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Chrysler B engine
Chrysler B engine
Chrysler B engine
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Chrysler B engine
413 cu in (6.8 L) Cross Ram
Overview
ManufacturerChrysler
Also called
  • Chrysler RB engine
  • Chrysler Big-block
Production1958 – August 1978
Layout
ConfigurationNaturally aspirated 90° V8
Displacement
  • 350 cu in (5.7 L)
  • 361 cu in (5.9 L)
  • 383 cu in (6.3 L)
  • 400 cu in (6.6 L)
  • 413 cu in (6.8 L)
  • 426 cu in (7.0 L) Wedge
  • 440 cu in (7.2 L)
Cylinder bore
  • 4.062 in (103.2 mm)
  • 4.125 in (104.8 mm)
  • 4.030 in (102.4 mm)
  • 4.342 in (110.3 mm)
  • 4.187 in (106.3 mm)
  • 4.250 in (108.0 mm)
  • 4.320 in (109.7 mm)
Piston stroke
  • 3.375 in (85.7 mm)
  • 3.750 in (95.3 mm)
Cylinder block materialCast iron
Cylinder head materialCast iron
ValvetrainOHV 2 valves × cyl.
Compression ratio8.2:1, 10.0:1, 10.1:1, 11.0:1, 12.0:1
Combustion
Fuel systemCarter AFB or Holley carburetors; Fuel injection
Fuel typeGasoline
Oil systemWet sump
Cooling systemWater-cooled
Output
Power output170–425 hp (127–317 kW)
Torque output305–530 lb⋅ft (414–719 N⋅m)
Chronology
PredecessorChrysler Hemi engine

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.[1]

Design

[edit]

Design features of the B and RB engines include 17 capscrews per cylinder head, a cylinder block that extends 3 in (76.2 mm) 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.[1]

The 'B' series wedge engine was introduced in 1958 with 350 cu in (5.7 L) and 361 cu in (5.9 L) 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 cu in (6.3 L) and 413 cu in (6.8 L) displacements. Unlike the previous B-engines, which had a 3+3⁄8-inch (85.7 mm) stroke, the RB engines had a 3+3⁄4-inch (95.3 mm) stroke.

For 1960, a "ram induction" system increased the 413's torque up to 495 lb⋅ft (671 N⋅m) 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

[edit]

All Low Block B-series engines have a 3+3⁄8 in (85.7 mm) stroke, a 9.98 in (253 mm) deck height and 6.358 in (161.5 mm) connecting rods, resulting in a 1.88:1 rod ratio.

350

[edit]

The 350 cu in (5,735 cc) 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 (103 mm; 4.06 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

[edit]

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 (105 mm; 4.12 in) bore, for an actual displacement of 360.83 cu in (5,913 cc). In 1962, the Dodge Polara 500 came standard with a 305 bhp (227 kW) 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 (227 kW). DeSoto's B engine was named Turboflash and produced 295 bhp (220 kW). The Dodge standard version was a 2-barrel with 295 bhp (220 kW) called the Super Red Ram with an optional variant that was called the D500 and produced 320 bhp (239 kW).

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.[2] 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.

Vehicles using the B 361

383

[edit]
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 (108.0 mm) bore for a 383.03 cu in (6,277 cc) 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 in (53 mm), intake valves, and the relatively short stroke helped it to be a free-revving and free-breathing engine.

Producing a maximum of 330 hp (246 kW; 335 PS) (gross) and 460 lb⋅ft (624 N⋅m) of torque for the 1960 model year, the 383 beat the 392 Hemi that had reached 435 lb⋅ft (590 N⋅m). 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 (250 kW; 340 PS).

Vehicles using the B 383

400

[edit]

The 400 cu in (6.6 L) 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-inch (110.3 mm) 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 (127 kW; 172 PS) at 4,400 rpm and 305 lb⋅ft (414 N⋅m) of torque at 2,400 rpm, a four-barrel/single-exhaust version producing 205 hp (153 kW; 208 PS) at 4,400 rpm, and a high-performance four-barrel/dual-exhaust version rated at 260 hp (194 kW; 264 PS) at 4,800 rpm and 410 lb⋅ft (556 N⋅m) 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 (142 kW) (although a heavy-duty version was also available).[4]

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,[5] 400 B engine blocks have become a popular choice for high-performance engine build-ups.

