The B Engines: 350, 361, 383, and 400

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

• RB engines: 413, 426 Wedge, 440, and 1959-60 Chrysler/Imperial 383
• Max Wedge engines
• Plymouth Sonoramic Commando (high performance, 1959-61, 361/383/413)

Mopar B engine evolution (history): 350 to 400

The B series engines were the first to be designed by the new corporate engineering department, which took over engine design from the various divisions to end the manufacturing complexity of having so many variations of the same basic package. The department was faced with the question of whether to go with the heavy, expensive Hemi chambers, with the polyspherical heads, or with the wedge-shaped chambers used by most other automakers. In the end, they decided the cost and complexity of the Hemi was not called for, and discovered that the poly heads had little advantage over the wedge shape, and went with the wedge.

The early B engines had five main bearings and hydraulic lifters.

The 'B' series wedge engine was introduced in 1958 with 350 and 361 cubic inch versions, followed a year later by the RB type 413; the 361 would last until the end of the series, albeit for trucks only. In its early years, the 265-horsepower 361 was optional on many vehicles, and standard on, among others, the Dodge 880.

It took several years and considerable experimentation for the new engine to establish a reputation, partly because it replaced a successful series of hemispherical head ("early Hemi") engines.

Block	Bore	Stroke	CID		Block	Bore	Stroke	CID
Low Block	4.06	3.38	350		High Block	4.18"	3.75"	413
	4.12"	3.38"	361			4.25"	3.75"	426
	4.25"	3.38"	383			4.32"	3.75"	440
	4.34"	3.38"	400			4.03	3.75	383

The 350 was classified as a big block engine; all parts except for the pistons and water pump appear to be fully compatible with the 383. Plymouth versions were originally called Sonoramic Commando; Dodge versions, Super Red Ram and D-500; DeSoto versions, TurboFlash.

1960 Dodge V8s	D500 (1)	D500 (2)	Ram-Fire	Red Ram	Super Red Ram	Truck V8
Cubic Inches	361	383	383	318	361	318
Bore x Stroke	4.12 x 3.38	4.25 x 3.38	4.25 x 3.38	3.91 x 3.31	4.12 x 3.38	3.91 x 3.31
Compression	10:1	9:1	10:1	9:1	10:1	8.25:1
Carburetor	Dual 4-barrel		4-barrel	2-barrel	2-barrel	2-barrel
Gross hp	310 @ 4,800	330 @ 4,800	325 @ 4,600	230 @ 4,400	295 @ 4,600	200@ 3,900
Max torque	435 @ 2,800	460 @ 2,800	425 @ 2,800	340 @ 2,400	390 @ 2,400	286 @ 2,400

The Ultimate Guide to American V-8 Engines wrote that the 350 was both introduced and ended in 1958; it was fortified with forged steel crank and connecting rods, as well as a hydraulic-lifter cam. The Plymouth version was called the Golden Commando, and had 305 hp; the DeSoto version, Turboflash, produced up to 295 hp; and the Dodge version, called the D-500, went up to 320 hp. In the same year, the 361 was brought out, with a wider bore than the 350 but otherwise similar. Both the 350 and 361 had a fuel injected version in 1958 only. Very few of the "fuelies" were made, and only a handful - at most - remain since most were brought back to the dealer to get carburetors fitted.

Richard Bowman noted that the 361 DeSoto Turboflash version of the B engine went from a 10:1 compression ratio in 1960 to a 9:1 compression ratio in 1961, without losing performance (it had 265 gross hp in 1961) because the compression change was accompanied by enlarged intake valves. This let owners use regular gas instead of premium.

Carburetion in 1961 was supplied by a two barrel Stromberg model WWC carburetor (model number 3-188). This carburetor had a rubber-tipped needle valve in the float bowl, making the unit less sensitive to flooding by enveloping small dirt particles and still maintaining a good seal; and it had a two-stage set-up jet for better fuel flow at cruising speeds. In 1960, a carburetor with a three-stage metering rod was used.

