1958-1964: The Storm Before the Storm – Mopar “B” and “RB” Wedge Performance Growth

The Penultimate or the Pinnacle of Chrysler Corporation Wedge Development – the 1964 Stage III 426 CID Wedge V-8.

Passing performance up through the years on Chrysler Corporation’s “B” and “RB” Block

The Stage III Wedge V-8 was certainly the most optimal expression of the B and RB Series. We call it “The Storm Before the Storm” because it was the last iteration of the racing RB block. The “Storm” arrived in the middle of the Stage III’s lifetime – the famous “426 Hemi”.

Meanwhile, let’s talk about not only the Stage III, but the engines that lead up to this hell raiser. Before we can explain what was different from other Wedge racing engines, we really need to talk about the history of the block. This is important because from the moment that the “B” (the short deck height) version dropped, it was made into a performance engine.

1958

Originally released in 1958 in 350, 361, and 383 CID versions for the DeSoto, Dodge and Plymouth line, it was immediately pressed into a performance role – with each version available with two 4-narrel carburetors in an inline fashion, and also equipped with a long duration camshaft. (The camshaft was 260/260 degrees of duration versus 252/252). Other than these two changes, the engines were identical to the standard issue model. In 1958, all three engine sizes were available with the electronic fuel injection system as well as the two 4-barrel induction system. Both the 350 and the 361 shared the same heads with 1.95” intakes valves and 1.60” exhausts. (To learn about Electronic Fuel Injection click HERE for the SAE paper from Bendix and HERE to read our article on the Chrysler 330D with EFI).

Only Plymouth used these performance configurations on the 350 CID version, with DeSoto and Dodge opting for the 361 CID unit. The Plymouth 350 CID version was rated at 305 HP with carbs and 315 HP with EFI. Dodge offered the 361 CID as the startup performance engine in both Two 4-barrel and Fuel Injection with a rating of 320 and 333 HP respectively. DeSoto offered the same engine in its Adventurer with 10.25:1 compression, upping the HP to 345 and 355 with EFI.

1959

In 1959, the EFI was dropped along with the 350 CID block, with Plymouth moving to the 361 as their performance engine, essentially using the 1958 Dodge version. Both Dodge and DeSoto moved up to the 383 CID “B” block. With this change, the intake valve size moved up to 2.08”, but the exhaust stayed the same. Camshaft duration for all engines stayed at the 260/260 degrees. The new 383 was rated at 320 HP with one 4-barrel carburetor, and 345 with the dual in-line setup at Dodge. DeSoto rated the same engine at 325 and 345, respectively.

Meanwhile at Chrysler, the 1959 300E received the 413 CID “RB” (raised deck B Block) with dual 4-barrel intake. This engine was rated at 380 HP and 450 ft. lbs. of torque. It utilized the same 260/260 camshaft and the same new heads with 2.08” intakes. From a performance point of view, it was just a larger CID engine over the “B” block. (See the 1959 Chrysler 300E Service Supplement HERE).

1960

The big change came in 1960 with the introduction of the Ram Induction Intake manifold. Plymouth retained the 361 and added the 383 and made available both the in-line dual 4-barrel manifold on the 383 and the new “long” ram option on both blocks. The 361 delivered 310 HP @4800 with the long ram 361 and 330 HP with both the in-line dual 4 barrel and the twin 4-barrel long ram. The difference was that the long ram produced a ton more torque – 460 @ 2800 versus the in-line at 425 @ 3600. DeSoto offered only the 383 in single 4-barrel and long ram configurations with the long ram rated the same as the Dodge version and the single 4-barrel delivering 325 HP @ 4600 RPM. Dodge also offered the same 361 long ram that Plymouth did. All the performance engines used the new 268/268 camshaft. (For more information on the ram induction manifolding, click HERE).

However, mid-year a new mechanical camshaft was issued for the 383 CID long ram engines: 284/284 duration with 55 degrees of overlap and 0.449” and 0.454” lift intake and exhaust, respectively. No horsepower increases were noted, but this had a huge impact on performance. This can be considered the first movement to specific high output performance engines – now camshafts and intakes could be matched.

It is not certain, but this camshaft may have been matched to the shorty manifolds made for the 300F (see below). In fact, a service bulletin was released by Dodge showing how to convert the long rams into shorty manifolds).

