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83-539: From 1965 to 1977, three generations of the Monaco were produced with the full-size Chrysler C platform . For 1977 and 1978, Dodge shifted the Monaco to the intermediate Chrysler B platform , effectively downsizing the model line. For 1979, the model line was redesigned and renamed the Dodge St. Regis . After a 12-year hiatus, the full-size Monaco was revived for the 1990 model year as the flagship Dodge sedan, replacing

166-544: A "ram induction" system increased the 413's torque up to 495 lb⋅ft (671 N⋅m) on the Chrysler 300F versions. The last 'B-RB' wedge-headed engine was produced in August 1978, ending the era of Chrysler "big-block" engines. All Low Block B-series engines have a 3 + 3 ⁄ 8  in (85.7 mm) stroke, a 9.98 in (253 mm) deck height and 6.358 in (161.5 mm) connecting rods , resulting in

249-518: A $ 50 option, the first modern polyellipsoidal (projector) automotive road lamp . Called "Super-Lite" and mounted in the driver's side of the grille, this auxiliary headlamp was produced in a joint venture between Chrysler Corporation and Sylvania . It uses an 85-watt halogen bulb and was intended as a mid-beam, to extend the reach of the low beams during turnpike travel when low beams alone were inadequate, but high beams would produce excessive glare to oncoming drivers. Available models for 1969 included

332-422: A 1.88:1 rod ratio. The 350 cu in (5,735 cc) B engine was, along with the 361, the first production B engine, first available in 1958. It had a bore of 4 + 1 ⁄ 16  in (103 mm; 4.06 in). The 350 is classified as a big-block engine. All parts except for the pistons are fully compatible with the 361. Vehicles using the B 350: The 361 cu in B engine also introduced in 1958

415-803: A 12-year hiatus. Replacing the long-running Diplomat sedan, the model line was the first full-size Dodge sedan since the 1981 Dodge St. Regis. Slotted above the slightly smaller Dodge Dynasty in size, the fifth-generation Monaco was the Dodge counterpart of the Eagle Premier , available in standard LE and deluxe ES trims. The Dodge Monaco and Eagle Premier were assembled by the Bramalea Assembly in Brampton, Ontario (opened by AMC in 1986). Although produced in Canada, Chrysler Canada did not sell

498-418: A change. By the summer of 1969, the division released new chrome trim for the front fender caps and leading edge of the hood as an option, which gives the appearance of a then-fashionable loop bumper without the tooling expense. At the rear, Dodge's signature delta-shaped taillamps were presented in a new form that required the top of the bumper to slope downward toward each end. The standard-equipment engine on

581-436: A long-tube ram induction system was made standard on the Chrysler 300. It continued as standard on the 1961 300-G, and remained on the option sheets for Chrysler 300s through 1964. In 1962, a special version known as the " Max Wedge " was made available for drag racing and street use; this version produced 420 bhp (313 kW) at 5,000 rpm. Not to be confused with the 426 Hemi , the 426 cu in (7.0 L) RB

664-430: A new decklid and rear-quarter endcaps. Large black rubber guards were added to the bumpers to comply with new Federal five-mile-per-hour impact standards . Hardtop and sedan models gained about 6.5 in (16.5 cm) due mostly to the bumper guards. Inside, new fire-retardant materials in virtually every visible part of the interior meant added safety. Under the hood, all three available engines gained reliability with

747-529: A series of big-block V8 gasoline engines introduced in 1958 to replace the Chrysler FirePower (first generation Hemi) engines. The B and RB engines are often referred to as "wedge" engines because they use wedge-shaped combustion chambers ; this differentiates them from Chrysler's 426 Hemi big block engines that are typically referred to as "Hemi" or "426 Hemi" due to their hemispherical shaped combustion chambers. The corporation had been seeking

830-423: A smaller and lighter replacement for its FirePower engines, in part because new styling dictates meant moving the engine forward in the chassis which negatively affected weight distribution. Design features of the B and RB engines include 17 capscrews per cylinder head , a cylinder block that extends 3 in (76.2 mm) below the crankshaft centerline, an intake manifold not exposed to crankcase oil on