RB engines

[edit]

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 (95.3 mm) stroke, with the bore being the defining factor in engine size. All RB wedge engines share a deck height of 10.725 in (272.4 mm), and were fitted with 6.768 in (171.9 mm) long connecting rods, resulting in a 1.80:1 rod ratio. Bore center distance is 4.8 in (120 mm). All RBs are oversquare.

383

[edit]
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 (102.4 mm; 4.031 in) bore combined with the long stroke of 3+3⁄4-inch (95.3 mm), for a displacement of 382.9 cu in (6,275 cc). 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

[edit]
RB 413 Super Stock "Max Wedge" engine

The 413 cu in (6.8 L) 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 (283 kW) at 5,000 rpm and 525 lb⋅ft (712 N⋅m) at 3,600 rpm.[6] 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 (313 kW) at 5,000 rpm.

Engine specifications
Model years Fuel system Power Torque Compression ratio
1959–1961 4-barrel carburetor 340 hp (254 kW) at 4600 rpm 480 lb⋅ft (651 N⋅m) at 2800 rpm 10.0:1
1959 2 × 4-barrel carbs 380 hp (283 kW) at 5000 rpm 525 lb⋅ft (712 N⋅m) at 3600 rpm
1960–1961 375 hp (280 kW) at 5000 rpm 525 lb⋅ft (712 N⋅m) at 2800 rpm
1962 4-barrel carb 340 hp (254 kW) at 4600 rpm 480 lb⋅ft (651 N⋅m) at 2800 rpm 10.1:1
1962 2 × 4-barrel carbs 380 hp (283 kW) at 5000 rpm 525 lb⋅ft (712 N⋅m) at 2800 rpm
1963-1965 4-barrel carb 360 hp (268 kW) at 4600 rpm 495 lb⋅ft (671 N⋅m) at 2800 rpm
1963-1964 2 × 4-barrel carbs 390 hp (291 kW) at 4800 rpm 530 lb⋅ft (719 N⋅m) at 3600 rpm

426 Wedge

[edit]
1966 Dodge Charger engine bay

Not to be confused with the 426 Hemi, the 426 cu in (7.0 L) RB was a wedge-head RB block with a 4.25 in (108 mm) 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 385 hp (278 or 287 kW) via a single 4-barrel carburetor (11.0:1 or 12.0:1 compression ratio, respectively), or 413 or 421 hp (308 or 314 kW) via ram-inducted dual four-barrel carburetors (with the same compression ratios).[7] 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.[8]

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.[6] It had 1+7⁄8 in (48 mm) 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 425 bhp (309 or 317 kW) (depending on compression), and 480 lb⋅ft (651 N⋅m) 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

[edit]
440 6-Barrel RB V8 in a 1971 Plymouth Barracuda

The 440 cu in (7.2 L) 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 (109.7 mm), for an overall displacement of 440 cu in (7.2 L).[9]

From 1967 to 1971, the high-performance version was rated at 375 bhp (380 PS; 280 kW) (370 bhp (375 PS; 276 kW) in 1971) at 4,600 rpm and 480 lb⋅ft (651 N⋅m) at 3,200 rpm of torque with a single 4-barrel carburetor,[10] 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 (395 PS; 291 kW) at 4,700 rpm (385 bhp (390 PS; 287 kW) in 1971) and 490 lb⋅ft (664 N⋅m) at 3,200 rpm of torque.[11]

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 (250 kW) (gross) at 4400 rpm; the new net rating was 225 hp (168 kW)—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 (209 kW) net, and dropped in horsepower each year until 1978, when it was rated at 255 hp (190 kW) (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.

Vehicles using the RB 440

Crate engines

[edit]

Chrysler also offers complete new 'crate' engines through its Mopar parts division in various displacements. These engines are built from entirely new parts.