Over at Chrysler, the 300F showed up with ram manifolding on the RB block. But there was a kicker, for the first time with the RB block, an upscale engine was offered. This can be considered the first movement to specific high output performance engines for this block. The standard engine and the performance engine used the ram manifolds, no in-line was offered. But now two ram manifolds were available the “long” version with 30” runners and the “short” version with only 15’ runners. The net difference was HP and torque, and where it was delivered. The standard long version produced 375 HP @ 5000 RPM and 495 ft. lbs. @ 2800 RPM, whereas the short ram engine delivered 400 @ 5200 and 465 @3600. Like the “B” block 383s the two camshafts were available, but automatically fitted with the long ram with the 268 hydraulic and the shorty have the mechanical 284. The big change was in the cylinder heads where the shorty received a new exhaust valve with a 1.74” head diameter. As a sidebar, the shorty engines were fitted with the French Pont-a-Mousson 4-speed transmission. (For complete information on the super hot 300F click HERE for the AMA Specifications Sheets and HERE for a road test of the 400 HP version).

1961

Before this year, Chrysler Corp B and RB engines may have been considered equal to or better than the other maker’s offerings, but suddenly both Ford and GM got serious. Ford had abided by the famous 1958 “AMA Racing Ban” and had been demolished in 1959 by Chrysler, Chevrolet, and Pontiac through 1959. For 1960, they released the first true performance FE 352 CID V-8, while Chevrolet’s 348 and Pontiac’s 389 CID blocks were fighting it out with Dodge and Plymouth for the “hot ship” ratings. But not only in circle track racing, but now stock car drag racing was in full swing.

Dodge listed no less than eight, yes eight performance engines running from the 361 and 383 B block through the 413 RB block! Plymouth also offered the same packages! Suffice it to say that both the 383 and the 413 were available with long and short ram AND in-line dual 4-barrel manifolds as well as any combo of both the mechanical and hydraulic cams previously mentioned.  HP went from 305 on the 361 to 375 on the 413. The Chrysler 300G offered the same engines as 1960 but the 4-speed was dropped and replaced with a HD 3-speed unit. (See the 1961 Dodge High Performance packages and Parts Numbers in this Hot Rod Magazine article HERE.)

1962

By this year, we all are likely to remember it was the year of the 413’s dominance in drag racing due to the release of the same engine packages on the shorter and lighter mid-size Plymouths and Dodges. The new compact short ram intake, the up-swept exhaust headers, and even more optional camshafts and changes to the cylinder heads with 1.84” exhaust valves available. Rather than iterate the myriad of possibilities, we offer the Dodge and Chrysler 300H HI Po AMA Spec Sheets for you to compare. BTW, if you peruse the Chrysler sheets, you’ll note that the 426 CID engine is listed as an option for the first time! The in-line dual 4-barrel manifold returned to the 300H for the first time and was the “standard” performance engine that year with a single 4-barrel 365 HP version offered at the production engine.

1963

Once again, in 1963 the performance engine at Dodge and Plymouth would be “RB” block, but now at the famous 426 CID level. The 383 would still be offered but no longer with ram manifolding, only dual 4-barrel in-line – still a potent performer. All engines were available with the 2.08” intake and 1.74” exhaust, with the “Stage II” heads offering the 1.88” exhausts. Most of the HP increases came from a multitude of camshaft offerings – from 268 degrees to 308 degrees. We provided the Dodge AMA Spec Sheet HERE for illustrations of the potential packages one could select.

At Chrysler, the 300J received a specially prepared performance engine – in one configuration only – at, surprisingly only 413 CID! It was a short ram dual 4-barrel with a unique 268 degree mechanical cam. Of course, there were a group of “optional’ engines listed, but they were over the counter offerings – basically the Dodge Performance packages but limited in number. You can see these engines HERE. If you want more information, you can see this release by the Corporation’s engineering staff HERE.

1964

Increased drag racing pressure from Ford with their 427 CID “high riser” equipped “Thunderbolt” Fairlane Super Stocks pressed Dodge and Plymouth into the Stage III 426. In effect the key differences were changes in the block, the cylinder heads, and exhaust manifolding. Gone were the beautiful sweeping exhaust manifolds, replaced by the cast “Tri-Y” manifolds (seethe intro picture above) that scavenged exhaust gases much better.  But the big changes were seen in unshrouding intake and exhaust valves in two ways. First the engine block was “relieved” with notches for both valves. This allowed better breathing at high RPM. Second, the heads were also machined in a manner to allow better breathing. Both of these changes can be seen in the attached images. The result was an increase in high RPM HP that took better advantage of the camshafts released in 1963. (For more information, see this 1964 Plymouth Stage III owner’s manual HERE).

Image arrows show where the machine work was done on the Stage III engine.

Of course, this great engine acquitted itself very well – it was suddenly overshadowed by the release of the 426 CID Hemi, mid-year. For more info on the Hemi – click HERE.

Suffice it to say, while slightly de-tuned, starting in 1964 with the release of the 426 CID “Street” engine, the wedge would go on to be a very potent performer, moving up to 440 CID and later when the three 2-barrel manifold was released in 1969. On a “bang for the buck” basis, the wedge was always in the fight for street performance until it was retired.