The "B" series wedge engine was introduced in 1958 in two versions:
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.

The "RB" series 440 CID engine was introduced in 1966 with the high-performance version offered in the 1967 Plymouth GTX and R/T models.

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.

Finally In 1969, the 440 CID w/6-barrel carb. setup, along with the Hemi, were the last truly high-performance engines produced. This 440, was set up from the factory with special rods, crankshaft, timing chain, camshaft, valve springs and intake system. This was the high-water mark in from-the-factory performance and although the last "B"/"RB" engine was produced in August/1978 production of the "Hot" engines stopped in 1971.

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
Over 750,000 440 CID engines were produced as well.

Identification marks on the "B" engine are located on the right-hand (passenger) side of the block deck adjacent to the distributor.
Identification marks on the "RB" engine are stamped onto a pad at the left front of the engine adjacent to the front tappet rail.
Parts replacement information such as undersize crankshaft is located next to the engine size.

All "B" and "RB" engine cylinder heads are interchangeable. The only problem arises in trying to use Stage I, II or III Heads (413-426 Max-Wedge) on a "B" engine (383-400) because there is no intake manifold available for this combination.

There have been many "B" and "RB" 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.

Valve Trains

Basic Blocks

Pistons and Pins:
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. The early (1967-71) 440's uses an 857.5 gram piston while the 440-6 bbl. uses an 864 gram piston with four valve notches.
All "B" and "RB" engines use a 1.09" diameter piston pin which is pressed into the rod.

The above mentioned forged pistons with dome are precision-ground. To obtain maximum performance from these pistons, they should be fitted as close to .008" clearance as possible as tighter clearances risk piston scuffing.