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 RB/B, LA Cylinder Head Casting Numbers

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Evil_Fury
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PostSubject: RB/B, LA Cylinder Head Casting Numbers   Sat Nov 19, 2011 5:02 am

RB/B, LA Cylinder Head Casting Numbers
The casting numbers for most RB, B, LA heads are found in two places. On the underside of the head on an intake runner, and under the valve cover on an intake runner.

Casting Number Under Valve Cover on Intake Runner.



Casting Number on the Underside of Head on Intake Runner.



Slant 6 Engine Cylinder Heads Casting Numbers

Casting Number______Engine CID______Year____Intake/Exhaust
2206035______________ 170/225_______1962-65_____1.62/1.36
2843169_____________170/198/225_____1966-74_____1.62/1.36
3698995_______________198/225________1972______1.62/1.36
3614850_______________198/225_______1972-73____1.62/1.36

LA Engine Cylinder Heads Casting Numbers

Casting Number______Engine CID______Year____Intake/Exhaust
2465315_________________273_________1964-65_____1.78/1.50
2532080_________________273_________1964-65_____1.78/1.50
2536178_________________273__________1966_______1.78/1.50
2658234_________________273__________1966_______1.78/1.50
2658920_______________273/318_______1966-67_____1.78/1.50
2843675_______________273/318_______1968-74_____1.78/1.50
2268341_________________318_________1962-67_____1.84/1.56
2658234_________________318__________1967_______1.78/1.50
2843675_________________318_________1968-74_____1.78/1.50
3769973_________________318_________1975-83_____1.78/1.50
4027163_________________318_________1977-86_____1.78/1.50
4027593_________________318_________1977-84_____1.78/1.50
4323302_________________318 Fast Burn 1985-86_____1.78/1.50
4323345_________________318 Police____1983-86_____1.78/1.50
2531894_________________340_________1968-70_____2.02/1.60
3418915_________________340TA________1970_______2.02/1.60
3418915_________________340_________1971-72_____1.88/1.60
3671587_________________340___________1973______1.88/1.60
3418915_________________360_________1970-72_____1.88/1.60
3671587_________________360_________1973-74_____1.88/1.60
3769974_________________360_________1975-76_____1.88/1.60
3671587_________________360__________1976_______1.88/1.60
4027569_________________360_________1977-86_____1.88/1.60

RB/B Engine Cylinder Heads Casting Numbers

Casting Number______Engine CID______Year____Intake/Exhaust
4021051_________________360_________1977-86_____1.88/1.60
1737637_________________361_________1958-59_____1.94/1.60
1944705_________________361_________1958-59_____1.94/1.60
1737637_________________383__________1960_______1.94/1.60
2206324_____________361/383/413_____1961-62_____2.08/1.60
2206924_____________361/383/413_____1961-62_____2.08/1.60
2463200_____________361/383/413______1963_______2.08/1.60
2406516___________361/383/413/426___1964-67_____2.08/1.60
2408520_________________413__________1964_______2.08/1.60
2402557______________413 - 300J_______1963_______2.08/1.74
2402286__________413/426 Max Wedge__1962-63_____2.08/1.88
2463209____________426 Max Wedge_____1963_______2.08/1.88
2406518____________426 Max Wedge_____1964_______2.08/1.88
2406158______________383/440_________1967_______2.08/1.60
2780915______________383/440_________1967_______2.08/1.60
2780915_______________440HP__________1967_______2.08/1.74
2843906______________383/440________1968-70______2.08/1.74
2951250________________440___________1968________2.08/1.74
3462346____________383/400/440______1971-72______2.08/1.74
3462346______________400/440_________1973_______2.08/1.74
3751213__________400/440 Motor Home__1973_______2.08/1.74
3769902______________400/440_________1974_______2.08/1.74
3769975______________400/440_________1975_______2.08/1.74
4006452______________400/440________1976-78_____2.08/1.74

Hemi Engine Cylinder Heads Casting Numbers

Casting Number______Engine CID______Year____Intake Exhaust
2468016______________426 Hemi________1964_______2.25/1.94
2531110_______426 Hemi (SS) - Aluminum_1965_______2.25/1.94
2780559______________426 Hemi_______1966-71_____2.25/1.94

