Big Block Mopars

B   Engines = 350*/361/383/400
RB Engines = 383*/413/426W/426H/440
* As rare as a free Steak Dinner. I've seen a 350, but never the RB 383.
The 451s as most will know, is not a production engine. It is a crafty mating of a 400 B and the 440 RB.

SIZE EQUIVALENTS
350 = 5.7L
361 = 5.9L
383 = 6.3L
400 = 6.6L
413 = 6.8L
426 = 7.0L
440 = 7.2L

IDENTIFICATION MARKIINGS
B engines ID stamping will be found on the passenger side next to the distributor.
RB engines will have their ID stamping on a boss on the left front of the engine

BLOCK CASTING #s
1852029     413     '62
2120529     413     '59-'65
2205697     413     '59-'65
2205697     426W  '64
2406730     426W  '63-'65
2468030     413
2568130     383      '59-'71
2468330     Hemi*   '64-'71    Cross bolted mains
2432230     426W   '64-'66
2536430     440      '66-'72
2658836     426      
3614230     400      '71-'72
3698630     400      '73-'78
3698830     440      '73-'78
4006530     400      '76-'78
4006630     440      '78

HEAD CASTING #s
2206324  361/383/413   '60-'62
2402286        413*        '62        *Max Wedge
2406516     361/383      '64-'67
2406518        426*        '64        *Max Wedge
2463200  361/383/413   '63
2463209        426*        '63        *Max Wedge
2780915        440*        '67        *Closed Chamber
2843906     383/440      '68-'70
3462346  383/400/440   '71-'73
3751213     400/440*     '73        *Motor Home
3769902     400/440      '74
3769975     400/440      '75
4006452     400/440      '76-'78

I will not list chamber volumes because there is just too much variance when dealing with production tolerances. Tolerances can be so bad, that a single head can have variances between chambers. Much less head to head. So we'll leave this be as the only way to know for sure is to measure it yourself.


INTERCHANGE
Head interchangability is complete between B/RBs. Even Max Wedge heads will bolt on. But the MW heads have no heat cross-overs, and the manifold to match it's huge ports are not available through the after market. They are also difficult to find on the used market.

PECULIARITES
Valve sizes gradually inceased through the years. The original '58-'61 B/RB heads had 1.95"/1.60" valves. In '62 the intake valve was increased to 2.08", but the exhaust valve remained 1.60". With the exeption of the "J" heads, which were nicknamed for the car they were introduced in, the Chrysler 300 J, in late '62. They were equipped with 2.02"/1.60" valves. Heads through '66 retained the 1.60" exhaust valve, with the exception of the Max Wedge heads (1.88") and the "J" heads (1.74"). '67 introduced the standard head we are all used to (2.08"/1.74"). Albeit the '67 915 casting head was equipped with the closed chambers of the older heads, making them desireable heads for increasing compression. '68 introduced the more common large valved open chamber heads.

Another oddity, is the 4 bolt valve covers. All texts I've ever seen says the 4 bolt rocker covers lasted through the '63 model year. Yet I have a '63 200 casting off a 361 that has the 6 bolt cover. Let's just say that it changed sometime in '63.

The early heads also have aluminum rocker shaft retaining brackets. they were used at least through '63, as my 200 castings are equipped with them. According to text I've seen, '64 introduced the cast in rocker pedastal.  

ROD CASTING #s
1737692     383      '62-'71
                400      '72-'74
2406395     413      '62-'64
2406886     426W*  '63-'64    *Stage II & III
1851535     413      '62-'65
                426W   '63-65
                440*     '66-'69    *69 1/2 6bbl same casting # as regular 440 but Manaflux inspected
                440*     '70-'74    *Except High performance
2951908     440*     '70-'74    *High performance

CRANK CASTING #s                

DISTRIBUTOR
All B/RB/Hemis have their distributors at the front of the block at an angle towards the passenger side. All have a 1-8-4-3-6-5-7-2 firing order. #1 piston being the front cylinder on the driver's side. And all numbers on diver's side are odd #s, passenger side has even #s. All have a counter clockwise rotor rotation. RB distributors are a touch longer than B distributors.

