I'm gonna make this Long Ram work no matter what!!

[moparmotorman]

Hi all, I got the long ram manifolds from the old 413 Chrysler 300's. I'm gonna put them on a 440 that I will rebuild. All going into my 62 Chrysler 300. I have the manifolds and linkage, but no carbs. I was gonna try to make in work with edelbrock 500s, any thoughts on that? 440 will be about 10-1 comp., with a mild cam to maximize mid range torque as that's what these manifolds were meant for. Any body run one of these settups before? any reccomendations will be well received. thanks alot

[cutting torch]

Throttle body fuel injection would be sweet! Otherwise, I can't offer any help. I do like those long rams, though!

torch

[DAHEMIKOTA]

Originally Posted by moparmotorman

Hi all, I got the long ram manifolds from the old 413 Chrysler 300's. I'm gonna put them on a 440 that I will rebuild. All going into my 62 Chrysler 300. I have the manifolds and linkage, but no carbs. I was gonna try to make in work with edelbrock 500s, any thoughts on that? 440 will be about 10-1 comp., with a mild cam to maximize mid range torque as that's what these manifolds were meant for. Any body run one of these settups before? any reccomendations will be well received. thanks alot

I had a couple of cars with that set up. 1960 Dodge Pheonix Dart RB 383,1962 Dodge Dart 440 RB 413, 1962 Chrysler RB 413. The Chrysler was a three speed manual with floor shift. Factory set up. Think I should have kept that one. The carbs opened past center so it would direct the air/fuel into the ram tubes more efficiently. That trick was good for a little more top end horse power. Leak check the carb plenumns to make sure the exhaust gases did not erode through the casting. That was the 1962 version of "EGR". If you don't have the steel cross over tube,you can make one using metal electrical conduit. If you use just rubber hose it will collapse with the vacuum. You will be very pleased with the way it runs with that system. About 2000 RPM, hold on. My '60 Dodge had a 2.9 rear gear and it would easily go sideways when it shifted into second. Dan

[rumblefish360]

I do not know much about those intakes except they were pretty much a tuned intake system for the engine. If I was to use a set, and I would love the chance, cam selection would be mild, not much larger than stock.
They were great torque makers from what I have read about them.
The 2 - 500 cfm carbs should do well if you can get the balance of the rest in.

Off topic.......Do you know anything about the Brooklyn L.I.R.R yard and the building above it.
That area of town has come a long way and looks great.

[Dick]

Are they the 15 inch or the 30 inch? They look the same but the 15 inch has half the divider removed. The 30 inch gave maximum torque at a lower RPM. That is what was used on the 361 and 383. I believe the C300 got the 15 inch.

[DAHEMIKOTA]

Originally Posted by Dick

Are they the 15 inch or the 30 inch? They look the same but the 15 inch has half the divider removed. The 30 inch gave maximum torque at a lower RPM. That is what was used on the 361 and 383. I believe the C300 got the 15 inch.

The long rams were all 30". The ones used on the 1962 Dart 440 ( with unit body ) had the carb end come straight out from the runners so they would not hit the inner fenders and the "C" body units (cars with stub frames) had a slight downward dip at the carb ends. The long rams were used on the "RB" 383 & 413, The short ram (15") were used on the 413/426 Max Wedge and 426 HEMI. These had the carbs over the valve covers. The factory did put 2X4 inline intakes on some 361 "B" engines , but never put the ram manifolds on them in production. I retired from Chrysler Engineering, Research & Development/Power Plant Development. I have the cam specs for those engines, but I just moved and it will take a while to locate them. Dan

[DAHEMIKOTA]

Originally Posted by Dick

Are they the 15 inch or the 30 inch? They look the same but the 15 inch has half the divider removed. The 30 inch gave maximum torque at a lower RPM. That is what was used on the 361 and 383. I believe the C300 got the 15 inch.

The long rams were all 30". The long rams used on the 1962 Dart 440 ( with unit body ) had the carb end come straight out from the runners so they would not hit the inner fenders. The Dart 440 also had the short ram engine as an option. The "C" body units (cars with stub frames) had a slight downward dip at the carb ends. The long rams were used on the "RB" 383 & 413, The short ram (15") were used on the 413/426 Max Wedge and 426 HEMI. Those had the carbs over the valve covers. The factory did put 2X4 inline intakes on some 361 "B" engines , but never put the ram manifolds on them in production. I retired from Chrysler Engineering, Research & Development/Power Plant Development. I have the cam specs for those engines, but I just moved and it will take a while to locate them. Dan

[Dick]

I am going to differ a bit. The Maxwedge cross ram was much different in looks. The manifolds on the original Ram Induction engines were 30 inches long. However, the same manifolds on some 413s had half of the dividing wall removed internally. They looked the same on the outside, but the runners were effectively 15 inches long when they served their individual ports. This raised the torque curve quite a bit. I believe the 375 HP Chrysler 413 used this manifold. I can remember reading magazine articles about how you could cut that inner wall away in a home shop.

That idea led to the development of the more compact cross ram used on the Maxwedge engines.

