1958 Red Ram and D500 Engine Specifications
The Red Ram and Super Red Ram were very different engines. The Red Ram was an A-engine, the Super Red Ram a big-block in a completely different engine family.
The 350 Super Red Ram motor is the predecesor of the 383 big block and is classified as a big block engine; all parts except for the pistons and water pump appear to be fully compatible with the 383. This may also apply to the 325 Red Ram and does apply to the 361 [according to Mr. Mafodda].
The Red Ram and Super Red Ram seem very similar to the Plymouth Commando engines - click here to read about the Plymouth Sonoramic Commando engines of the same years. (Detailed article)
We also have a great, detailed article with lots of pictures on the Cross-Ram Max Wedge. Click here to read it.
Mike Peterson wrote about the 1955 engines:
There are three engines used in the 55 Dodges - the Getaway Six, the Red Ram V8, and the super Red Ram V8. The flathead six displaces 230 cubic inches and is found only in the Coronet six cylinder models. The Red Ram V8 is a polysphere (single rocker shaft) and is used in the Coronet V8 and Royal series as standard equipment. The Super Red Ram V8 displaces 270 cubic inches (like the Red Ram V8) and has hemispherical combustion chambers. This engine has double rocker shafts and old timers call it the "double rocker" instead of the more familiar "Hemi." The Hemi is standard on all Custom Royal series and is optional on all Coronet V8 and Royal series cars. The two V8s share many internal components, and will accept manifolds and other components from the 53 and 54 Dodge Hemi of 241 cubic inch displacement. The six is a flathead and definitely not state-of-the-art for 1955. I have driven both Red Ram and Super Red Ram Dodges and can honestly say that there is a marked difference in performance. The late fifties were a time of inflated horsepower figures, but the 1955 figures were based on engines with accessories and were even a bit conservative. The Super Red Ram could be ordered with the power package (4 barrel, dual exhaust) which puts it way out ahead of the Red Ram in terms of power.
The horsepower figures were measured with these power consuming accessories: generator, water pump, manifolds, fuel pump. The Red Ram has low friction valve locks to allow for valve rotation while the Super Red Ram does not have a special provision for valve rotation.
The power package is a very rare option. The Carter carburetor is of a surprisingly modern design with metering rods on the primary jets and velocity valves controlling air flow to the secondaries. This is very similar to the Carter AFB, the carburetor used on the 426 Hen-Is. Dual exhausts were also part of the power package. No other modifications were made to the engine when the power package was installed.
The weakest part of the V8 engine is the crankshaft. Even though the cranks are forgings, they are prone to breakage. Mine broke between the number four main bearing journal and the number seven and eight connecting rod journal. I know of at least seven other 55 Dodge owners who have experienced similar problems. My car, however, gave me a warning of impending trouble with low oil pressure. There were no "funny" noises until it cut loose, and then there were plenty of new audio sensations. So watch that oil pressure gauge and believe what it says. The crank looks structurally sound; I believe that the trouble is in the Dodge bearing materials. A good aftermarket bearing should be used during a rebuild. The cranks can be welded back together and made into interesting lamps.
Greg Nevins wrote: "I saw no acknowledgement of the mid 1950s 315 engine. I figured maybe it was because of its short production run. ... My first car as a teen in the early 80s was a 56 Dodge Royal with the Super Red Ram sleeper that surprised a few unsuspecting folks on the local cruising scene. Very dependable. Paid $350 for her on a used car lot. ... Presently I know of 2 of these cars in running condition, 1 on the road in this small southwestern VA area alone. They are still out there!!"