TORQUE SPECIFICATIONS
Head Bolts
B/RB = 70 lb/ft
Hemi = 75 lb/ft

Intake Manifold
B/RB = 50 lb/ft
Hemi = 8 center screws (4 each side) 72 lb/in, all others 48 lb/in

Exhaust Manifolds
B/RB = 30 lb/ft
Hemi = 35 lb/ft

Rocker Arm Shafts
B/RB = 25 lb/ft
Hemi = 30 lb/ft

Connecting Rod Cap Bolts
B/RB = 45 lb/ft
Hemi = 75 lb/ft

Main Bearing Bolts
B/RB = 85 lb/ft
Hemi = 100 lb/ft

Flywheel to Crank Bolts
B/RB = 55 lb/ft
Hemi = 70 lb/ft

Dampener Bolt
All = 135 lb/ft

BLOCK DECK HEIGHTS
B = 9.98"
RB/Hemi = 10.725

BORE
350 = 4.06
361 = 4.125
383B = 4.25
383RB = 4.03
400 = 4.34
413 = 4.188
426 = 4.25
440 = 4.32

STROKE
B = 3.38
RB/Hemi = 3.75

MAIN BEARING JOURNAL
B = 2.625
RB/Hemi = 2.750

ROD JOURNAL
B/RB/Hemi = 2.375-2.380

ROD LENGTH
B = 6.358
RB = 6.768
Hemi = 6.86

ROD WEIGHTS

ROD WRIST PIN DIAMETER
B/RB = 1.0936
Hemi = 1.0311

WRIST PIN TYPE

ROD BIG END WIDTH

PISTON COMPRESSION HEIGHT*
The distance between the centerline of the piston pin and the top of the piston or crown. Not to include the dome or dish.  
B = 1.932
RB = 2.082
*These #s are "theoretical" to achieve 0.00 piston to deck clearance with a true blue print 9.98" B/10.725 RB crank centerline to deck height with the Their respective rods. Not the actual #s you will use in your build. Bear in mind, there is a minimum piston to head clearance # specified for B/RBs. These numbers will not be cast in stone, as there is a high probability of casting irregularities, previously milled blocks and heads, etc., that will further reduce workable compression heights. But the minimum piston to head clearance, should be adhered to. As with any quality build, these #s (along with piston to valve clearance) should be verified, especially with high compression mills, and high lift cams.

To figure out the piston compression height. Use this formula:
A - B - C - D - E = F
A = deck height
B = rod center to center length
C = 1/2 the crank throw
D = gasket compressed height
E = minimum head clearance (crucial when installing closed chambered heads, there is no room to play with as in regular open chamber heads)
F = maximum compression height. This # can exceed the deck height somewhat in high comp mills with open chambered heads. The early 340s had flat tops with O/C heads that exceeded their deck heights, but they still had a minimum piston to head clearance that had to be adhered to.

Example: 440 with closed chamber 915 castings. the 440 has a block deck height of 10.725.
(A)10.725 - the rod length of (B)6.768 = 3.975
Now 3.975 - half the crank throw (C)1.875 = 2.082
Now 2.082 - your compressed gasket height, let's say (D).039 = 2.043.
Now 2.043 - your minimum piston to head clearance, let's say (E).055 = (F)1.988. This would be your maximum piston compression height assuming the block has not been decked below the factory blueprint. This would change the maximum P.C.H. (centerline of pin to crown of piston) not to include domes or dishes. Obviously, there is more room to play with when dealing with open chambered heads. Most engine builders use modeling clay to verify piston to head #s.

[glow=red, 2, 300]THIS IS WHY IT IS IMPORTANT FOR YOU TO GET MEASUREMENTS FROM YOUR MACHINIST[/glow].

Too many people claim to have X compression, when they can not actually verify the number. It is impossible to dial in compression based on the piston makers claims of "10.0 compression with this model piston". There are way too many variables to approach engine building in this fashion. If this approach is taken, it will lead to an engine no better than the one you started with. May be more powerful than before, but we all start these build-up projects to correct Chrysler's short comings, not follow them. They had an excuse, they were building tons of them. While we are only building one.

PISTON WEIGHT STOCK CONFIGURATION
383 - 770 grams / 27.18 oz
400 - 768.5 grams / 27.12 oz
440 - 857.5 grams / 30.26 oz     '67-'71
440 6bbl 864 grams / 30.49 oz

CRANK MATERIALS

ROD MATERIAL

BLOCK MATERIAL

BELL HOUSING
bell housings are typical to B, RB, and Hemi engines. They do not share bolt patterns and starter location with LAs or the IL6.

MANIFOLDS
Interchange of manifolds are somewhat limited between B/RB engines. RBs having taller decks than Bs, means they have wider manifolds, and will not swap between different deck heights. B engines can swap with other B engines, and RBs can swap with other RBs. There are however, adapters to use the B intake on an RB engine. But that would just give you 2 more possible vacuum leak areas, so why bother. Hemis are a totally different story, as they have symmetrical intake ports and B/RB engines have siamesed ports. They are not interchangable at all.

Again, a work in progress. Typing is not my strong point so I can only do a bit at a time. Jay, if you read this, feel free to add to it as I'm sure you can come up with the needed information. My BB memory banks still have some blank discs, and my reference material is not too extensive on BBs.......Los