1961 was the first year for the closed crankcase ventilation system used on all cars sold in California, designed to painlessly reduce smog. A flexible tube connected a valve and a specially calibrated carburetor; the carburetor had a fitting just below the throttle blades into which the crankcase vapors were drawn by suction. From here they were drawn into the intake manifold for burning, leaving fewer vapors to be discharged into the atmosphere. All cars now use this system.

In 1966, the truck 361 was rated at 186 horsepower at 4,000 rpm and included induction-hardened crankshaft journals, trimetal main and connecting rod bearings, hydraulic valve lifters, sodium-filled exhaust valves with Roto-Caps, and a chrome-alloy cast-iron block. Despite the illustration, engines were not chrome-plated and fully painted.

The B-engine performance story

The performance story of the 'B' engine begins with the introduction of the Dodge 383 cubic inch B-engine, coded as D500, with 330 hp using a cross-ram induction manifold with twin four-barrel Carter carburetors. This engine was both a factory and dealer option, for all models.

Deane Allinson wrote: Dodge had a 383cid (D500) 330hp cross ram induction manifold with dual 4 barrel Carter carbs in 1959 for the 1960 year models. They were both a factory option and dealer add-on for all models (usual for Dodge). The 330 hp rating is actually a low figure. The crossram setup was most usually seen on the Polara's standard 383, though the Phoenix 361 also had a cross ram setup. I have also seen a 1960 Polara wagon with a factory coded 383 D500.

Chris Cortel noted that a short tube cross ram 383 was used in his uncle's Plymouth Fury Golden Commando (rated at around 350 hp). Chris also tells us that his father's 1957 Chrysler Windsor had a 350 though it was supposed to have been introduced in 1958.

The B series 383 joined the lineup in 1962. This workhorse engine was rated at 343 hp with two four-barrel carburetors, making it the most powerful B series 383 ever produced. (Jerry Gulino pointed out that a 345 hp 383 engine had been used in 1959, in the Super D-500 2x4s. The Ultimate Guide to V8 Engines says that the 383 went up to 350 hp in 1959).

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.

The A-864 hemi was introduced in '64 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).

The 400 engine was introduced in 1972 in standard and high performance versions; it was a large (4.34) bore version of the 383 B engine, but we’ve been told that practically nothing was interchangeable. The 400 was brought out when interim smog controls, which varying degrees of efficiency, were lowering power, and may have been considered a cheaper way to regain some performance; though the base version produced less power than the high performance 340 had, using a two-barrel carburetor.

In 1978, the 400-cubic-inch V-8 engines gained dual concentric throttle return springs in addition to a torsion throttle spring. Exhaust-valve seats were induction-hardened on all engines to allow satisfactory use of lead-free fuels. In the hardening process, seats reach a temperature of 1700°F and are then allowed to air-cool. This hardened the valve­seat surfaces to a depth of .05" to .08" which gives them greater resistance to wear than unhardened seats. The exhaust-valve stems were chrome-plated for increased resistance to wear.

The heat valve in the right exhaust manifold diverts hot gases to the floor of the intake manifold which helps to vaporize the fuel mixture when the engine is cold. This results in faster warm-up and improves driveability after a cold start. During warm-up, a thermostatic spring allows the heat valve to open to the exhaust pipe-so gas flow through the intake manifold crossover passage is decreased.

All 1978 Chrysler V-8 engines had an adaptor to receive a magnetic probe for timing the ignition magnetically. The adaptor is a little steel sleeve attached to the bracket that has the traditional timing marks-you can still set the ignition with a timing light. However, ignition timing was set magnetically on all engines at the factory for accuracy. The magnetic timing adaptor will also help those who have the equipment to time Lean-Burn engines magnetically.

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

Mopar B and RB engine parts

Over 3 million 383 engines were produced through 1971, and over 3/4 of a million 440 engines have been produced which makes parts readily available. The 'B' engine and can be identified by the cubic inches stamped on the right side of the block deck adjacent to the distributor. The RB engine has the engine size stamped on a pad at the left front of the engine adjacent to the front tappet rail. All 'B' and 'RB' distributors are at the right front of the engine. Parts replacement information (such as undersize crankshaft) is located next to the engine size.