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Red Ram (325) and Super Red Ram (350, 360*) Engines |
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| Spec | Red Ram | Super Red Ram |
| Type | 90 deg V8 | 90 deg V8 |
| Valve Arrangement | In Head Single Rocker Shaft | In Head Single Rocker Shaft |
| Bore | 3.69" | 4.0625" (4.125"-D500) |
| Stroke | 3.80" | 3.375" |
| Piston Displacement (cu. Inch) | 325.0 Cu | 350.Cu (360-D500) |
| Taxable Horsepower (ama) | 43.9 | 52.81 |
| Compression Ratio | 8.5 to 1 | 10 to 1 |
| Compression Pressure (speed minimum 150 rpm, plugs removed, wide open throttle) | 90 (min) | 150 (min) |
| 155 (max) | 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 (LHD) seat front to rear) | ||
| Left Bank | 1-3-5-7 | 1-3-5-7 |
| Right Bank | 2-4-6-8 | 2-4-6-8 |
| Engine Lubrication | ||
| Pump Type | Rotary Full Pressure | Rotary Full Pressure |
| Crankcase Capacity (qts) | 5 | 4 |
| Pump Drive | Camshaft | Camshaft |
| 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 | Full Flow |
| Replaceable Element | Yes | Assembly |
| Cylinder Block | ||
| Cylinder Bore (std) | 3.6875-3.6895" | 4.0625-4.0845" |
| Cylinder Bore Out-of Round (max. allowable before reconditioning) | .005" | .005" |
| Cylinder Bore taper (max. allowable before reconditioning) | .020" | .010" |
| Max allowable over bore | .060" | .040" |
| Camshaft | ||
| Drive | Chain | Chain |
| End Paly | .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 | No.1 1.998-1.99 x 7/8" | |
| No.2 1.982-1.983 x 3/4" | ||
| No.3 1.967-1.968 x 3/4" | ||
| No.4 1.951-1.952 x 3/4" | ||
| No.5 1.4355-1.4365 x 15/16" | ||
| Crankshaft | ||
| Type | Fully Counter Balanced | |
| 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 | ||
| Type | Conformatic with Steel Strut / Horizontal Slot with Steel Band | |
| Material | Aluminium alloy tin coated | 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" |
* The manual definitely stated 360, not 361.
In 1960, the 318 cubic inch Red Ram V8 produced 230 gross hp at 4,440 rpm, and 340 lb-ft of torque at 2,400 rpm, fed by a two-barrel carb and using a 9:1 compression ratio.
D500 Option
The D500 option was one of two options for the Super Red Ram engine. The D500 was commonly known as a 361 V8 with a 4 barrel carbie. The Dodge workshop manual refers to this engine as a 360 but it is very different from the LA-based 360 we know from the 70s.
The D500 came with a Dual Contact distributor to complement the larger carbie, and was said to produce 300 horsepower. The majority of 1958 and 1959 Facel Vegas, the French cars with the Dodge running gear, were D500 optioned engines and boosted a top speed of 175 mph.
The most impressive and elusive option was twin 4 barrel setup of the D500, I had never seen or even heard of this option before I got the workshop manual. So if you have a Custom Royal with this option email me and let me know how much you want for it !
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| Model | IBP-4002 |
| Rotation | Clockwise |
| Advance Control | Automatic |
| Point Gap | .015 to .018" |
| Breaker Arm Spring Tension | 17 to 20 |
| Contact Dwell (degrees) | 29 to 32 deg |
| Automatic Advance curve (Distributor speed) | |
| 290 to 410 | 0 Deg |
| 410 | 0 to 2 Deg |
| 650 | 4 to 6 Deg |
| 1650 | 8 to 10 Deg |
| Vacuum Advance Curve | |
| Manifold vacuum in inches of mercury | |
| 6.1 to 7.3 | 0 Deg |
| 10 | 4.6 to 6.6 Deg |
| 14 | 10 to 12 deg |
| Condenser Capacity (Microfarads) | .25 to .285 |
| Timing Mark location (marks 2 deg apart) | Fan Drive Pulley |
| Engine Idle Speed (RPM) | 475 to 500 |
| Firing Order | 1-8-4-3-6-5-7-2 |
| Distributor For 8 Cylinder SUPER RED RAM | |
| Model | IBP-4005 |
| Rotation | Counter Clockwise |
| Advance Control | Automatic |
