In my 75 440 from a MH the plugs are R45TS. I went to Advanced Auto and they gave me a set of R43S plugs. Well they dont fit. They are short on the threads and will not screw in. Even require a different large socket. The lead in is shorter and they take a compression ring. Any ideas as to whats up or how i find the right plug. THe AC book show this R45ts in 6 cylinders and 3.7.lt engs. I am so confused the book indicates J 11y and thats obsolete? Is the R45TS the right plug.
| Posts: 16
| Joined: 09/09
Try Champion RJ12YC or RJ14YC which is a hotter plug. I like the 14's they run good in my 383.
1959 Dodge Custom Royal Lancer. New Paint, Interior Chrome, 383 Engine, dual exhaust with flowmaster 40's and alot more
| Posts: 643
| Joined: 08/09
look at the stamping number on the front of the block... does it say... 440-3 see if there is a date code...
does the block casting number say 440-3 ?????
i have dealt with 440-3 variations... if R45TS came out.. that might be what should go back... i threw out my delco spark plug catalog last week.. i had never opened it since the internet came... and i can only find the R43S spark plug applications in normal parts searches...
if you took out.. R45TS.... The BL-9Y plug crosses to the RV9YC and crosses to a R43TS... a slightly colder spark plug.. i would put in CR43TS spark plugs... they have a larger center terminal and a thick side electrode... every parts store should have them in stock.. as they also fit 4.3 astro vans... they cost more.. but are worth it...
The R43S is a 14mm, 13/16 hex , gasket type spark plug with an extended tip..
the R43TS is a 14MM, 5/8 hex, tapered seat, extended seat spark plug..
The CR43TS is the heavy duty version ....
they even made a 318-3 motor.... and it used 18 mm spark plugs like a old ford...
i found this info on a 440-3
Dodge V8 440-3 (Chrysler) (F-C) Marine and Industrial Engine
90 degree V type: 8 cylinder
Fuel: regular gasoline
Bore and stroke: 4.320 x 3.750 invhes
Piston displacement: 440 cubic inches
Compression ratio: 9:1
Firing order: Counterclockwise, 1-8-4-3-6-5-7-2
Engine bank (right side) 1-3-5-7 (r-f)
Engine bank (left side) 2-4-6-8 (r-f)
Oil filter type: Full flow Chrysler #1851658 or Penzoil PZ-1
Fuel filter: Use metal canister type only
Carburetor: Original: NOT included with package. #3744715 Chrysler. Recommended Carburation: 9801 Thermoquad. Carter TQ-9036S.
Bore: Primary 1 1/2". Secondary 2 1/4".
Main venturi: Primary 1 1/2". Secondary 2 1/4".
Metering rods: 75-2110.
Float settings: 29/32". Set float level 1/32 lower than factory specs.
Secondary throttle linkage: adjust link so that primary and secondary stops both contact at the same time.
Secondary air valve opening: 1/2".
Secondary air valve spring tension (from contact): 1 1/2 turns.
Accelerator pump stroke (top of plunger to top of bowl cover): At curb idle 5/16". At secondary pick up 3/16".
Choke control lever adjustment off vehicle: 3 3/8".
Choke diaphragm connector rod (clearance between air valve and stop) 0.040.
Vacuum kick: 0.161.
Fast idle cam position: 0.100.
Choke unloader (wide open kick): 0.310.
Secondary throttle lockout: 0.060 to 0.090.
Ignition: Fully electronic Chrysler NOT included with package.
Spark Plugs: BL-9Y Champion (or equivalent). Do NOT use resistor plugs. Size 14mm tapered set. Gap: 0.035". No gasket required.
Distributor: Chrysler #3656341 (original) Package modified. Part #3755157 (Chrysler).
Timing assembly: H/D Double Roller
Cam: Special Advanced Curve
Crankshaft: Forged steel
Capacity: 7 quarts (included) filter change 40 weight high detergent
Cooling system: 25 quarts (includes radiator and hoses)
Weight: Long block as shipped: 670#
RVS has put a lot of research into the remanufacturing process and specification of our 440 Marine and Industrial Engine.
By initial design this engine was used in the Texas and Oklahoma oil fields and was operated as a stationary assembly.
Later this assembly was offered to motorhome manufacturers, complete with transmissions as a power package to be utilized in new production.
FMC motorcoach production chose the 440 M & I engine because of its' tremendous durability and national warranty. Chrusler made these units available as certified packages hence certain refinements were made in order that these engines met the California State smog regulations.
Pursuant to the application in the FMC motorhome the engine packages ran a little hotter than usual thus we were seeing premature failure of valve seals etc., along with other components within the engine compartment. (hydrovac hoses, wiring, etc.)
As time went on we saw this high failure combined with, in our eyes a rather high oil consumption problem; as Chrusler admitted to us in 1975, that 5-800 miles a quart seemed to be standard.
After analyzing the situation; torque curves, BTU rejection rates, horse power and general performance, specifications were looked at in order to improve our overall general picture.
Our affiliation with Chryslers after-market rebuilding process gave us the opportunity to sit down with the technically minded Chrysler Corporation infividuals, who can analyze these problems and arrive at responsible solutions.
After interjecting our experience through history, discussions with the Parnelli Jones organizations and Nasa Ames Research at Moffett Field, California, we arrived at what we feel is a custom designed specification tailored for the FMC motorhome. Major changes were made to the lower end in the balancing process, to arrive at a smoother operating assembly. We increased compression ratio .8; an advance overstock, and custom tailored a cam and distributer to provide a much needed boost on the upper end. (provides added passing ability and hill climbing power.)
Naturally all the critical refinements that Chrysler originally built into the motor were saved, especially relating to the head and valve configuration. The end result being a more efficient, smoother operating tuned assembly.
this thread may also help
it goes into the 440-3 spark plug issue...
i also ran across this TQ file... lots of work went into it...