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Chrysler B engine

View on Grokipedia
from Grokipedia
The Chrysler B engine is a family of big-block, pushrod-operated V8 engines developed by Chrysler Corporation and introduced in the 1958 model year as a cost-effective replacement for the company's earlier polyspherical-head and hemispherical-head V8s. Featuring wedge-shaped combustion chambers for improved manufacturability and efficiency, the B series encompassed displacements of 350, 361, 383, and 400 cubic inches, with bore diameters ranging from 4.00 inches (350 ci) to 4.34 inches (400 ci) and a shared stroke of 3.375 inches. These engines were designed with five main bearings for durability, hydraulic valve lifters, drawing on Chrysler's aviation engine expertise to achieve a balance of power, reliability, and production scalability. Power outputs varied by displacement, carburetion, and era, with the 361 ci version rated at up to 295 horsepower and 385 pound-feet of torque at a 10:1 in its early high-performance tune, while the popular 383 ci variant delivered 270 to 330 horsepower in passenger car applications through the mid-1960s. By the , emissions regulations and detuning for unleaded fuel reduced outputs significantly, such as the 400 ci two-barrel version producing 175 horsepower and 300 pound-feet of torque in 1975. The B engines were widely applied in , , and Plymouth full-size cars, intermediate models, and light trucks from 1958 to 1978, powering iconic vehicles like the 1958 and later muscle cars such as the . Closely related to the RB ("raised block") series—introduced in with the same bore options but a taller deck height and 3.75-inch stroke for displacements up to 440 cubic inches—the B/RB lineup shared many components, enabling broad interchangeability and contributing to 's dominance in the American V8 market during the era. Their robust construction and tunable performance made them favorites among enthusiasts, with production ending in 1978 for smaller, more fuel-efficient designs.

History and Development

Origins and Introduction

The Chrysler B engine family was developed in the mid-1950s as a new big-block V8 platform to succeed the company's earlier Polyspherical-head engines and the costlier early Hemi designs, enabling broader use across passenger cars and light trucks while addressing manufacturing complexities of the predecessors. Development began in November 1955 under the Engine Design Department at Central , motivated by the need to compete with rivals emphasizing larger displacements and to create a more efficient, versatile powerplant for multiple divisions including Plymouth, , DeSoto, and . Key to the project was engineer Willem Weertman, who served as Manager of Engine Design and led efforts to enhance reliability, power output, and production scalability over the polyspherical and Hemi engines, which had proven expensive to manufacture due to their specialized components. The design prioritized a centralized process for the block to streamline assembly across vehicle lines, resulting in a robust V8 with improved durability for everyday use. Production of the B engine commenced in July 1957 at the Trenton Engine Plant in , debuting in the 1958 model year vehicles with initial displacements of 350 cubic inches for Plymouth and applications, followed by the 361 cubic inch variant. These early engines featured a block, pushrod-operated overhead valves, and wedge-shaped combustion chambers for efficient burning and power delivery. The initial variants had different bores of 4.06 inches for the 350 and 4.125 inches for the 361, both with a 3.38-inch . Shortly after the B series launch, introduced the related RB engine family in for heavier-duty applications.

Evolution Through the 1960s and 1970s

The B and RB engine family saw substantial expansion during the , driven by the muscle car boom and the need for greater power outputs. In , introduced the RB (raised-block) variant, featuring a taller deck height to accommodate longer strokes and larger displacements up to 440 cubic inches, which enabled higher torque and performance potential compared to the original B block. This evolution aligned with the era's demand for high-compression configurations, often exceeding 10:1 ratios, that propelled vehicles like Dodges and Plymouths to record acceleration times and became staples in 's performance lineup. As environmental and fuel regulations intensified in the , the engines underwent progressive detuning to accommodate unleaded , starting with compression ratio reductions in to prevent damage from lead-free . Horsepower ratings declined markedly under the shift to net measurements and emissions controls; the 440 RB, for instance, fell from 375 gross horsepower in 1971 to 255 net horsepower by 1978, reflecting milder cam profiles, smaller carburetors, and the integration of systems. Catalytic converters, mandated from 1975, further curtailed output while improving emissions compliance. By the late 1970s, escalating fuel prices and the (CAFE) standards—enacted in 1975 to achieve fleet-wide efficiency targets of 18 mpg by 1978—rendered the thirsty big-block designs obsolete. Chrysler discontinued B and RB production in August 1978, transitioning to the lighter, more economical LA-series small-block engines for passenger cars and trucks. Across their two-decade run from 1958 to 1978, the family accounted for millions of units, including over three million 383s alone, underscoring their widespread adoption in vehicles.