B/RB Cylinder Block Casting Numbers

1852029 413 RB Truck &1962 Max Performance
2120529 413 RB 59-65
2205697 413 RB 59-65 Pass. Veh.
2205697 426 RB 64 Pass. Veh.
2406730 426 RB 63-65 Wedge & Max Perf. Wedge
2432230 426 RB 64-66 Wedge & Max Perf. Wedge
2468030 413 RB
2468330 426 RB 64-71 426 Hemi (Stage I & II)
2536430 440 RB 66-72
2568130 383 B 59-71 (Full Series)
2658836 426 RB Commercial
3614230 400 B 71-72 (Full Series)
3698630 400 B 73-78 (Full Series)
3698830 440 RB 73-78 (Full Series)
4006530 400 B 76-78 (Full Series)
4006630 440 RB 1978

B/RB Intake Manifold Casting Numbers

Casting # Application
1827899-1 1958- 350/361/383 (Dual Quad)
2408156 1963 Max Wedge NASCAR Single Plane
2806178 1968-69 440 4bbl
2806301 1968-69 383 4bbl
2951666 1970-71 383 4bbl
2951736 1970-71 440 4bbl
3614014 1972 440 4bbl
3614046 1972 400 4bbl
3671879 1973 400 4bbl
3698442 1974 400 4bbl
3698444 1973 440 4bbl
3751721 1974 440 4bbl
3830733 1974-76 440 4bbl
3830949 1975-76 440 4bbl
2946278 1970-71 440 6bbl
3412048 1969 440 6bbl (Aluminum)


Early Mopar Bore and Stroke

LA CHRYSLER Small Blocks

273 "LA" Engine
1964-69 • 3.63" bore x 3.31" stroke
Realizing the need for a lighter V8 engine for use in the smaller vehicles then coming on the scene, Chrysler designed its first "thinwall" small block. Known as the "LA" engine series, the first engine out of the box was the 273. Light and compact, the 273 posed much less of an engineering challenge to fit in the new A-body chassis. While never intended to be a powerhouse, high compression, solid-cammed 4-bbl versions of the 273 did run well in cars like the Barracuda Formula S.


318 "A" Engine
1957-66 • 3.91" bore x 3.31" stroke
Filling the gap between the slant-6 and the early Hemi and later the "B" was the job of the 318 "A" engine. First produced in 1957, the first 318 employed "thickwall" casting techniques that, while very strong, handicapped it with excess weight. It did make decent power, was economical to operate and was reliable as a stone, making it perfect for its use as the base V8 engine.


318 "LA" Engine
1967-and-later • 3.91" bore x 3.31" stroke
Even though physically the 1967 318 "LA" V8 shared little more than bore and stroke dimensions with its "A" engine cousin, the two were identical with respect to their intended use. The "new" 318 was the base V8 powerplant for the entire Chrysler product line. Because of its lowly status, the 318 didn't even receive a 4-bbl carburetor and manifold until 1978, when the 360's setup was borrowed for use on the little workhorse. While the 318's pedigree may not match that of the Hemi, the fact that with a few modifications it's still in production some 30 years later speaks very highly of the engine's capabilities.


340 "LA" Engine
1968-73 • 4.04" bore x 3.31" stroke
The 340 should be considered the "Hemi of the small block family". Why? Simply because the 340 was designed from the outset as a performance engine. Look at the stats: high compression, big valves (2.02 intake, 1.60 exhaust), forged and shot-peened crank and rods, etc. These engines were built to perform well and stay together doing it. A testament to the 340's power potential is the fact that Chrysler installed the beefy A-727 Torqueflite automatic behind it instead of the usual 904, the only small block to receive such an honor. 340 development peaked with the 1970 6-bbl version available only in the limited-edition AAR 'Cuda and T/A Challenger (which were Dodge and Plymouth's entries into the SCCA's Trans-Am road racing series). Considerably underrated at 290 horsepower at 5000 rpm (not coincidentally, Chevy's Z/28 302 and Ford's Boss 302 were also rated at 290 horsepower), by turning it higher, which it was more than willing to do, resulted in much more power. The 6-bbl 340s had beefier blocks with thicker main webs to go along with the forged crank and rods. The cylinder heads were also unique to the 6-bbl engine. Chrysler relocated the intake pushrods, which allowed a much larger intake port opening and thus more flow. The valvetrain was adjustable, and induction chores were handled by three Holley 2-bbls on an aluminum intake manifold. In late 1972, with factory performance nearing an end, the 340 got a cast crankshaft and heads from the 360. But as far as small blocks go, the 340 is legendary.