913-545: A two-barrel carburetor and 150 bhp became standard on the base Monaco. At the same time, the Royal Monaco Broughams and wagons were downgraded to 400 cu in (6.6 L) with 2-barrel carburetors, but the Royal Monaco continued with 1975's 360 cu in (5.9 L) with a two-barrel carburetor. The 440 cu in (7.2 L) with a four-barrel carburetor could still be ordered. For

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996-479: A two-barrel/single-exhaust version producing 170 hp (127 kW; 172 PS) at 4,400 rpm and 305 lb⋅ft (414 N⋅m) of torque at 2,400 rpm, a four-barrel/single-exhaust version producing 205 hp (153 kW; 208 PS) at 4,400 rpm, and a high-performance four-barrel/dual-exhaust version rated at 260 hp (194 kW; 264 PS) at 4,800 rpm and 410 lb⋅ft (556 N⋅m) of torque at 3,200 rpm. All three versions used

1079-407: A two-door hardtop coupe, four-door hardtop sedan, four-door pillared sedan, and four-door station wagons with six- or nine-passenger capacity. A new Brougham option package included a vinyl roof on sedans and hardtops and a split-bench front seat with a reclining mechanism on the passenger side (except on the two-door hardtops). Monaco wagons received wood-grained vinyl trim along their sides and across

1162-434: Is unknown). For the 1972 model year, the full-sized Dodges featured all-new sheet metal that had been initially planned for 1971. Setting off the new look for the Monaco was a new front end with hidden headlamps set above a completely new bumper and grille assembly. The car's sides lost their previous plump appearance in favor of a new, lean look with a new feature line that started on the front fenders and ran back through

1245-871: The Jeep model line, the AMC Eagle sedan/station wagons, and the Renault lineup of the Alliance and Encore (and the newly introduced Medallion ), AMC was sought after for ability to develop and engineer cars quicker (and at lower cost) than other American auto manufacturers. Beginning in 1985, AMC had begun to build the Dodge Omni/Plymouth Horizon and the Dodge Diplomat/Plymouth Gran Fury/Chrysler Fifth Avenue for Chrysler under contract. At

1328-417: The horsepower ratings of vehicle engines from gross (engine only, without air cleaner, exhaust system, alternator, or other power-consuming components) to net (with alternator, air cleaner, mufflers, and other vehicle equipment installed). The new rating system produced lower, more realistic numbers for any given engine. At the same time, emissions regulations were demanding cleaner exhaust. Engines including

1411-556: The personal luxury market, but ended up filling in for Dodge in the full-size, luxury line instead. The 1965 Monaco was based on the Custom 880 two-door hardtop body. The Monaco received special badging, different taillight and grille treatment, and a sportier interior with a full-length center console, as well as a 383 cu in (6.28 L) 325 hp (242 kW) V8 engine as standard equipment. Larger, more powerful engines were also available as options. The Monaco competed with

1494-465: The "Monaco" name was applied for 1967 to all of the premium full-sized Dodge cars, replacing the Polara 880 at the top of the Dodge line. Taking the Monaco's place as a premium full-size model was the Monaco 500, which was available only as a two-door hardtop and convertible. Marker lights in the fenders and full-width tail lights were added. The Monaco 500 was dropped at the end of the 1968 model year in

1577-434: The "shoulder" along the rear. The look starts in the front of the car, with a nearly straight-across bumper—demanded by a Chrysler executive after a Congressional committee attacked him over the seeming inability of car bumpers to protect vehicles from extensive damage in low-speed collisions—and a five-segment egg-crate grille that surrounds the headlamps. When the cars failed to spark buyers' interest, Dodge executives demanded

1660-529: The 1960 model year, the 383 beat the 392 Hemi that had reached 435 lb⋅ft (590 N⋅m). The 1960 383 engines featured the same basic ram induction system as the Chrysler 300F's 413 RB engines (named Sonoramic Commando when sold in Plymouth form). The later 383 Magnum (starting in 1968) used the 440 Magnum heads, camshaft, and exhaust manifolds. This engine was advertised at 335 hp (250 kW; 340 PS). The 400 cu in (6.6 L) B engine

1743-487: The 1969 Monaco is Chrysler's 245-horsepower (183 kW) B-block 383 cu in (6.3 L) V8 engine with a two-barrel 2245 Holley carburetor . Buyers could order the 383 with a four-barrel carburetor that increased power to 330 hp (250 kW), or they could opt for the 375-horsepower (280 kW) 440 cu in (7.2 L) Magnum RB-block engine. Station wagons with the 440 were rated at 350 hp (261 kW; 355 PS). The 1969 Monaco offered, as