Design Features

Core Architecture

The Chrysler B engine features a robust block constructed in a deep-skirt design, which extends below the centerline to enhance rigidity and reduce flex under load. This incorporates closely spaced with passages between adjacent walls, allowing for a compact and strong structure while providing effective cooling through surrounding water jackets. The heads are secured with a 17-bolt pattern per head, utilizing five main studs per cylinder (four corner bolts and one central stud) along with additional perimeter bolts, providing superior clamping force compared to contemporary four-bolt-per-cylinder designs. The valvetrain employs an overhead valve (OHV) configuration with pushrods actuating the valves via rocker arms, driven by a camshaft mounted in the block. Combustion chambers are wedge-shaped, promoting efficient airflow and burn characteristics typical of the era's big-block V8s, with two valves per cylinder (one intake and one exhaust) operated by hydraulic lifters that automatically compensate for thermal expansion and wear, eliminating the need for periodic lash adjustments. This setup delivers reliable valve timing and quiet operation across the engine family. Internally, the engine uses a forged crankshaft for durability in high-torque applications, paired with connecting rods in standard configurations (upgraded to forged in select variants for enhanced strength). Bore spacing measures 4.80 inches between cylinder centers, a wide dimension that supports larger displacements without compromising block integrity. The B-series maintains a deck height of 9.98 inches, while the related RB-series uses 10.725 inches to accommodate longer strokes. Cooling is handled by a conventional centrifugal water pump driven by the timing chain, circulating through passages integrated into the block and heads to manage from the V8 layout. Lubrication relies on a gear-type oil pump mounted in the timing chain cover, drawing from a full-flow system and distributing pressurized oil via drilled passages to the , bearings, and ; total oil capacity is approximately 5 quarts with filter, sufficient for sustained operation in passenger and light-duty truck applications.

B vs. RB Differences

The B and RB engines share a common architectural foundation as part of the wedge-head big-block family, but they diverge significantly in to address displacement and needs. The primary distinction lies in the deck height, with the B-series featuring a standard deck height of 9.98 inches, while the RB-series (raised block) employs a taller 10.725-inch deck height. This elevation in the RB design raises the centerline relative to the heads, providing additional vertical clearance in the block. The raised deck of the RB block enables the use of longer connecting rods and crankshaft strokes without introducing excessive angularity in the rods, which could otherwise lead to uneven motion and increased wear. Consequently, the B block is generally limited to strokes of 3.38 inches in stock configurations, supporting displacements up to cubic inches, though modifications can extend this to around 3.91 inches before structural compromises arise. In contrast, the RB accommodates strokes starting at 3.75 inches stock and can handle up to 4.50 inches in high-performance stroker builds, facilitating larger displacements like 440 cubic inches while maintaining favorable rod ratios. The RB block is also dimensionally broader at the manifold mounting face, approximately 0.58 inches wider than the B, to align with the elevated position and taller overall structure. This results in the RB block weighing roughly 10 pounds more than its B counterpart in bare form, contributing to a slightly higher overall mass. Despite these structural variances, many components exhibit strong interchangeability between the B and RB series, promoting versatility in engine building. Cylinder heads bolt directly to either block without modification, as the head bolt patterns and port configurations remain identical. Most internal parts, including pistons, connecting rods, and elements (with adjustments for rod length), can be swapped provided and compression heights are compatible. However, the and exhaust manifolds are not interchangeable; RB-specific manifolds are required to match the wider and taller deck, while pushrods must be longer for the RB's raised location to ensure proper geometry. These differences underscore the RB's orientation toward higher-displacement applications, while the more compact B suits lighter-duty or space-constrained installations.

B-Series Variants

350

The 350 (5.7 L) B engine was the entry-level offering in Chrysler's new big-block V8 family, introduced for the 1958 model year as a replacement for earlier polyspherical-head and Hemi designs. With a bore of 4.0625 inches and the shortest stroke in the B series at 3.375 inches, it emphasized economy-oriented tuning through conservative cam profiles and optional two-barrel carburetion, while sharing the same basic block architecture as larger B variants like the 361 and 383. Produced exclusively in 1958, the engine powered entry-level full-size cars including the Plymouth Fury, Dodge Custom Royal, and DeSoto Firesweep, where it delivered reliable performance without the high-revving demands of performance-oriented big blocks. The base two-barrel version produced 280 horsepower at 4,600 rpm and 380 lb-ft of torque at 2,400 rpm, with a compression ratio of 10.0:1; four-barrel configurations in select applications boosted output to 295-305 horsepower. As a one-year engine, the 350 was quickly phased out in favor of the slightly larger 361 variant for applications, while its role in passenger cars diminished due to overlap with the more efficient and lighter new LA-series small-block V8s introduced in 1964.

