest engine overall — the Viper V10 — was based on the little 273’s engine family).

383 four barrel

The 413

Curtis Redgap wrote:

The 413 cubic inch (6.8 liter) RB engine was used from 1959 to 1965 in cars; it powered almost all Chrysler New Yorkers, all Imperials, as well as being an option on the lesser Chryslers, Dodge Polara, Dodge Monaco, and Plymouth Fury. It was also fitted to some European cars such as the later Facel Vega Facel II.

“SuperDuckie” wrote, “Way back in the 1968-69 model years, the big block V8s had around 60 variations. There were a couple of RB 413s that had two-barrel intake manifolds, for school buses and dump trucks. There were about six different engine blocks, five cylinder-head variations, four camshafts, three timing chains, four flywheels, four torque converters, and five different oil pans. I don’t remember how many types of carburetor/transmission linkage brackets went on the intake manifolds... talk about doing some ‘misbuilds’!”

In the 1959 Chrysler 300E, the 413 was fitted with inline dual 4-barrel carburetors; it was factory-rated at 380 brake horsepower at 5000 rpm and 450 lb-ft at 3600 rpm. The next year, on the Chrysler 300, it gained a long-tube ram induction system which continued on the 1961 300-G, and remained on the option sheets for Chrysler 300s through 1964.

The 413 was not developed to be a racing engine, but a high torque, medium horsepower powerplant to haul the Chrysler luxury barges. Still, because it was Chrysler’s biggest engine in displacement for some years, the Petty racing clan did their own development work on the 413 starting in 1960. Then, in 1962, a special version of the 413 known as the “Max Wedge” was sold for drag racing and street use, with an official 420 bhp at 5,000 rpm.

The 413 was used in medium- and heavy-duty trucks until 1979.

Regarding the 1962 413, as used in the Dodge Dart:

The aluminum intake manifold was a new, one-piece, short (15-inch) ram tube which fit between the rocker covers and acted as a tappet chamber cover. Hot tappet lash could be set with the manifold installed — an important servicing advantage. The tapered-branch manifold was tuned to increase output in the ranges above 4,000 rpm.

Two four-barrel carburetors sat atop the huge engine, underneath high capacity air cleaners and fed by a three-valve fuel pump. The port areas were 25% larger than normal, with streamlined 2.08 inch intake valves and oversized 1.88 inch exhaust valves. The block had a strengthened deck structure and no heat crossover package; and head gaskets were stainless steel. Exhaust manifolds had a three inch outlet and went into a two inch tailpipe.

Inside the engine were forged aluminum pistons for the 11-to-1 standard compression ratio engine; that increased thermal efficiency for maximum output, but required premium fuel. The 4 3/16-inch bore engine had a chrome-plated, high-strength, iron top compression piston ring. The number two ring was standard, and a new, one-piece oil ring was added.

New high-strength valve spring retainers and double high-load valve springs were used for higher rpm operation. The rocker arms included a lock nut on the lash-adjusting screw. Valve gear was rated stable to 6,500 rpm on the standard test fixture.

The ignition system was double-breaker, no-vacuum-advance. A smaller crankshaft pulley cut belt speeds. All pulleys were deep-groove, and an air-conditioning water pump was used. The crankshaft was hardened with .0005-inch undersized journals and shot-peened fillets. F-77 tri-metal Clevite 413 bearings were be used. The connecting rods were be magnaflux checked. The oil pan had a deeper sump than the standard unit, and was equipped with anit-slosh baffles.

The 413 engine was available with either heavy-duty manual or automatic transmission. The three-speed, close-ratio, floor-mounted, manual transmission had ratios of 2.09 and 1.44 and was preferred for police work. The clutch had 10 1/2-inch O.D. high-strength, pearlitic malleable iron pressure plate, extra-heavy-duty torque shaft, and special disc. The heavy-duty Torqueflite push-button transmission had high-capacity components and an upshift speed up to 5,600 rpm. The prop shaft was similar to the stock police car shaft but with a cemented boot.

The RB-engine performance story

Chrylser Engines 1922-1998 Willem WeertmanThe '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, and was put to good use in racing and at the Daytona speed trials.

Engine Specifications: 413 V8 as used in Chrysler 300F
Valve Arrangement Overhead, in-line, hydraulic
Bore, Stroke, Compression 4.18 x 3.75: 10.1 to 1
Max. BHP @ Engine RPM 375 @ 5,000 (std) or 400 @ 5,200
Max. Torque @ Engine RPM 495 @ 2,800 (std) or 465 @ 3,600
Firing Order 1, 8, 4, 3, 6, 5, 7, 2
Valves Intake: 2.08” Exhaust: 1.60”
Valve Lift Intake and Exhaust: 0.430”
Valve Open Duration Intake and Exhaust: 268°
Valve Overlap 48°: Intake opens 20° B.T.D.C., Exhaust closes 28° A.T.D.C.
Piston & Piston Rings Aluminum alloy pistol with three rings
Crankshaft Drop forged steel

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 optimism 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.")