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1826-555: The 1977 model year, the Monaco was effectively split into two model lines, with the Royal Monaco retaining the full-size C-platform alongside the Chrysler New Yorker, with the standard Monaco replacing the Coronet B-platform intermediate. Offered in standard and Brougham trims, the Royal Monaco was produced as a two-door hardtop sedan, four-door sedan, and five-door station wagon. The 318 cubic-inch V8 became

1909-830: The 1988 model year. While prototypes wore Renault badging, all production vehicles wore the badging of the newly created Eagle brand (though designated with AMC VINs). The flagship of the Eagle brand, the Premier, was slotted above the Medallion (a nearly direct rebrand of the Renault 21) and the Eagle Wagon (the former AMC Eagle, ending production in December 1987). Along with its purchase of AMC, Chrysler contractually agreed to use 260,000 PRV V6 engines. For 1988 and 1989, Eagle sold less than 90,000 Premiers, forcing Chrysler to shutter

1992-415: The 383 B engine, the 383 RB had a 4 + 1 ⁄ 32  in (102.4 mm; 4.031 in) bore combined with the long stroke of 3 + 3 ⁄ 4 -inch (95.3 mm), for a displacement of 382.9 cu in (6,275 cc). It was only available in 1959 and 1960 on the U.S.-built Chrysler Windsors and Saratogas ; one of Trenton Engine's lines had been converted to the new RB engine (to make

2075-555: The 413), and demand for the 383 B engine was too high for the remaining line. The solution was to create a 383 RB to fill the gap until the plant figured out how to quickly switch from one block to the other. The {{cvt|413|cuin|L|1} RB was used from 1959 to 1965 in cars. It was also used in medium and heavy trucks including truck-tractors such as the C-1000 , up until 1979. It has a bore of 4.1875 inches. During that period, it powered almost all Chrysler New Yorker and all Imperial models, and

2158-452: The 440 dropped to 320 hp (240 kW). Monaco station wagons, which in 1969 and 1970 featured woodgrain trim on the lower bodysides, now had woodgrain high on the sides, including around the side windows. The new vinyl decals were translucent, allowing some paint color to shine through. Despite the power losses and mild styling change, sales slightly rose. About 900 more Monacos were built for 1971 (approximately 25,544 — an exact number

2241-414: The 440 were made with reduced compression, modified cam timing, and other tuning measures to comply with the newly tightened emissions regulations. The 1972 440 produced 335 bhp (250 kW) (gross) at 4400 rpm; the new net rating was 225 hp (168 kW)—which very closely coincided with period German DIN ratings and TÜV measurements. The high-output 440 (4-barrel/mild cam/dual exhausts)

2324-432: The B engines. All RB engines have a 3 + 3 ⁄ 4  in (95.3 mm) stroke, with the bore being the defining factor in engine size. All RB wedge engines share a deck height of 10.725 in (272.4 mm), and were fitted with 6.768 in (171.9 mm) long connecting rods, resulting in a 1.80:1 rod ratio. Bore center distance is 4.8 in (120 mm). All RBs are oversquare . Not to be confused with

2407-778: The Bramalea plant on several occasions. To expand production of the facility and also to fulfill its obligation to Renault sooner, Chrysler opted to offer a Dodge-branded version of the model line alongside the Premier for the 1990 model year. Chrysler C platform Too Many Requests If you report this error to the Wikimedia System Administrators, please include the details below. Request from 172.68.168.237 via cp1104 cp1104, Varnish XID 209169676 Upstream caches: cp1104 int Error: 429, Too Many Requests at Thu, 28 Nov 2024 07:44:04 GMT Chrysler B engine#383 The Chrysler B and RB engines are

2490-740: The Diplomat. This was a rebadged version of the Eagle Premier which was developed by Renault and American Motors Corporation (AMC). The Monaco was replaced by the Dodge Intrepid for the 1993 model year. It is named after the Principality of Monaco . Upon its introduction on September 25, 1964, for the 1965 model year, the Dodge Monaco was intended to compete with the Pontiac Grand Prix in what came to be known as