361

The 361 (5.9 ) B featured a bore of 4.125 inches and a of 3.375 inches, with a reaching up to 10.0:1. Depending on the configuration, it delivered between 265 horsepower from the two-barrel version and 305 horsepower from the four-barrel variant, emphasizing torque for practical applications. Introduced in 1958, the 361 remained in production until 1978, making it the longest-running variant in the B-series lineup and a standard engine in trucks for medium-duty tasks. Its durable construction proved particularly robust for towing and hauling in trucks and mid-size , while optional two-barrel or four-barrel carburetion allowed flexibility for efficiency or performance needs. Industrial versions were adapted for generators and other stationary equipment, highlighting its versatility beyond automotive use. The 361 shared a similar core architecture with the smaller 350, but with increased displacement for greater low-end power suitable for work vehicles. Throughout the , it underwent mild revisions, including adjustments to intake and exhaust systems to comply with early emissions regulations. By its final year in 1978, output was rated at 185 net horsepower to accommodate stricter standards and unleaded fuel compatibility.

383

The Chrysler 383 cubic inch (6.3 L) B engine, part of the B-series with a 9.6-inch deck height, featured a bore of 4.25 inches and a stroke of 3.375 inches. An early RB-block version (raised deck, 10.145 inches) with 4.031-inch bore and 3.75-inch stroke was produced briefly in 1959-1960 for Chrysler full-size cars, but the standard B-block 383 was introduced in 1960 as the primary variant. Produced from 1960 to 1971, the B 383 powered a wide range of Chrysler, Dodge, and Plymouth vehicles, including full-size cars like the Dodge Polara and Plymouth Sport Fury, as well as muscle cars such as the Dodge Charger and Plymouth Road Runner. Compression ratios varied from 10:1 early on to 8.5:1 by the late 1960s for emissions compliance. Power outputs ranged from 330 gross horsepower and 460 lb-ft of torque in high-performance two-four-barrel configurations (1960-1961) to 335 horsepower with the Magnum intake in 1968-1971; base two-barrel versions produced around 270-290 horsepower through the mid-1960s, dropping to 250 net horsepower by 1971. The B 383's wedge combustion chambers and five-main-bearing design provided a balance of performance and durability, with optional four-barrel or dual-quad carburetion enhancing its versatility for both daily driving and applications. It shared many components with other B engines, facilitating easy upgrades, and was phased out in 1971 in favor of the larger-displacement for continued big-block use in passenger cars.

400

The Chrysler 400 represented the largest displacement variant in the B-series engine family, with a capacity of 400 cubic inches (6.6 L). It achieved this through a bore of 4.34 inches and a stroke of 3.375 inches, the latter dimension shared with smaller B engines such as the 383 for manufacturing consistency. Introduced in as a replacement for the 383 in full-size passenger cars, the 400 was designed to deliver enhanced low-end torque suitable for heavier vehicles while meeting early federal emissions requirements. Production continued through 1978, making it the final B-series offering before shifted focus to smaller, more efficient powerplants. Key specifications included a of 8.2:1, which supported compatibility with unleaded fuel and reduced emissions output. In its base two-barrel configuration for 1972, the engine produced 190 horsepower at 4,400 rpm (net rating). A four-barrel version offered slightly higher output at 255 horsepower (net). The block employed thin-wall casting methods to reduce overall weight by approximately 50 pounds compared to earlier castings, aiding vehicle handling and fuel economy. It was exclusively mated to Chrysler's three-speed in production applications. The 400's legacy is marked by its abbreviated production span, curtailed by the that accelerated demands for better and stricter (CAFE) standards starting in 1975. Unlike some B-series engines, it saw limited adoption in trucks and was phased out entirely by 1978 as prioritized lighter LA-series V8s for compliance and market shifts.