[Dick]

I did a little research to prove the 15 inch/long ram did exist. (referred to here as 10 1/2, I won't split hairs) The following is an excerpt from Moparts:

" The first 383 was introduced in 1959, but as the raised block. The dimensions on this engine were a bore of 4.030 and a stroke of 3.750 inches. This engine was available with two four-barrel induction and a horsepower rating of 345 @ 5000 rpm. The following year retained the raised block status of the 383, but introduced the outrageous long ram aluminum manifolds. There is some confusion over the long and short terms and the availability. The manifolds were dimensionally identical. The difference is internal. In the long ram, the Siamese tubes are separated by a continuous wall, the entire length of the runners. In the short ram, the term short refers to the divider wall, which extends only 10 1/2 inches from the cylinder head surface. In other words, the terms long and short refer to the divider wall, and not the length of the tubes. All passenger cars had the long ram configuration. The short ram was available over the parts counter. The long rams were for low and mid-range RPM applications and the short ram was strictly high RPM and performance on the track. This system was offered again in 1961. Let's take a look at the numbers. The long ram 383 produced 330 horsepower at 4800 rpm, with a torque reading of 460 ft. pounds at only 2800 rpm. The short ram 383's numbers are 340 horsepower at 5000 rpm, with a torque reading of 440 ft. pounds @ 2800 rpm. The differences are minor, but the drivability was major."

[DAHEMIKOTA]

I can't find a print for a long runner manifold with short dividers. Maybe they slipped those past me while I was working in the engine lab. I do remember the guys would modify them like you say, but it was like the Magnum 5.2L/5.9L guys are doing with the barrel manifolds. I am posting a picture of a stock 1962 Dodge Dart with a 413 Max Wedge with short (15") ram manifold.The long rams that were used on this car are very rare. That was the only car they were used on. The "C" body long rams were different castings. Dan

[Dick]

I wasn't able to open the file, but I remember the 413 Maxwedge in the '62 Dart. I knew a guy who owned a '63 and I rode in it once. Fastest accelerating car I was ever in.

The manifold mod was similar to hacking the ribs out of the Magnum beer barrel. It accomplished the same thing.

I still think the Chrysler 300 with the 413 Ram induction had the shorter (internal) ram intake. Actually, here is an article about it

Do you remember the '60 Chrysler 300 with the French 4-speed manual transmission? They only built 7 of them:

Chrysler 300 F 1960


To fill the vacuum caused the loss of the Hemi, Chrysler introduced a new ram-inducted 413 cid Wedge V8 good for 375 bhp in standard form and a whooping 400 bhp in optional form. The carbs were mounted on a wild looking cross-ram manifold that put one air cleaner on each side of the engine.
These long rams were designed to produce a supercharging effect in the heart of the rpm range. At low speeds, the "long" rams worked great, but they hurt performance above 4,000 rpm. To solve that problem, Chrysler's engineers removed a section of the inner walls of the manifolds to create the optional 400 bhp engine. On the outside, these "short" rams looked the same, but they were effectively only 15 inches long. Only 15 of these "short" ram cars were built, mainly for Daytona or Flying Mile race cars. The $800 "short" ram option also included a rare four-speed Pont-a-Mousson manual transmission, a French made trasmission made for the Facel Vega, a Chrysler powered French luxury car. One of the 400 bhp cars set a Flying Mile record of 144.9 mph. The 1960 300 F also was the first year to use Chrysler's weight saving uni-body construction, which further helped performance. Sales increased to 969 hardtop coupes and 248 convertibles.

Chrysler 300 F 1960, technical data

Engines: 413 V8 375 hp @ 5000 rpm,
413 V8 400 hp @ 5000 rpm
Performance: 0-60 in 7 seconds.

[gahi]

where can I get set of these? They would be awesome on my '28 coupe

Gary

[moparmotorman]

There were long rams w/15" divider, but they are a lot more scarce these days. The ones with the 30" divider were designed for max torque at 2800 rpm, the ones with 15" divider at 3400 rpm. the "short" long rams were optional on the 63-4 chrysler 300 J & K cars.All of this is according to Chrysler 300 club website. The 30" ram cars were rated at 375 hp and the 15" ram cars at 400 hp. My intakes are the 30" variety and are in good shape, electric conduit sounds like a great idea for the balance tube, thanks alot. the building in brklyn by the lirr I haven't seen, I'm always underground , just like a subway rat.

[Joe Godec]

Originally Posted by DAHEMIKOTA

The long rams were all 30". The ones used on the 1962 Dart 440 ( with unit body ) had the carb end come straight out from the runners so they would not hit the inner fenders and the "C" body units (cars with stub frames) had a slight downward dip at the carb ends. The long rams were used on the "RB" 383 & 413, The short ram (15") were used on the 413/426 Max Wedge and 426 HEMI. These had the carbs over the valve covers. The factory did put 2X4 inline intakes on some 361 "B" engines , but never put the ram manifolds on them in production. I retired from Chrysler Engineering, Research & Development/Power Plant Development. I have the cam specs for those engines, but I just moved and it will take a while to locate them. Dan

In 1960, the Plymouth SonoRamic Commando was not only a 383 CID engine, but also the 361 mill as well. The 361 ram (at $389) was an option while the 383 was a special order at $405. Check the ALLPAR web site for an article I wrote on the SonoRamic Commando engines Plymouth had in 1960-61 only.
Joe Godec

[HP2]

Originally Posted by moparmotorman

Hi all, I got the long ram manifolds from the old 413 Chrysler 300's. I'm gonna put them on a 440 that I will rebuild. All going into my 62 Chrysler 300. I have the manifolds and linkage, but no carbs. I was gonna try to make in work with edelbrock 500s, any thoughts on that? 440 will be about 10-1 comp., with a mild cam to maximize mid range torque as that's what these manifolds were meant for. Any body run one of these settups before? any reccomendations will be well received. thanks alot

I found this thread when I was looking for info about the long ram manifolds. I have a similar idea, I wanna build a low end torque 440 based on a 30" intake and a hyd roller cam.
Did you ever finished your build?

[Dick]

He hasn't posted since December of 2005. This thread is 10 years old.