2573-417: The Dodge Monaco lineup as a lingering result of the 1973–1974 energy crisis , especially as Chrysler decided to move the Dodge Monaco, in name form only, from the full-size C platform -body to the mid-size B platform -body line up for the 1977 model year. The entire 1977 Dodge Monaco lineup received a make-over. The previous model year's full-size C-body Dodge Monaco (from 1976) became, just for one year only,

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2656-778: The Ford LTD, a top-of-the-line model in the Galaxie 500 series, the Caprice package for the Impala Sport sedan, as well as the 1966 Plymouth VIP model for its Fury series and the Ambassador DPL offered by American Motors . These models provided competition for mid-priced sedans like Chrysler, Oldsmobile, Buick, and Mercury. In Canada, a version of the Plymouth Sport Fury was marketed as the Dodge Monaco. It

2739-500: The Monaco name. In July 1969, Chrysler South Africa introduced a rebadged locally built version of the Dodge Monaco as the Chrysler 383 . This badge remained in use for about four years, being dropped in early 1973. This was the first time they had used the "Chrysler" badge on a locally built product in ten years. It was also one of the biggest cars built there, and had the biggest engine as well. The 383 cu in (6.3 L) V8

2822-557: The Plymouth version was called the Golden Commando . Both came with a dual point distributor in high-performance versions. The 383 became the standard model Mopar performance engine for the next decade. The big bore allowed for larger, 2.08 in (53 mm), intake valves, and the relatively short stroke helped it to be a free-revving and free-breathing engine. Producing a maximum of 330 hp (246 kW; 335 PS) ( gross ) and 460 lb⋅ft (624 N⋅m) of torque for

2905-470: The Polara 500 sold in the U.S. Canadians could also buy a Monaco convertible; U.S. Dodge full-size convertible shoppers had only the lower-end Polara and Polara 500 to choose from. All full-sized Dodge cars, including the Monaco, adopted Chrysler Corporation's new "fuselage" styling, in which the upper and lower body are melded into a uniformly curved unit. Curved side glass adds to the effect, as does deleting

2988-465: The Polara 880 for the Fury III competitor. The 1967 model year full-sized Dodges, the Monaco included, received significant facelifts with all-new exterior sheet metal. Chief designer Elwood Engel 's work featured generally flat body planes with sharp-edged accent lines. The hardtop coupes featured new semi-fastback rooflines with reverse-slanted trailing edges on the rear quarter windows. In Canada,

3071-708: The Premier adopted the suspension of the Renault (later Eagle) Medallion (a Renault 21 developed for North America, replacing the Renault 18i and AMC Concord ). To further distinguish the AMC Premier from the Renault 25, the model line received an exterior update by Giorgetto Giugiaro ; the interior was restyled by AMC designer Dick Teague (one of his final designs). The standard engine was an AMC-sourced 2.5 L inline-4 (shared with Jeep) and an optional 3.0 L PRV V6 . The Premier began production in September 1987 for

3154-555: The RB version—was essentially a larger bore version of the 350 and 361, using a 4.25 in (108.0 mm) bore for a 383.03 cu in (6,277 cc) displacement. This venerable engine was introduced in 1959. Dodge's version, the D500 , had a cross-ram induction manifold and dual four-barrel carburetors as options. In some Dodge applications, this engine was labeled as the Magnum , while

3237-633: The Stage III. The factory-advertised power rating never changed despite the Stage II and III improvements. A 426 Street Wedge block was also available in 1964 and 1965. It bears little relation to the Max Wedge except for basic architecture and dimensions. The Street Wedge was available only in B-body cars (Plymouth and Dodge) and light-duty Dodge D Series trucks. It was an increased-bore version of

3320-477: The United States and at the end of the 1970 model year in Canada. For the 1969 model year, the wheelbase of the Monaco was increased from 121 inches to 122 inches, and the length was increased to about 220 inches. Returning for 1969 was the "500" option, which in the U.S. market gave the Monaco front bucket seats and a center armrest. In Canada, the Monaco 500 was a separate series that used the side trim of

3403-420: The addition of Chrysler's new electronic ignition system as standard equipment, which extended spark plug life and virtually eliminated periodic ignition system maintenance. Despite the improvements, sales dropped again to 29,396. The 1973 model year was to be the Monaco's final year as Dodge's top-of-the-line full-size car. After 14 years, the Polara name was discontinued, and, in 1974, all big Dodges carried