RB-Series Variants

383

The RB 383, often referred to as the "" engine, was a short-lived variant of the B/RB engine family, introduced to meet immediate production needs for a 383 (6.3 L) V8 while the shorter-deck B-block line was being established. Unlike the later B-block 383, which utilized a 4.25-inch bore and 3.375-inch stroke, the RB 383 employed a narrower 4.031-inch bore and longer 3.75-inch stroke to achieve the same displacement, allowing it to share and other components with the larger 413 RB engine. This design was a temporary solution, as 's Trenton Engine prioritized RB block production initially. Produced exclusively from 1959 to 1960, the RB 383 served as the standard powerplant in full-size models, including the Windsor and Saratoga series, where it provided robust performance for luxury sedans and coupes. In base Windsor applications, it featured a of 10.1:1 and delivered 305 gross horsepower at 4,600 rpm with a two-barrel , paired with 410 lb-ft of at 2,400 rpm. The Saratoga variant offered an upgraded four-barrel configuration, boosting output to 325 horsepower and 425 lb-ft of at 2,800 rpm while maintaining the same compression, emphasizing smooth power delivery suited to the era's push-button automatic transmissions. Over 100,000 units were built during its brief run, reflecting 's rapid shift to the more versatile B-block equivalent once production capacity allowed. A key distinguishing feature of the RB 383 was its raised-deck block architecture, with a deck height of 10.145 inches compared to the B series' 9.6 inches, which facilitated improved breathing through larger intake ports and runners for enhanced . This tall-block design also supported optional "big-block" style tuning, including larger valves (up to 2.14 inches intake) and dual-quad setups in select high-output applications, though such configurations were rare and typically reserved for the concurrent 413 RB. The engine's combustion chambers contributed to its efficiency, with the longer providing strong low-end ideal for heavy luxury cars, while the shared RB family heads and manifolds offered compatibility with future upgrades. Despite its potential, production ceased after 1960 as the B-block 383 took over, rendering the RB version a collector's curiosity today.

413

The Chrysler 413 cubic inch (6.8 L) RB engine, introduced in 1959 as the largest displacement in the initial RB lineup, featured a bore of 4.1875 inches and a of 3.75 inches, enabling a torque-oriented well-suited for heavy-duty use. This configuration, with a of 10:1 in early variants, produced between 340 and 380 horsepower while prioritizing low-end output reaching 470 lb-ft, making it ideal for towing and hauling demands. Production of the 413 spanned 1959 to 1966 in early RB form, primarily for commercial vehicles, before being reintroduced in 1970-1971 specifically for applications to meet ongoing demand for robust powerplants, though later versions were detuned for emissions to around 180 net horsepower. Key to its truck-oriented engineering were heavy-duty features like reinforced aluminum bearings and strengthened connecting rods, which enhanced durability under high-load conditions such as those in medium- and heavy-duty D-series pickups and Power Wagons. The RB block's raised deck height further accommodated the longer 3.75-inch stroke, distinguishing it from the shorter-stroke 383 RB by emphasizing over balanced power delivery. Beyond automotive roles, the 413 saw extensive industrial adaptations, including marine variants for boats and stationary power units for generators and pumps, where its reliable characteristics proved advantageous through the 1970s.

426 Wedge

The Chrysler 426 Wedge was a high-performance iteration of the RB-series big-block , featuring a displacement of 426 cubic inches (7.0 L) achieved through a bore of 4.25 inches (108 mm) and a of 3.75 inches (95 mm). This engine represented an evolution from the 413 cubic-inch RB block by increasing the bore size, allowing for greater airflow and power potential while maintaining the core combustion chamber design. Introduced in 1963, the 426 Wedge was developed primarily to homologate Chrysler's racing efforts in , where production-based engines were required for competition eligibility. Production continued through 1965, with the engine powering limited-run performance models like the and , before being phased out in favor of subsequent RB variants. Key features included enlarged and exhaust ports optimized for high-RPM operation, forged internals for durability under racing stresses, and in race configurations, a distinctive cross-ram manifold that mounted dual four-barrel carburetors for superior . The 426 was offered in two primary variants: the street-oriented version with a 10.7:1 , single four-barrel , and factory-rated output of 365 horsepower at 4,800 rpm and 470 lb-ft of torque at 3,200 rpm; and the race-focused Max Wedge, available in high-compression (12.0:1 or 12.5:1) setups rated at up to 425 horsepower with dual-quad induction for drag and applications. These configurations emphasized the engine's role as a bridge between street and motorsport dominance during the early era.