'B' series wedge engines have virtually complete parts interchangeability with few exceptions. Gary Howell noted that the RB required a wider intake manifold, and that the B engines all used a 3.38 stroke crank.

The last year of the 361 in cars was 1966, but it lasted at least until 1972 in trucks, according to Jim Smith, who said his father had a Dodge bulk feed truck with that engine. A 1968 school-bus brochure which lists the 361 as the largest engine, pumping out 186 horsepower with a two-barrel carburetor. “shadowrider” wrote: “I worked on the V8 assembly line at Trenton engine from 1976-78 and we were still assembling the 361 (and 413) along with the 400 and 440s until 1977 when this line was shut down. These engines (361 and 413) were going into heavy duty trucks and Winabagos.”

Chrysler wrote about the 400: “The 4-barrel carburetor, large intake and exhaust valve ports and large diameter exhaust pipe give this engine the excellent breathing necessary for good engine performance. This means responsive acceleration at cruising and highway passing speeds. A deep-skirt engine block and rugged cast ductile iron crankshaft contribute to the durability of this engine. Main bearings are durable aluminum-on-steel construction.”

The two 383 engines (by Curtis Redgap)

The 383 "RB" (Chrysler) had its head deck raised, and was stroked to the famous (or infamous) 3.75 inches that covered the RB 383, the 413, the 426, and with the thin wall casting techniques, the 440. It had the same stroke as the 426 "HEMI."

In the "RB" family, the major difference is the bore size. The 383 was a 4.03 inch bore. The 413 saw a 4.18 inch hole which was an easy leap to the NASCAR limit of 426 cubic inches by boring the block to a 4.25 inch diameter. At the time, that was about the limit for this block.

In 1966, thanks to development of precision thin wall casting techniques used to make the 1964 small 273 ci V-8, this same RB could be pushed out to 4.32 inches which gave us the 440.

While Chrysler at the time had its eyes on the racing development of the 413-426 family, it wasn't asleep. Lynn Townsend saw the need for a small engine for the "small car" lines at Chrysler. It took two years, which isn't too shabby a development time. The 273 was a great little V-8, with lots of potential that was only touched by engineers.

Other articles

• RB engines
• 383 and 440 specifications for squad car use, 1967-1976
• The men behind the B-engines: Willem Weertman | Pete Hagenbuch
• The 426 Hemi
• 440 Six-Pack
• High-performance oil pumps for classic cars
• 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)
• 