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3486-507: The all-new designs of General Motors and Ford, sales of the St. Regis were heavily supported by fleets, primarily as law enforcement vehicles. After 1981, the St. Regis was discontinued (in favor of the Diplomat), becoming the longest-wheelbase sedan, Chrysler had produced until the 2005 Dodge Magnum debuted. Production Figures: For the 1990 model year, Dodge revived the Monaco nameplate after

3569-470: The automotive press also criticized the car's new design as being too derivative of what they thought resembled a 3-year-old Buick or Oldsmobile full-size car. The Dodge Polara and Polara Custom models were discontinued after the 1973 model year. The Monaco and Monaco Custom replaced them respectively. The previous Monaco was renamed Monaco Brougham. The Brougham name was used on a luxury option package from 1969 to 1973. Fixed headlamps on all Monacos replaced

3652-655: The base Monaco were minimal. However, the Monaco Custom was renamed the Royal Monaco, and the Monaco Brougham became the Royal Monaco Brougham. These newly named models featured hidden headlamps. 1975 was the last model year in which the four-door hardtop was available. Some models, depending on equipment and the state they were sold in, received catalytic converters to comply with increasingly strict vehicle emissions control regulations. After

3735-492: The crank throw to avoid interfering with the steering linkage. The engineers moved the distributor to the front of the engine, at a 45-degree angle, which cleared the heater while allowing the oil pump to be located in front of the block - above the bottom of the crank's throw, clearing the steering linkage. The 'B' series wedge engine was introduced in 1958 with 350 cu in (5.7 L) and 361 cu in (5.9 L) versions. The 361 would continue in production until

3818-419: The doors, kicking up ahead of the rear wheels. Sedan and hardtop rooflines were new and more formal-looking. At the rear, there was another new loop bumper and full-width taillamp. Station wagons received a new rear appearance with "stacked" vertical taillamps. The standard V8 for 1972 Monacos was the 360 cu in (5.9 L) LA-block engine, which had been introduced in 1971 as an option on Polaras. It

3901-407: The dual-action (side- and bottom-hinged) tailgate. Sales of the Polara and Monaco were down by nearly 20,000 cars compared with 1968, with the Monaco line accounting for 38,566 of the 127,252 full-size cars made by Dodge for the year. The 1970 models featured new front and rear styling, including complex loop-type bumpers front and rear. In the front, the new bumper enclosed a new diecast grille and

3984-573: The early B engine the Commando , variants of which included the Golden Commando and Sonoramic Commando . It produced 305 bhp (227 kW). DeSoto 's B engine was named Turboflash and produced 295 bhp (220 kW). The Dodge standard version was a 2-barrel with 295 bhp (220 kW) called the Super Red Ram with an optional variant that was called the D500 and produced 320 bhp (239 kW). The 361 would last until

4067-417: The end of the series, albeit for trucks only. In its early years, the 305-horsepower 361 was optional on many vehicles, and standard on, among others, the Dodge 880. The 361 had a fuel-injected version in 1958 only. Very few of the fuel-injected B engines were made and only a handful remain, since most were brought back to the dealer to be fitted with carburetors. The 383 cu in B engine—not to be confused with

4150-403: The end of the series, albeit only for truck installation. The RB ("raised B") arrived one year after the launch of the B series engines, in 383 cu in (6.3 L) and 413 cu in (6.8 L) displacements. Unlike the previous B-engines, which had a 3 + 3 ⁄ 8 -inch (85.7 mm) stroke , the RB engines had a 3 + 3 ⁄ 4 -inch (95.3 mm) stroke. For 1960,

4233-453: The full-size C-body 1977 Dodge Royal Monaco until its discontinuation from all production at the end of the 1977 model year. The mid-size B-body 1977 Dodge Monaco two-door coupe, four-door wagon, and four-door sedan replaced the previous model year's Coronet hardtop coupe, four-door wagon, and four-door sedan. These cars were "corporate twins" to the new-for-1975 "downsized" Plymouth Fury . The 1977 Dodge Monaco Brougham four-door sedan replaced