360 "LA" Engine
1971-present • 4.00" bore x 3.58" stroke
Being the biggest of the small blocks doesn't necessarily mean that it was the best performer. Though only equipped with a 2-bbl and a relatively low compression, the 360 was still able to turn out 255 horsepower (gross rating) in its first year of production. The following two years weren't so kind to the 360 with horsepower levels falling to 175 and 170 respectively. Help did arrive in the form of a 4-bbl carb in 1974 though, and power rose to 245 net horsepower. Interestingly enough, the 360 is still in production, and the latest versions still generate 245 net horsepower. The beauty of the new engine is that through fuel injection and computer controls, this level of power is possible with good fuel mileage and low emissions.


B CHRYLER Big Blocks

350 "B" Engine
1958 • 4.06" bore x 3.38" stroke
It may be hard to believe, but Chrysler built a 350 V8 some 9 years before the "Brand X" 350 arrived. The 1-year-only engine was considered a little brother to the 361. The Dodge Ram Fire version with single 4-bbl made 295 horsepower, while Plymouth's Golden Commando made 305 hp using two Carter 4-bbls.


361 "B" Engine
1958-66 • 4.12" bore x 3.38" stroke
Chrysler's new-for-'58 "B" engine faced the unenviable task of replacing the early Hemi as the company's biggest power producer. But, through solid engineering and modern (for the time) production techniques, the 361 proved up to the task. Although on the small end of the big-block scale, the 361 did pave the way for larger displacement engines in the years to come. Performance was good right out of the box, with a little-known electronically fuel-injected version making over 330 horsepower. While the later engines tend to grab most of the big-block glory, it all started with the 361.


383 "B" Engine
1959-71 • 4.25" bore x 3.38" stroke
For 1959, Chrysler engineers opened the bore of the 361 up to 4.25", a jump of almost 1/8", and the 383 was born. Destined to become the workhorse big block, the 383 struck a fine balance between power, reliability and (relative) economy of operation -- with an emphasis on power. A dual 4-bbl version released in 1963 was conservatively rated at 340 horsepower. By 1968, the single 4-bbl Super Commando 383 was rated (again conservatively) at 335 hp and was the standard engine in the new Road Runner, which became one of the most popular muscle cars ever built. Rarely the "star of the lineup", the 383 was nevertheless the standard bearer of Chrysler's big block family.


400 "B" Engine
1972-78 • 4.34" bore x 3.38" stroke
The largest of the short-stroke "B" engines, the 400 was a late arrival on the big-block scene. Designed with an eye on the unleaded gas/low emissions future, the 400 was created by enlarging 383's bore to 4.34". Compression ratios were kept low on the 400 since the engine was engineered to replace the base 383 in non-performance applications. That's not to say a 400 can't be built to perform, however. The big-bore/short-stroke combination is a sure recipe for horsepower, if blessed with some compression and a decent set of heads, since the engine can be revved without encountering the high piston speeds faced by long-stroke engines.


RB CHRYLER Big Blocks

383 "RB" Engine
1959-60 • 4.03" bore x 3.75" stroke
This engine seems to be a greater point of confusion than any other engine. The 383 in this form is an "RB" engine (not the common 383 "B" engine). The 383 "RB" was only found in the Chrysler division car line from 1959-60 (in the Windsor and Saratoga models). Both a 2-bbl and 4-bbl existed with the 4-bbl making 325 hp. With only 2 years of production, these engines are quite rare today.


413 "RB" Engine
1959-65 • 4.18" bore x 3.75" stroke
By raising the deck height of the B engine (hence the RB, or "Raised B" designation), Chrysler was able to increase the stroke on their big blocks to 3.75", resulting in the 413 (when combined with a 4.18" bore). Initially only available in Chrysler division cars, Dodge and Plymouth got it in 1961. In 1962 the 413 Max Wedge was introduced and in the capable hands of racers like Dick Landy, the 413 was breaking records all over the country. Through fine-tuning and careful modification, Super Stock racers of the day were making upwards of 450 rear-wheel horsepower with the Max Wedge.