440

The 440 cubic inch (7.2 L) RB engine served as the largest and most prolifically produced variant in the RB series, manufactured from 1966 to 1978 and powering a wide array of Corporation vehicles, including full-size sedans, muscle cars, and trucks. As the pinnacle of the , it emphasized robust low-end and versatility for both street and heavy-duty applications, outlasting other RB displacements due to its adaptability across the lineup. With a bore of 4.32 inches and a of 3.75 inches, the 440 achieved its displacement through these dimensions, paired with a of 10.1:1 in early high-performance iterations. The standard four-barrel version delivered 375 horsepower, marketed under brand-specific codes such as TNT for models, Super Commando for Plymouths, and Magnum for Dodges. Its standout high-performance option, the Six Pack, utilized a distinctive triple two-barrel induction system to produce 390 horsepower and 480 lb-ft of torque, appealing to enthusiasts seeking enhanced throttle response without the complexity of hemispherical heads. Over its production run, the 440 shared core internals like the raised-deck block and design with the 426 , facilitating parts commonality in Chrysler's big-block lineup. However, escalating emissions regulations in the prompted significant detuning; by 1978, net horsepower ratings had dropped to , reflecting reduced compression and altered cam profiles to meet federal standards.

Applications

Automotive Uses

The Chrysler B and RB engines were widely applied in full-size passenger cars, where the 413 and 440 variants powered models such as the from 1959 to 1978, while the 361 and 383 variants powered the over the same period. These engines provided robust performance for luxury sedans and coupes, contributing to the vehicles' reputation for smooth power delivery in daily driving and highway cruising. In the segment, the 426 Wedge engine powered the , while the powered iconic models like the , produced between 1968 and 1971. These applications emphasized high-torque output for acceleration and drag strip performance, helping define the era's high-performance automotive culture. The Road Runner, in particular, offered the 440 as a standard or optional engine in its base and high-performance trims, balancing affordability with potent V8 capability. For intermediate-sized vehicles, the 383 engine was commonly installed in the Dodge Coronet and Plymouth Satellite, enhancing their sporty appeal without the bulk of full-size platforms. This configuration allowed for agile handling paired with substantial power, making these cars popular among enthusiasts seeking a blend of practicality and performance.

Commercial and Industrial Uses

The B and RB engines found extensive use in commercial truck applications, particularly in 's D-series pickups, where the 361 cu in and 413 cu in variants provided robust power for medium- and heavy-duty hauling from the late through the . The 361, introduced in 1958, was commonly fitted in D-series models for its balance of and reliability in pickup configurations, while the larger 413 RB powered heavier D-series trucks and continued in service into the for demanding freight and tasks. These engines shared core architecture with passenger platforms but featured reinforced components for prolonged operation under load. In medium-duty commercial vehicles, B and RB engines powered Dodge's 600-series trucks, such as the C600, with the 361 cu in V8 serving as a standard option in models from the onward for cab-forward designs suited to urban delivery and regional . For vans, the B-series utilized 400 cu in and 440 cu in B/RB V8s starting in the mid-1970s, particularly in B200 and models, where they offered superior pulling power over smaller engines for cargo and tradesman duties. The 440 cu in engine was a staple in motorhomes from 1966 to 1978, often derated for extended highway cruising and RV demands, powering Class A and Class C vehicles with its inherent durability. Industrial derivatives of the 413 and , including the HT413 variant, were adapted for stationary generators and units, featuring modifications like gear-driven timing for continuous operation in and roles. In marine applications, offered 413 cu in engines rated at around 280 hp for boats, notably in Chris-Craft models during the early when supply issues prompted their use as alternatives to other powerplants. These high-torque configurations, producing up to 400 lb-ft in variants, proved well-suited for capacities exceeding 10,000 lbs in commercial setups, underscoring their reputation for rugged longevity.