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4316-406: The headlamps. At the rear, the double-loop bumper enclosed the taillamps. Reversing lamps were moved up into the endcaps that terminated the quarter panels, in slotted body-color housings. The designers chose to emphasize the length of the hood this year, which meant that the redesigned front end grew by three inches. However, the new rear end was four inches (102 mm) shorter. Improvements to

4399-406: The hidden headlamps of the previous models. The standard engine on all Monacos was a 360 cu in (5.9 L) with a 2-barrel carburetor—engine options included a 360 cu in (5.9 L) with a 4-barrel carburetor, a 400 cu in (6.6 L) with a 2- or 4-barrel carburetor, and a 440 cu in (7.2 L) with a 4-barrel carburetor. For the 1975 model year, changes to

4482-486: The later versions, resembled steel tube headers. The Max Wedge was factory rated at 415 or 425 bhp (309 or 317 kW) (depending on compression), and 480 lb⋅ft (651 N⋅m) at 4400 rpm. Before the end of the 1963 model year, Chrysler introduced the Stage II Max Wedge with improved combustion chamber design and an improved camshaft. The last performance year for the Max Wedge came in 1964 with

4565-462: The loss of the 500 package, and the Brougham package was also available for $ 220, despite the addition of a separate Polara Brougham series. All engines had their compression ratio reduced so they could all run satisfactorily on regular-grade gasoline. The two-barrel 383 versions still has the same power rating 245 hp (183 kW), the four-barrel 383 dropped to 290 hp (220 kW), and

4648-584: The model line; following the discontinuation of the Diplomat, the largest Dodge sedan sold in Canada was the mid-size Spirit (the Dynasty was badged as a Chrysler). For the 1993 model year, Dodge consolidated its two large sedan lines, as the Dodge Intrepid replaced both the Monaco and the Dynasty; the Eagle Vision replaced the Premier. In August 1987, Chrysler completed its acquisition of American Motors Corporation (AMC). Along with its ownership of

4731-433: The previous ten model years (from 1966 to 1968, from 1969 to 1973 and from 1974 to 1975) ever since the Dodge Monaco made its debut from eleven model years earlier (1965), had been discontinued during the end of the previous model year (1975), which reduced the choice of body styles to just three offerings, the four-door wagon, four-door sedan, and two-door hardtop for the 1976 model year. A 318 cu in (5.2 L) with

4814-403: The previous year's Coronet Brougham four-door sedan. The 1977 Dodge Monaco Crestwood four-door wagon replaced the last year's Coronet Crestwood four-door wagon. However, the 1977 Dodge Monacos differed only slightly from the 1976 Coronet versions. The 1977 models received a revised front-end design with stacked rectangular headlamps . For the 1978 model year, the mid-size B-body 1978 Dodge Monaco

4897-433: The previous year, and other minor styling changes focused mainly on the rear. The Super-Lite was no longer available because of a lack of consumer interest and challenges to its legality in some states. A new single-loop rear bumper and larger taillamps were installed. The 500 option package was discontinued. A stereo cassette player-recorder with a microphone was new on the option list. Bucket seats remained available despite

4980-407: The same 8.2:1 compression ratio. The 400 was used in car, truck, and motorhome chassis. Horsepower and torque ratings gradually declined through the years because of the addition of more federally mandated emissions controls, until all Chrysler passenger vehicle big-block production ceased in 1978. For its last year of production, it only produced 190 hp (142 kW) (although a heavy-duty version

5063-637: The same compression ratios). For 1963, horsepower ratings would slightly increase (see below), and it became optional in B-bodied Dodges and Plymouths. After 1963, it would be used only in Dodges and Plymouths. The Max Wedge was a race-only version of the 426 Wedge engine offered from the factory. Known as the Super Stock Plymouth and Ramcharger Dodge, the Max Wedge featured high-flow cylinder heads developed through state-of-the-art (at

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5146-414: The same time, Royal Monaco Broughams and wagons received a 400 cu in (6.6 L) with a 4-barrel carburetor. Engine options for the Monaco and the Royal Monaco were a 400 cu in (6.6 L) with a 2- or 4-barrel carburetor, and all Monacos could be upgraded to a 440 cu in (7.2 L) with a 4-barrel carburetor. The car weighed over two tons with a top speed of 127 mph. At

