Chrysler v8 engine block identification numbers

The would last until the end of the series, albeit for trucks only. In its early years, the horsepower was optional on many vehicles, and standard on, among others, the Dodge The had a fuel injected version in only.

The cu in B engine — not to be confused with the RB version — was essentially a larger bore version of the and , using a 4. This venerable engine was introduced in Dodge's version, the D had a cross-ram induction manifold and dual 4-barrel carburetors as options. In some Dodge applications, this engine was labeled as the Magnum , while the Plymouth's version was called the Golden Commando. Both came with a dual point distributor in high-performance versions. The became the standard model Mopar performance engine for the next decade. The big bore allowed for larger 2.

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The engines featured the same basic ram induction system as the Chrysler F's RB engines named Sonoramic Commando when sold in Plymouth form. The later Magnum starting in used the Magnum heads, camshaft, and exhaust manifolds. Chrysler increased the bore size of the to create the Its bore of 4. All parts except for the pistons were interchangeable between the and Crankshafts were of cast iron composition. All three versions used the same 8. The was used in car, truck, and motorhome chassis.

Horsepower and torque ratings gradually declined through the years due to the addition of more federally mandated emissions controls, until all Chrysler passenger vehicle big-block production ceased in 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, [4] B engine blocks have become a popular choice for high-performance engine build ups. All RB wedge engines share a deck height of Bore center distance is 4.

Small Block Mopar Casting Numbers

All RBs are oversquare. It was only available in and on the US-built Chrysler Windsors and Saratogas ; one of Trenton Engine's lines had been converted to the new RB engine to make the , and demand for the B engine was too high for the remaining line.

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The solution was to create a RB to fill the gap until the plant figured out how to quickly switch from one block to the other. It was also used in medium and heavy trucks including truck-tractors such as the C, up until It has a bore of 4.


It continued as standard on the G, and remained on the option sheets for Chrysler s through The Wedge served as Chrysler's main performance engine until the introduction of the Hemi. After , it would be used only in Dodges and Plymouths. The Max Wedge was a race-only version of the Wedge engine offered from the factory.

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Known as the Super Stock Plymouth and Ramcharger Dodge, the Max Wedge featured high-flow cylinder heads developed through state-of-the-art at the time airflow testing. The blocks were a special severe-duty casting with larger oil-feed passages than other RB engines, and the blocks were stress-relieved by the factory.

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Induction came by means of a cross-ram intake manifold tuned for peak power above rpm and two Carter AFBSA 4-barrel carburetors. The Max Wedge also included high-flow cast-iron exhaust manifolds that, on the later versions, resembled steel tube headers. Before the end of the model year, Chrysler introduced the Stage II Max Wedge with improved combustion chamber design and an improved camshaft.

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A Street Wedge block was also available in and It bears little relation to the Max Wedge except for basic architecture and dimensions. It was an increased-bore version of the standard New Yorker single 4-barrel engine. It had a light wall construction, precision cast-iron block, with iron heads and a bore of 4. Both the B and RB-series engines featured wedge-style combustion chambers.

The iconic Mopar performance engine only existed in a cubic-inch displacement in production vehicles, and is probably the rarest of any on this list. The casting numbers for small-block Mopar and big-block Mopar are a seven-digit number, which is raised, and usually found in one of two locations.

The first would be on the top of the intake runner, under the valve cover. The second location is on the underside of the intake runner on the cylinder head. The two locations in which you can find the casting numbers on Mopar cylinder heads. These numbers are different than the stamped eight-digit number found on the right side of the engine. That number is the last eight digits of the Vehicle Identification Number.

When identifying the block, you want the raised seven-digit number, not the stamped eight-digit number. An example of an engine block casting number. In this case, — an RB-series cubic-inch block, cast June 28, We will safeguard your e-mail and only send content you request. We promise not to use your email address for anything but exclusive updates from the Power Automedia Network. About Us Sponsors Advertising.

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