Mopar 440 Serial Numbers
Www.moparts.org has a tech archive that explains mopar engine serial numbers, starting with '68 production: Sample: PT 440 2865 0001, next to starter opening. PT is the code for the Trenton engine plant, 2865 is the Julian date basted on the 10,000 day calendar, 0001 is the first engine produced on that day. The remaining six digits indicate the sequence number (serial number) 1967 Codes: First digit = car line. B - Plymouth Barracuda. L - 440 1-4BBL 8 Cylinder 'RB' engine (High Performance) M - Special Order 8 Cylinder engine. (serial number) Stolen from Lee Herman's MOPAR Page. 'MoPar Model Chart and Serial Number Guide Includes 1950 Starting Serial Numbers For Plymouth, Dodge, DeSoto, Chrysler Passenger Cars, Plymouth Commercial Cars, Dodge 'Job-Rated' Trucks & Dodge Military Vehicles' Dimensions: 11.00 x 8.50 x 0.13: OEM Part Number: D12784 REPRINT.
- Chrysler, Dodge, And Plymouth VIN Decoder 1959-2005
- How To Identify Mopar Big Block Engines – Roadkill
- Engine Serial Number Mopar
| For the most part, muscle cars have lead rough lives. Face it, people didn’t pay the extra dollars charged by the factories for more horsepower simply to motor between the grocery store and the dry cleaners. No, when a factory hot rod was ordered — it was invariably run hard (if not by the owner then the owner’s children, sorry dad). And cars that see years of hard use tend to break parts. Parts like engines, transmissions and rear ends. So now, some 25+ years later, there’s a very good chance the original drivetrain in your particular muscle car has been changed. But how would you confirm this? By checking the “numbers”, of course. You may have bought your car based on the promise by the previous owner that it was “numbers matching”. But unless you’ve checked them yourself, you really don’t know, do you? (Unless, of course, you’re the original owner — but how many of us can say that?) So the questions become: What is numbers matching, why is it important and how is it verified? In a nutshell, matching numbers refers to the various casting numbers, codes and dates found on all the major driveline components (engine, transmission, rear-axle assembly). On later models, the engine block and transmission carry the V.I.N. number as well as the part number and i.d. codes. But it doesn’t stop there. Each engine, for example, had a particular carburetor, distributor, set of cylinder heads, etc. for that combination. The true numbers matching car will also have the correct engine components as well. But unless you’re building a concours show car or paying six figures for a Hemi Cuda convertible, most enthusiasts aren’t overly concerned with carb and distributor numbers. The proper engine numbers are what most of us are concerned with. Why are matching numbers important? Well, unless you’ve paid a premium for a numbers matching car, or are planning on entering a concours show, they’re probably not. If you’re planning on simply driving and enjoying the car, it really doesn’t matter if the 440 is a ’69 or a ’70 model. But, given the price differences (and resale value) between a car with the original drivetrain and a car without, it pays to know how to tell the difference. But before we get into finding and decoding the numbers, we’ll give you a little Chrysler engine history. If you’ve got questions that aren’t addressed in this article, feel free to give us a call, we’ll help you any way we can. | |
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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. |
| 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. |
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. |
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. |
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. |
| 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. |
| 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. |
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. |
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. |
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. |
| 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 3×2-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 | |
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. Gross beat image line serial numbers, cracks and keygens are presented here. No registration is needed. Just download and enjoy. Vst gross beat free download, Gross Beat 1.0, Audio To MIDI VST (MAC) 1.15, VST Player 1.2. Image-Line Remote Free FL Studio Wi-Fi. Gross beat keygen free download. 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. | |
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An explanation of Chrysler's part and casting number system:
Chrysler, Dodge, And Plymouth VIN Decoder 1959-2005
Written by Brandon Nicholas in 2003.
The following page is copyright www.440source.com
Chrysler used a numerical system to identify every part ever made for every year of vehicle. These numbers are like the holy grail to anyone wanting to restore a car, or learn more about certain parts and when they were used, what vehicles they were used on, etc. The most useful benefit of these numbers is that they allow us to work backwards and find out what other (more common) vehicles the parts were used on. Was that single groove crank pulley for your '70 Hemi Cuda also used on a 1963 slant six? (This is a fictional example only..don't go running to the junkyard and take every 1963 slant six pulley you find) The way to find this interchange information and 'work backwards' so to speak is by using Chrysler's 'Parts Catalogs.'
Every year Chrysler's 'Catalog and Publications Dept' would put out a 'Parts Catalog' (sometimes multiple years were condensed into a single catalog) which were sent to the dealers so they could look up parts for service mechanics and customers. One catalog was issued for passenger cars and a separate one for trucks. They were usually about five inches thick and came in hard plastic blue binders. Because only dealers could get them, the originals are not very easy to come by anymore. Fortunately, reproductions are available (or you can occasionally find the originals) at Faxon auto literature. 800-458-2734. They also have tons of other great Chrysler literature such as owners and service manuals, and even the original dealer sample books that were used to help customers pick the paint colors and interior fabrics.