5229-482: The standard New Yorker 413 single 4-barrel engine. The 440 cu in (7.2 L) RB was produced from 1965 until 1978, making it the last version of the Chrysler RB block. It had a light wall construction, precision cast-iron block, with iron heads and a bore of 4.32 in (109.7 mm), for an overall displacement of 440 cu in (7.2 L). From 1967 to 1971, the high-performance version

5312-465: The standard engine for the first time. Outside of California, the 360 V8 (with a two-barrel carburetor) and the 400 V8 remained available; the 440 V8 was offered as an option. A 3-speed automatic was the only transmission available. The Royal Monaco was discontinued for the 1978 model year, as Chrysler offered the C-platform only through its namesake division. The 1977 model year brought changes to

5395-420: The start of the 1975 model year, a limited-production option for Royal Monaco Brougham coupes was introduced: the Diplomat package featured a landau vinyl roof with opera windows and a wide steel roof band. It was available in only three colors—Cold Metallic, Silver Cloud Metallic, and Maroon Metallic. The standard Monaco and Royal Monaco engine was a 360 cu in (5.9 L) with a 2-barrel carburetor. At

5478-412: The start of the 1976 model year, exterior changes on the full-size C-body 1976 Dodge Monaco were minimal. However, all models (including police packages) now had the former high-series front panel with hidden headlights. Chrysler's new Lean Burn system was introduced to reduce exhaust emissions (only on the 400 cubic inch engine). The four-door hardtop, which had been part of the Dodge Monaco lineup during

5561-475: The suspension were promoted as the new "Torsion-Quiet" system, which used strategically placed rubber isolators to reduce road noise and vibrations. The rear wheel track was broadened by nearly three inches as Dodge installed the rear axle that had been used only on Wagons on all 1970 Monaco models. The Brougham and 500 option packages continued, as did the availability of the Super-Lite, but the 440 Magnum V8

5644-607: The time of the sale, AMC was nearing the release of the Premier, a collaboration between AMC and Renault to develop a full-size car for the North American market. The largest AMC-branded vehicle since the 1978 Matador, the Premier was to become a full model line, including a four-door sedan, station wagon, and two-door coupe (named the Allure). Derived from the chassis of the Renault 25 (the flagship Renault model line in Europe),

5727-530: The time) airflow testing. They had 1 + 7 ⁄ 8  in (48 mm) exhaust valves, which required the cylinder bores to be notched for clearance. 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. Induction came by means of a cross-ram intake manifold tuned for peak power above 4000 rpm and two Carter AFB-3447SA 4-barrel carburetors. The Max Wedge also included high-flow cast-iron exhaust manifolds that, on

5810-463: The underside, stamped-steel shaft-mounted rocker arms (race versions used forged steel rockers), and a front-mounted external oil pump driven by the camshaft. In order to provide a lower hood and center of gravity, the engine to be mounted lower than before. Apart from changing the engine dimensions and engine mount position, this also entailed reconsidering the distributor drive and oil pump locations. The oil pump could not be allowed to extend below

5893-573: Was a wedge-head RB block with a 4.25 in (108 mm) bore. The 426 Wedge served as Chrysler's main performance engine until the introduction of the 426 Hemi. It was initially offered as the "non-catalogued" option S42 in Chryslers (the number of such produced is uncertain), offered with 373 or 385 hp (278 or 287 kW) via a single 4-barrel carburetor (11.0:1 or 12.0:1 compression ratio , respectively), or 413 or 421 hp (308 or 314 kW) via ram-inducted dual four-barrel carburetors (with

5976-574: Was also available on the lesser Chryslers, Dodge Polara , Dodge Monaco , and Plymouth Fury as an alternative to the B-block 383 and the A-block 318 . It was also fitted to some European cars such as the later Facel Vega Facel II . In the 1959 Chrysler 300E, the 413 wedge was fitted with inline dual four-barrel carburetors; it was factory-rated at 380 bhp (283 kW) at 5,000 rpm and 525 lb⋅ft (712 N⋅m) at 3,600 rpm. In 1960,

6059-417: Was also available). 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, 400 B engine blocks have become a popular choice for high-performance engine build-ups. The RB engines, produced from 1959 to 1979, are raised-block (taller) versions of