Performance and Legacy

High-Performance Versions

The Max Wedge represented Chrysler's initial foray into factory high-output B/RB engine configurations, debuting in 1962 as a 413-cubic-inch variant rated at 410 horsepower in its lower-compression form or 420 horsepower at 13.5:1 compression, featuring a distinctive cross-ram manifold with dual four-barrel Carter AFB carburetors for optimized high-rpm performance. Designed specifically for drag strip dominance, this setup included aggressive solid-lifter camshafts, high-flow heads, and reinforced internals to handle extreme loads, enabling factory cars like the Plymouth Super Stock and to shatter NHRA quarter-mile records in the Super Stock class. By 1963 and 1964, the displacement increased to 426 cubic inches, with output climbing to 425 horsepower in the Stage III iteration, maintaining the dual-quad carburetion and further refining the ram induction for peak around 4,800 rpm. These engines powered intermediate models through 1964, amassing low-12-second elapsed times stock, a feat that underscored their role in establishing the muscle car era's performance benchmarks. Building on the Max Wedge foundation, Chrysler offered Super Stock variants of the 413 and 426 engines tailored for NHRA , where factory tuning pushed output beyond advertised figures, with real-world performance estimated at around 500 horsepower in race configurations, through aluminum cross-ram intakes, larger valves, and unrestricted exhaust systems. These race-prepped units, often labeled Stage II or III, featured 12.5:1 compression ratios and radical cam profiles, allowing Super Stock-class to achieve sub-12-second quarter-miles while complying with period displacement limits of 427 cubic inches. Deployed in minimal-production drag specials, the Super Stock engines emphasized durability for repeated high-stress runs, with reinforced blocks and oiling systems derived from the RB architecture to sustain 6,000-plus rpm shifts. The B-series 383 ci engine was also tuned for high performance, producing up to 335 horsepower and 425 lb-ft of in applications like the 1968 and , offering 0-60 mph times around 6 seconds and contributing to Chrysler's lineup with its balance of power and affordability. Later in the decade, the 440-cubic-inch RB variant received high-performance treatment via the Six Pack (or TNT in Chrysler branding) package from 1969 to 1971, incorporating three two-barrel Holley carburetors on an aluminum Edelbrock intake for a rated 390 horsepower and 490 pound-feet of . This setup, with 10.5:1 compression and a high-lift hydraulic cam, delivered superior mid-range punch over the standard 375-horsepower 440 four-barrel, powering iconic muscle cars such as the A12, , and to 0-60 mph times under seven seconds. The Six Pack's design prioritized street usability with tunable jets for emissions compliance, yet retained racing potential through forged pistons and robust seven-main-bearing construction, making it a staple in factory hot rods until tightening regulations curtailed production. In racing applications, the 426 Wedge variants, particularly the Max Wedge and Stage II configurations, propelled Chrysler to dominance in 1960s NASCAR Grand National events, securing numerous victories in 1962 and 1963 before the Hemi's 1964 debut shifted the paradigm. These engines' wedge combustion chambers and ram-air intakes enabled top speeds exceeding 160 mph on superspeedways, outpacing rivals like Ford's 427 until homologation rules prompted the Hemi transition, cementing the RB family's legacy in stock car competition.

Modern Reproductions and Crate Engines

In the , the Chrysler RB-series engines, particularly the 440 variant, have seen renewed interest through aftermarket engines and stroker kits that build on their robust design. Performance offers complete 440 engines rated at over 450 horsepower, such as the 440 Street producing 520 horsepower and 550 lb-ft of , designed for direct installation in classic vehicles. These assemblies typically include forged internals and aluminum heads for enhanced reliability and power, while stroker kits from specialists like 440 Source allow builders to increase displacement to 512 cubic inches using a stock RB block as the foundation, delivering up to 650 horsepower in street-strip applications. Restoration and hot rod communities have embraced RB engines for their versatility in custom projects, with aluminum block reproductions emerging in the 2000s to reduce weight without sacrificing strength. Companies like Bill Mitchell Products produce 440 Wedge-style aluminum blocks from 357-T6 alloy, weighing significantly less than original cast-iron versions while supporting high-performance builds up to 1,000 horsepower. This trend reflects the engines' enduring popularity in s, where restorers prioritize period-correct aesthetics combined with modern durability for vehicles like 1960s muscle cars. Contemporary updates focus on EFI conversions and emissions-compliant configurations to ensure street legality in regulated areas. Throttle-body and multi-port EFI systems from Howell and Edelbrock adapt the RB's intake manifold for electronic fuel delivery, improving throttle response and cold-start performance while meeting basic emissions standards in many states through CARB-executable options. Assembled crate engines start at around $8,000, with premium stroker variants exceeding $10,000, and these powerplants continue to feature in high-profile custom builds showcased at events like the 2025 SEMA Show.

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