The "B" series wedge engine was introduced in 1958 in two versions:
Mopar then came out with a new "B" series 383 CID engine.
It was brought to the public in 1968.
Installed in the Road Runners and Super Bees of that year, it
was the largest performance surge to take place in a
production car since the early 1960's.
A "B" series 400 CID engine (a 383 CID engine with 4.34 bore)
was offered in 1972.
Over 3,000,000 383 CID engines were produced through 1971
Identification marks on the "B" engine are located on the
right-hand (passenger) side of the block deck adjacent to the
distributor.
All "B" and "RB" engine cylinder heads are interchangable.
The only problem arises in trying to use Stage I, II or III
Heads (413-426 Max-Wedge) on the 383 or 400 "B" engine because
there is no intake manifold available for this combination.
There have been many "B" engine heads since 1958.
The early "B" engine (up to 1961) used a head with 1.95"
intake valves and 1.60" exhaust valves. "B" engine heads
(up to) 1963 had only four valve cover attaching bolts and used
aluminum rocker shaft attaching brackets. The standard 1962 head
had a 2.08" intake valve but retained the 1.60" exhaust valve.
Several early "B" engine high performance heads, like the 300J
Head, used a 2.08" intake valve and a 1.74" exhaust valve.
In 1963 and 1964, the six cover attaching bolts and cast-in
rocker stands were introduced and are still in use today.
Below is an incomplete listing of part numbers for custom valve covers
from Mopar:
Basic Blocks
Pistons and Pins:
The above mentioned forged pistons with dome are
precision-ground.
Click Here for Ring Specifications.
Camshaft:
Vibration Damper:
Timing Chain and Sprockets:
Connectin Rods:
Connecting Rod Bearings:
Oiling:
CFM and Manifolds
CFM and Camshafts
CFM and Cylinder Heads
CFM and Exhaust
CFM and Engine Control
Expect 0.1% to 0.5% loss in Torque for each 1 degree error in spark
timing advanced or retarded from best timing. Also, detonation will
occur with spark advanced only 3 degrees to 5 degrees over best timing
and detonation will cause 1% to 10% torque loss, immediately,
and engine damage if allowed to persist.
ICQ UID: #1220946
The Mopar big block engines can broken down into 2 groups:
Ralph M. Bohm
The "B" series engine or Lo-block.
The "RB" series engine or raised (Hi) block.
However, each bore size requires a different block casting.
350 CID
361 CID
Several years later, by around late 1963, this engine
established a reputation for one of the highest performance
engines available at the time.
In 1964, however, the advent of the 426 CID "Hemi" took the
spotlight until 1969 thru '71 when the "B" engine, and "RB"
engine as well, came back to the forefront.
During these years, the "B' and "RB" engines became one of the
most popular high-performance engines ever produced.
Parts replacement information such as undersize crankshaft
is located next to the engine size.
Basic Engine Specifications
BORE
StrOKE
C.I.D.
"B" Engine
n/a
x
3.38
350
4.12
x
3.38
361
4.25
x
3.38
383
4.34
x
3.38
400
Valve Trains
Valves:
more information forthcoming
Valve Rockers:
more information forthcoming
Push Rods:
more information forthcoming
Valve Lifters:
more information forthcoming
Valve Covers:
All "B" and "RB" engine valve covers are interchangable
if not factoring in the positioning of the filler, pcv valve,
and other openings.
Chrome package
P4120609
Blue Anodized aluminum
P4286803
Valve cover dress-up package
P4120272
Chrome-plated breather cap
P4120446
Bottom-vented breather cap
P4349046
Valve cover gasket set
P4120101
Crankshaft:
more information forthcoming
Main Bearings:
more information forthcoming
The 383 CID and 440 CID engines in 1968 uses a piston that is
.034" higher in the bore than the 1967's.
These pistons installed in a '67 engine will raise it's
compression ratio. All 383 CID engines use a 770 gram piston.
The 400 uses a 768.5 gram piston.
All "B" and "RB" engines use a 1.09" diameter piston pin
which is pressed into the rod.
Mopar Part No's
383 CID Engines
Standard Sized
P3690827
.030" Oversized
P3690828
.060" Oversized
P3690829
400 CID Engines
Standard Sized
P3690830
.030" Oversized
P3690831
.060" Oversized
P3690832
To obtain maximum performance from these pistons, they should
be fitted as close to .008" clearance as possible as tighter
clearances risk piston scuffing.
more information forthcoming
more information forthcoming
Camshaft Specifications
Valve Lash
Cam I.D.
Duration
Overlap
Design Lift @ Valve
Cam Int. Centerline @ Retainer
Int.
Ex.
P3690214
Stree Hemi Gr.-108
284
-
.471/.474"
106
zero
n/a
P3412073
SSH-25-108.5
286
-
.485"
108
zero
n/a
P3690812
SSH-44-108
292
-
.510"
106
zero
n/a
P4007277
D.C. Stock "Cheater"
352/380
-
.467/.483"
108
zero
n/a
P4120235
D.C. 284-108
284
-
.484"
108
zero
n/a
P4120237
D.C. 292-108
292
n/a
.509"
108
zero
n/a
P3690816
Stage II-115
300/308
-
.518"
110
.028"
.032"
more information forthcoming
more information forthcoming
more information forthcoming
more information forthcoming
more information forthcoming
Click Here for Table of Contents
Manifolds must be sized to match the application. Because
manifolds are made for specific engines, select manifolds
based on the RPM range.
With the proper carburetor and manifold, it is possible to select a
cam that loses 5% to 15% of the potential HP. These losses come
from the wrong lift and duration which try to create air flow that
does not match the air flow characteristics of the carburetor,
manifold, head and exhaust so volumetric efficiency is reduced.
An increase in camshaft lobe duration of 10 degrees will move
the HP peak up 500 RPM but watch out, it may lose too much HP at
lower RPM.
Usually, cylinder heads are the limiting component in the whole
air flow chain. That is why installing only a large carburetor
or a long cam in a stock engine does not work. When it is not
possible to replace the cylinder heads because of cost, a better
matching carburetor, manifold, cam and exhaust can increase
HP of most stock engines by 10 to 15 points. To break 100%
Volumetric Efficiency, however, better cylinder heads or
OEM “HO” level engines are usually needed.
An engine must exhaust burned gases before it can intake the next
fresh charge. Cast iron, log style manifolds hamper the
exhaust process. Tube style exhaust systems are preferred.
But headers are often too big, especially for Performer and
Performer RPM levels. Improving an engine’s Volumetric
Efficiency depends on high exhaust gas velocity to scavenge
the cylinder but this will not happen if the exhaust valve dumps
into a big header pipe. On the newer computer controlled vehicles
it is also important to ensure that all emissions control
devices, and especially the O2 sensor, still work as intended.
Spark timing must be matched to Volumetric Efficiency because
VE indicates the quantity and quality of charge in each
cylinder on each stroke of the engine. Different engine families
require distinctly different spark advance profiles. And even
engines of equal CID but different CR require their own unique
spark advance profiles.
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Last updated:
By
Ralph M Bohm
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