6142-535: Was available in hardtop coupe or convertible body styles. The Canadian Monacos were equipped with Plymouth dashboards in 1965 and 1966. Unlike the U.S. Monaco versions, the Canadian Monacos were available with 318 cu in (5.21 L) V8s or the slant six . For the 1966 model year, in the U.S., the Monaco replaced the Custom 880 series, and the former Monaco became the Monaco 500. The basic Monaco

6225-473: Was available in hardtop coupe, four-door (pillarless) hardtop sedan, conventional four-door (pillared) sedan , and four-door station wagon body styles. In the U.S., the Monaco 500 was available only as a two-door hardtop . Although there was no convertible in the 1966 U.S. Monaco range, there was in the 1966 Canadian Monaco lineup. The Canadian Dodge used the "Monaco" name for the Sport Fury equivalent and

6308-404: Was dropped. The 350 horsepower (260 kW) version 440, available only in wagons for 1969, became the new top engine for all Monacos. Despite all of the changes, which cost Chrysler a rather large sum of money, Monaco (and Polara) sales declined, with 24,692 Monacos built for the model year. The 1971 model year Monaco received a facelift featuring a new grille within the bumper that had been used

6391-465: Was essentially the same as the 350 except with a larger 4 + 1 ⁄ 8  in (105 mm; 4.12 in) bore, for an actual displacement of 360.83 cu in (5,913 cc). In 1962, the Dodge Polara 500 came standard with a 305 bhp (227 kW) version of the 361 that had a four-barrel carburetor , dual-point distributor, and dual exhausts. Plymouth called their versions of

6474-454: Was introduced in 1972 to replace the venerable 383, and were power-rated via the net (installed) method. Chrysler increased the bore size of the 383 to create the 400. Its bore of 4.342-inch (110.3 mm) was the largest used in any production Chrysler V8 at the date of its introduction. All parts except for the pistons were interchangeable between the 383 and 400. Crankshafts were made of cast iron. Three versions of this engine were available:

6557-627: Was marketed as the Magnum in Dodges, the Super Commando in Plymouths, and the TNT in Chryslers. From 1972 to 1974, the engine (detuned to run on unleaded gasoline) was rated at 280 hp (209 kW) net, and dropped in horsepower each year until 1978, when it was rated at 255 hp (190 kW) (in police specification) and limited to Chrysler New Yorkers, Chrysler Newports, Dodge Monaco Police Pursuits, and Plymouth Fury Police Pursuits. It

6640-490: Was rated at 210 hp (157 kW; 213 PS), as measured net instead of gross . A new engine optional, 400 cu in (6.6 L) B-block V8. The 440 remained available, but it now produced 275 hp (205 kW; 279 PS) (net). Sales for 1972 nearly matched 1969 levels, with 37,013 built for the model year. For its last year in the fuselage body, the Monaco continued with its 1972 styling, except for another new rear bumper with redesigned taillamps, along with

6723-437: Was rated at 290 hp (216 kW), and the fully equipped car featured power windows and a standard vinyl roof. The full-size C-body 1974 Dodge Monaco was completely redesigned for the 1974 model year with an all-new unibody platform and sheet metal. However, the 1973 oil crisis began within days of their introduction. Chrysler was excoriated in the media for bringing out huge new cars, and sales suffered accordingly. Many in

6806-598: Was rated at 375 bhp (380 PS; 280 kW) (370 bhp (375 PS; 276 kW) in 1971) at 4,600 rpm and 480 lb⋅ft (651 N⋅m) at 3,200 rpm of torque with a single 4-barrel carburetor, and from 1969 to 1971, the highest-output version had an intake setup with 3×2-barrel Holley carburetors ("440 Six Pack" for Dodge, "440 6-BBL" for Plymouth) producing 390 bhp (395 PS; 291 kW) at 4,700 rpm (385 bhp (390 PS; 287 kW) in 1971) and 490 lb⋅ft (664 N⋅m) at 3,200 rpm of torque . In 1972, changes were made to

6889-485: Was unchanged from the previous model year. It became Dodge's largest car during the 1978 model year. The Dodge Monaco was discontinued at the end of the 1978 model year. The B-body cars continued in the form of the Dodge Magnum until 1979. The Dodge Monaco was replaced by the Dodge St. Regis for the 1979 model year, using the Chrysler R platform (a smaller revision of the B platform). Struggling to compete against

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