Now on to the numbers themselves: Chrysler's part numbers are date specific, and if the numbers are broken down, it is possible to determine the year that the part was first put into use. Note that the number only tells you the FIRST year it was used. If the part continued to be used for five years, the number will not indicate this. The numbers will almost always be a 7 digit number. For clarity and ease of writing, this seven digit number is usually broken up into two parts, a prefix and a suffix, similar to a seven digit phone number. However, the way it is split up is with the beginning 4 digits first (the prefix) and then the last three digits (the suffix) which is a mirror image of how a phone number is divided.
A typical part number might be a cylinder head: 2843904. The first digit represents the decade. A '2' in this case is the 1960's. Part numbers starting with a '1' would be from the fifties. The second number represents the year. So in this case '8' would be 1968. This is why most big block parts will never start with a prefix earlier than 17 or 18, as they were first designed and released in late 1957 for the 1958 model year. This date system holds true for almost all part and casting numbers up until about 1969.
During 1970 for some reason (except for a few 30XX parts) the 30XX-33XX prefix numbers were skipped and part numbers started at about 34XX, so most numbers for 1970 and 71 will begin with 34 or 35. An example would be part number for a 1971 440 4 barrel intake manifold: 3512 502. The 36XX prefix started in late 1971 and was used through most of 1972. 37XX started in late 1972 and was used through most of 1973 and 1974. 38XX started in late 1974 and was used mostly in 1975. 39XX was very limited and used in 1975, and then the numbers rolled over to 4000 prefix. One famous part that began to be used in late 1975 is the 4006 452 heads. Numbers seemed to stay in the 40XX and on a more limited basis, the 41XX prefix through all of 1976-77-78 to the end of production.
The part to casting number dilemma:
How To Identify Mopar Big Block Engines – Roadkill
With many cast iron engine parts, the 'part' number which Chrysler used to identify a part on paper and for administrative purposes is not the same number that was cast into the part itself. This was the 'casting number' which is usually a very similar number except the ending digit is typically off by a couple places. One example is the famous 2843 '906' heads. They are Chrysler part number 2843 904. This is usually found when parts were sold from Chrysler as an 'assembly.' The part with the casting number would be listed in the assembly, however the part number of the assembly itself would come before or after all the previous parts in the assembly were listed, causing the part number to be anywhere from one to a few digits off. Many parts that would not at first seem to be an assembly actually were. Take an oil pan for instance. This would seem to be a single part with a single number. However, when Chrysler sold an oil pan, they included the gasket and the drain plug. Now you have an assembly of three parts. Other parts such as a connecting rod must include bolts & nuts, a timing cover must include a seal and gasket, etc, etc.
Another situation can occur when a part is used over a long period of time, and the part number is changed by Chrysler (maybe for price increases or other administrative reasons) while the casting number is left alone. Take the standard 440 'LY' rods, casting number 1851535. First introduced in 1959 with a 1851533 part number, this was changed in about 1965 to 2406770 and again in about 1975 to 4027096, while all this time the part itself remained completely unchanged, original casting number and all.
Another interesting fact is that occasionally Chrysler would cast the part number instead of the casting number into a part (I have seen this on intake manifolds, never on blocks or heads,) and often the location of the casting number will change, or be in a different location on the part, even among identical parts of the same casting number and same year. This usually occurs with intake manifolds as well and sometimes water pump housings.
While we are on the subject of casting numbers, often there will be what is known as a 'tooling revision number' or a 'dash number' after the casting number. A 1968 440 block, for instance, might read 2536430-12, or sometimes there will just be a space, such as 2536430 12, or sometimes 253643012. While 2536430 would be the casting number, the 12 would be the tooling revision number, which indicates how many times the tooling (core molds) have been reconditioned back to the proper specifications or modified to include improvements. After so many 'pours' the tooling gets worn and needs to be reshaped or reconditioned. So theoretically, higher numbers will be later dates and have any casting improvements incorporated into them. The only problem with this theory is that engines were produced in such volume that many many different sets of tooling were used concurrently to meet the necessary output. So while some may have lasted for quite a while, (in which case you will find later dates with earlier revisions) some got worn quickly or damaged and needed to be revised after a short time. So while in some cases, parts with later numbers may include some improvements the earlier parts may not have, on a practical level, it means nothing as far as the quality of the piece. In other words, don't waste your time looking for an early or late tooling revision number. Blocks, heads, water pump housings and many other cast parts have revision numbers as well.
Another thing to keep in mind is that tooling revision numbers have absolutely nothing to do with core shift, which is when the core molds move around as the cast iron is poured. That will vary depending on how much the molds moved in the specific piece (usually engine block) you are talking about, and the only way to tell if there is enough material in the cylinder walls is to sonic check the specific block you are going to use. As you probably learned from our 'Everything you've ever wanted to know about engine blocks' page, (and if you haven't read this page yet, you should) there are no thinwall blocks, however we have found core shift to be less prevalent in the later blocks, perhaps due to improvements in casting technology over the two decades the engines were in production.
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