440 V8 from ChryslerThe Max Wedge was continued in 1963 and 1964 as a 426 in the Stage II and Stage III versions. These Max Wedge engines were unique, with special blocks, rods, crankshafts, pistons, heads, valves, valve gear, intake manifolds, carburetors and exhaust manifolds. A street-tuned 426 Wedge was also launched, but it was based on the Chrysler New Yorker’s luxury 413 four-barrel, and performance was not far above the similarly outfitted 383.

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:

How do you identify these engines? Just to the right of the distributor is a bit of smooth steel which has a number code stamped in it. The first line has a letter for the year (D = 1968) and the three digits for displacement (e.g. 440). The date — month and day — are on a line below, sometimes with an HP denoting High Performance. If you don’t find “tag,” try the passenger side of the block, below the distributor, which is where it sits on B engines.

Chrysler - Mopar big block V8 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).

Mopar Action’s Rick Ehrenberg answered a reader’s question about fuels. He wrote, “Today's 93 "pump" (R+M/2) octane is roughly equal to 97 research octane. This is just barely — just barely — enough for a dead-stock 10:1 iron-head 440 when all is correct and there’s no carbon, with 180° antifreeze. If you still have detonation, make sure the TDC mark is accurate, the timing curve (advance rate) is stock, and the antifreeze is not over 180°F; and check to see if the heads have ever been milled or de-carboned. The engine probably needs more octane, a gallon or two of race gas in the tank. Any detonation you can hear is very bad and very destructive. Long term, the best fix is a pair of 440 source aluminum heads with Cometic gaskets.” The reader pointed out that the engine was new, and timing was set for full advance, and Rick said that the mechanical timing curve was probably too “fast.” 

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." A large-bore version of the 413, it was used not only for performance, but also for luxury yachts such as the Imperial. Horsepower was slightly higher than in the 413, but torque leaped up, at 480 lb-ft.

The high performance 440 was introduced in the 1967 GTX and R/T models (see Super Commando photo below); the company slotted in brand new, better-flowing heads and a more aggressive, hydraulic camshaft. The Magnum and Super Commando (A134) engines produced 375 horsepower, yet were reliable and relatively easy to tune.

In 1968, the 383 Road Runner and Super Bee models were introduced, starting the biggest performance surge since the early 1960s; they were essentially created by taking the new head and camshaft designs and putting them into the 383.

In 1969, the first 440-6 barrel engine package was produced with special rods, crankshaft, timing chain, camshaft, valve springs and intake system; it enjoyed a three year run. The three two-barrel carburetors were dubbed a “Six Pack.” Midyear, the company added a high-rise Edelbrock manifold (this was cut early in 1970).

It is worth noting that early 1969 440s had the same connecting rods and crankshaft as in 1968, but heavier connecting rods were introduced around three months into 1969 model-year production; to offset the added weight, a new crankshaft and rebalanced vibration damper and flywheel were used. Mixing and matching these parts results in nasty vibration problems.

1967 plymouth 440 super commando

For 1970, strong “Six Pack” connecting rods were added to all 440 high-performance engines. They were used until 1975.

In 1971, the 440-6 barrel and the Hemi were the last truly high performance cars produced in the era; the year also saw the use of a cast iron 383 crankshaft as a cost saving measure, on automatic-transmission cars.

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.

  1970 383 1971 383 1970-71 426 Hemi 1971 440 1971 440+6  1977 440
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 @ 4,700 195 @ 3,600
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 @ 3,200 320 @ 2,000
Carb 4-barrel
Dual 4-barrel
3 x 2bbl
4 barrel
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 3-spd auto
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  


440 V8

1972 Type Net Power Torque (lb-ft)
440Base225 @ 4,800345 @ 3200
440 Dual snorkel230 @ 4,400355 @ 2,800
440Dual exhaust245 @ 4,400360 @ 3,200
440High Perf.280 @ 4,800375 @ 3,200
440Cold Air Pak290 @ 4,800380 @ 3,200
4403-two barrel330 @ 4,800410 @ 3,600

The performance aspects of the 'B' and 'RB' engines faded from 1972 on, though not as suddenly as casual observers may expect, because net horsepower ratings were adopted in 1972 as well. This resulted in a substantial drop in rated horsepower as the effects of using an air cleaner, water pump, alternator, muffler, and other “accessories” were included. The company did provide both gross and net numbers for some engines in 1971, providing some perspective. The measurement difference was responsible for a “drop” of 50-65 horsepower.

There were some drops in power in 1972 as compression was dropped to reduce emissions, a cheap way to meet new pollution standards. In 1974, every RB engine had a cast crankshaft, replacing the old forged ones.

By 1977, when Lean Burn system made its appearance on the 440 “for better driveability and overall performance” (until, many would say, the system stopped working), the engine was used for big luxury cars: it was standard on Chrysler New Yorker Brougham and Town & Country, and optional on Chrysler Newport, Plymouth Gran Fury, and Dodge Monaco. Performance was now to be found in the 360 four-barrel equipped F-bodies, not the B bodies.

The last 'B-RB' engine was produced in August 1978, ending the history of Chrysler Corporation big-block engines — though it took over a year to clear the already-made engines out of stock. The 440 high-performance engine had a slight power boost to 255 hp, but it was only available as an option for B-body patrol cars.

Mopar B and RB engine parts

440 Super Commando dual snorkel air cleanerOver 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.

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.

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.”

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RB-engine articles by Rick Ehrenberg

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