Specifications for 1958 Dodge models	Red Ram (325 Poly)	Super Red Ram (350/361 B engine)
Type	90 deg V8	90 deg V8
Valve Arrangement	In Head Single Rocker Shaft
Bore	3.69"	4.0625" (350) 4.125" (361)
Stroke	3.80"	3.375"
Piston Displacement (cu. inch)	325.0 Cu	350 and 361
Taxable Horsepower (AMA)	43.9	52.81 (350)
Compression Ratio	8.5 to 1	10 to 1
Compression Pressure (minimum 150 rpm, plugs removed, wide open throttle)	90 (min) - 155 (max)	150 (min) - 180 (max)
Maximum Variation Between Cylinders	15 lbs	25 lbs
Firing order	1-8-4-3-6-5-7-2	1-8-4-3-6-5-7-2
Cylinder numbering (from drivers seat, front to rear)	1-3-5-7 left, 2-4-6-8 right
Engine Lubrication: Pump Type	Rotary Full Pressure Camshaft drive	Rotary Full Pressure Camshaft drive
Crankcase Capacity (qts)	5	4
Minimum Pump Pressure at 500 rpm	15 psi	15 psi
Operating Pressure at 40 to 50 mph 1500 RPM	50-65 lbs	45-70 lbs
Oil Filter Type	Shunt; replaceable element	Full Flow; replace assembly
Cylinder Bore (std)	3.6875-3.6895"	4.0625-4.0845"
Cylinder Bore Out-of Round (max. before reconditioning)	.005"	.005"
Cylinder Bore taper (max. before reconditioning)	.020"	.010"
Max allowable over bore	.060"	.040"
Camshaft Drive	Chain	Chain
End play	.002-.006"	002-.006"
Max allowable	.010"	.010"
Radial clearance	.001-.003"	.001-.003"
Max allowable	.010"	.005"
Camshaft chain
Number of links	68	50
Pitch	.375"	.50"
Width	1 1/8"	.88"
Camshaft Journals Diameter and Length - #1	1.998-1.99 x 7/8"
#2	1.982-1.983 x 3/4"
#3	1.967-1.968 x 3/4"
#4	1.951-1.952 x 3/4"
#5	1.4355-1.4365 x 15/16"
Crankshaft Type	Fully Counterbalanced
Bearings	Steel Backed Babbitt
Thrust taken by	No.3 main bearing
End Play	.002-.007"
Max allowable	.010"
Radial Clearance	.0005-.0015"
Max allowable	.0025"
Finish at rear Oil Seal Surface	Diagonal Knurling
Main bearing Size Diameter and length	No.1 2.50 x.73"
	No.2 2.50 x.73"
	No.3 2.50 x.72"
	No.4 2.50 x.73"
	No.5 2.50 x 1.19"
Main bearing Journals Diameter	2.5	2.625
Max Allowable Out of round	.001"	.001"
Max Allowable Taper	.001"	.001"
Center Bearing Run-Out (total indicator reading) when supported at front and rear main bearing	.002"	.002"
Crankpin Journals
Diameter	2.2495-2.2505"	2.2495-2.2505"
Max Allowable Out of round	.001"	.001"
Max Allowable Taper	.001"	.001"
Connecting Rods
Length (center to center)	6.62	6.358
Weight (less bearing shell)	22.5	28.6
Bearings	Steel Backed Babbitt	Steel Backed Babbitt
Diameter and Length	2 1/4 x 13 /16"	2.375 x .927"
Clearance	.0005-.0015"	.0002-.0022"
Max allowable	.0025"	.0025"
Side Clearance	.009-.017"	.009-.017"
Connecting Rod Bushing Type	Steel Backed Bronze	none
Diameter and Length	1.110-1.125-.9217-.9220	____
Pistons	Conformatic with Steel Strut / Horizontal Slot with Steel Band
Material	Aluminium alloy tin coated
Land Clearance (in Bore)	.027-.033"	.042-.047"
Clearance (top of Skirt)	.0005-.0015"	.0005-.0015"
Weight (Standard through all oversize)	18.6 oz	705 gram
Ring Groove Width (upper)	.032"	.032"
(intermediate)	.0790-.0800"	.0790-.0800"
(lower)	.1875-.1890"	.1875-.1890"
Valves (intake)
Head Diameter	1.84"	1.95"
Length (overall)	4.31"	4.81"
Stem Diameter	.37"	.37"
Stem to Guide Clearance	.002"	.002"
Max. allowable	.004"	.004"
Face angle	45 deg	45 deg
Valves (Exhaust)
Head Diameter	1.47"	1.60"
Length (overall)	4.31"	4.81"
Stem Diameter	.37"	.37"
Stem to Guide Clearance	.003"	.003"
Max. allowable	.006"	.006"
Face angle	45 deg	45 deg
Valve guides
Type	Cast in Head	Cast in head
Size	.374"	.374"
Valve Springs
Pressure when compressed (Valve Closed)	1.69"-72 lbs	1.86"-75 to 85 lbs
Pressure when compressed (Valve Open)	1.31"-166lbs	1.47"-173 to 187 lbs
Valve spring installed height (spring seat to retainer)	1 5/8 - 1 11/16"	1 55/64"

 

R E L E V A N T         B O O K S

• 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%)

 

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