426 "RB" Engine
1963-65 • 4.25" bore x 3.75" stroke
By 1963, both Ford and GM had 420+ cubic-inch engines on the streets and race tracks of America. Obviously Chrysler had to keep up, and did so by opening the 413's bore to 4.25", thus creating the 426 Max Wedge. In its initial form, the 426 was only slightly more powerful (rated at 425 horsepower) than the 413 it replaced. But with the release of the Stage III 426 Max Wedge in 1964, all comparisons to the 413 ended. The '64 Max Wedge sported a lofty 13.0:1 compression ratio, a longer-duration cam, larger carbs and an elaborate equal-length "Tri-Y" exhaust manifold setup. The street 426 used a single 4-bbl, 10.5 compression ratio and a milder camshaft. While it obviously made less power than its Max Wedge brother, it was much more livable.


440 "RB" Engine
1966-78 • 4.32" bore x 3.75" stroke
If there's one golden rule of '60s engine design, it's simply bigger is better. Thus, the 440 cubic inch RB engine was born. Although debuting at a stout 365 horsepower in top form, the 440 was overshadowed by the Street Hemi which was released in the same year. But it didn't take long for the 440 to make a name for itself. In 1969-70, the 440 reached its highest state of tune with the fabled 6-bbl version rated at 390 hp. This number declined slightly in 1971 to 385 hp, which was the last year for the 3x2-bbl option. The 440 remained in production until 1978, although by then it had been strangled by the same unleaded fuel and emissions monster that ultimately killed all of Detroit's big blocks. But the fact remains that, at least on the street, the hot-rod 440 six bbl. engines of the '69-70 period would often humble a similar Hemi-equipped model.


426 HEMI CHRYSLER Big Blocks

426 Hemi
1964-65 Race only, 1966-71 Street version • 4.25" bore x 3.75" stroke
How do you spell the ultimate in production performance engines? H-E-M-I. The mighty 426 Hemi was conceived in the early '60s as the ultimate race engine, and ended up being the top powerplant of the muscle car era. But we're getting ahead of ourselves.

The story of the street Hemi actually starts in 1963, when Chevrolet set a new track record at Daytona with their Mark II "Mystery Motor", the forerunner to the Mark IV big block. The Chevrolets broke during the race, which led to a Ford sweep in the biggest race of the year. Now, at Chrysler, the handwriting was on the wall. Get competitive or get out. So the Race Hemi was created by taking the early Hemi heads and adapting them for use on the RB bottom end.

The mighty 426 race Hemi was ready for the '64 race, where Chrysler finished 1-2-3. The engine was a stunning success -- too much so in fact. Bill France, the Supreme Ruler of NASCAR, decreed that only production engines could be campaigned on his circuit. As a result, Chrysler boycotted the '65 season but they would return.

In 1966, the Street Hemi was born. With the engine now in production, the Hemi could be raced in NASCAR legally. The street version of the Hemi is surprisingly similar to the race-only version, with only minor changes made for civility. The compression ratio was lowered to a more livable 10.25:1. The radical cross ram manifold and lumpy cam didn't make it either, but the street version did receive two 4-bbl carbs (mounted inline) and a solid-lifter cam big enough to churn out 425 horsepower (which was substantially underrated). The valvetrain was essentially the same as the race units, although the valve springs were replaced with much softer units to keep cam wear to a minimum. The factory developed a set of cast-iron exhaust manifolds to replace the racing headers, which reduced noise and increased durability.

In street form the 426 Hemi became known as the top-dog muscle car powerplant until it disappeared after the 1971 model year (which, by the way, was also the last year for the 440 6-bbl). The Hemi did undergo a few running changes through its production life, with the most noticeable being the camshaft and block change in 1970. The mechanical cam was replaced with a hydraulic type, and the block was revised and strengthened also, basically making it suitable for use in fuel (nitro) drag racing. The rest, as they say, is history.

http://www.earlycuda.org/tech/ujoint.htm
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58plym
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PostSubject: Re: RB/B, LA Cylinder Head Casting Numbers   Sat Nov 19, 2011 10:30 am

Chuck still at work, thanks friend Smile

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PostSubject: Re: RB/B, LA Cylinder Head Casting Numbers   Fri Nov 25, 2011 11:42 am

The big block list is somewhat incomplete.

For example - I have a 72' 413 sitting in my shop right now - block casting number 2658836. It has heads with the casting number 2899943. Engine stamping pad shows HT413.

H - 1972
T - Truck
413 - displacement.

Its a heavy truck version that was made until 1973 - 265hp. Also known as a 413-3.
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PostSubject: Re: RB/B, LA Cylinder Head Casting Numbers   Fri Nov 25, 2011 12:21 pm

Shocked Im sure they are probly more then one they missed Rick

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