1971 Dodge Super Bee Facts: Engine Options and Performance

The 1971 Dodge Super Bee occupies a specific position in muscle car chronology. One model year, multiple engine configurations, and performance numbers that still get attention decades later. The car came standard with a 340 cubic-inch V-8, but anyone serious about the platform moved up. What follows is a detailed accounting of what made this particular year notable, drawn from specification sheets, period testing, and documented performance data.

Six Engine Options Spanning 150 Horsepower

Dodge offered six distinct powerplants for the 1971 Super Bee, a range that started at 275 horsepower and topped out at 425. The base 340 cubic-inch V-8 delivered 275 horsepower at 5,000 rpm with 340 lb-ft of torque. The 383 cubic-inch big-block came in two versions: a 2-valve configuration producing 290 hp at 5,000 rpm with 380 lb-ft torque, and a Magnum 4-valve variant generating 300 hp at 5,000 rpm with 410 lb-ft torque. The 440 cubic-inch Magnum V-8 4-valve produced 375 hp at 4,600 rpm with 480 lb-ft torque. The 440 Six-Pack featured three 2-barrel carburetors and produced 390 horsepower at 4,700 rpm with 490 lb-ft of torque. At the top sat the 426 cubic-inch Hemi V-8, rated at 425 horsepower at 5,000 rpm with 480 lb-ft of torque at 4,000 rpm.

The Hemi Made 425 Horsepower From 426 Cubic Inches

The 426 Hemi remains the defining engine of this model year. Cast-iron block and heads with a 10.25:1 compression ratio. Two Carter AFB four-barrel carburetors mounted on an aluminum dual-plane intake manifold. Mechanical fuel pump. Hydraulic valve lifters and 5 main bearings. Bore and stroke measured 4.25 x 3.75 inches. The power output was 425 horsepower at 5,000 rpm and 480 lb-ft of torque at 4,000 rpm. Chrysler cast-iron high-flow exhaust manifolds fed dual pipes and mufflers. The engine required premium gasoline, as did all 1971 Super Bee engines regardless of displacement.

The 440 Six-Pack Delivered 390 Horsepower With Triple Carburetors

The 440 Six-Pack represented a different approach to big-block performance. Three 2-barrel carburetors sat atop the intake manifold. Total displacement was 440 cubic inches. Output reached 390 horsepower at 4,700 rpm with 490 lb-ft of torque. The engine produced more torque than the Hemi, though at a lower peak power number. The Six-Pack configuration became known for throttle response and mid-range pull. It weighed less than the Hemi, contributing to slightly different handling characteristics and weight distribution across the front axle.

Hemi Models Hit 60 MPH in 5.7 Seconds

Period testing documented the Hemi Super Bee’s acceleration times with precision. 0-30 mph required 2.5 seconds. 0-45 mph took 4.2 seconds. 0-60 mph elapsed in 5.7 seconds. 0-75 mph needed 7.6 seconds. These numbers reflected a vehicle weighing 4,083 pounds with driver and fuel. The times came from cars equipped with the standard 4.10:1 rear axle ratio and either the heavy-duty 727 automatic or the 4-speed manual transmission. Launch technique mattered with the Hemi. Too much throttle and the Sure-Grip differential would break the tires loose. Not enough and the engine would bog between shifts.

The 440 Six-Pack Reached 60 MPH in 6.9 Seconds

The Six-Pack’s acceleration times trailed the Hemi but remained strong for the era. 0-30 mph in 2.9 seconds. 0-45 mph in 4.7 seconds. 0-60 mph in 6.9 seconds. 0-75 mph in 9.9 seconds. The lighter weight of 3,945 pounds helped, though not enough to overcome the Hemi’s power advantage in straight-line testing. The Six-Pack delivered more progressive throttle response due to the three-carburetor setup. The center carb operated continuously while the outboard carbs opened under heavy throttle. This arrangement provided smoother transitions during acceleration compared to the Hemi’s dual four-barrel configuration.

Curb Weight Ranged From 3,945 to 4,083 Pounds

Base curb weight for the 1971 Super Bee sat at approximately 4,050 pounds. The Hemi variant weighed 4,083 pounds due to the heavier engine internals and dual-carburetor setup. The 440 Six-Pack came in at 3,945 pounds, the lightest of the big-block configurations. Weight distribution favored the front axle across all models, typical of front-engine, rear-drive muscle cars. The difference between lightest and heaviest configurations was 138 pounds, enough to affect acceleration times and handling but not radically alter the driving experience. Unibody construction contributed to rigidity while adding weight compared to separate frame designs.

The 115-Inch Wheelbase Measured 205.4 Inches Overall

The Super Bee rode on a 115-inch wheelbase with overall dimensions of 205.4 inches long, 79.1 inches wide, and 52.7 inches tall. Track width measured 60.1 inches front and 62.0 inches rear. The rear track exceeded the front by 1.9 inches, contributing to stability under hard acceleration. Height at 52.7 inches gave the car a low profile, though not as extreme as some contemporary designs. The 115-inch wheelbase struck a balance between interior space and maneuverability. Longer wheelbases generally improved ride quality but reduced agility. The Super Bee’s dimensions reflected Chrysler’s focus on straight-line performance rather than road course capability.

Transmission Choices Included Automatic and Four-Speed Manual

Buyers selected between a 727 automatic transmission or a 4-speed manual. A 3-speed TorqueFlite automatic was also available, though less common in performance-oriented configurations. The 727 automatic earned a reputation for durability, handling the Hemi’s torque output without frequent rebuilds. The manual transmission appealed to drivers who wanted control over shift points and launch rpm. Both transmissions connected to a Mopar 8-3/4 housing rear end. Gear ratios varied based on transmission choice and optional final drive selections. The automatic provided consistency in acceleration testing while the manual allowed skilled drivers to extract marginally better times through precise shift timing.

Every Super Bee Included Sure-Grip Differential and 4.10:1 Gearing

All 1971 Super Bee models came equipped with a Sure-Grip limited-slip differential housed in a Mopar 8-3/4 axle assembly. The standard final drive ratio was 4.10:1. This aggressive gearing prioritized acceleration over highway fuel economy. The Sure-Grip differential helped manage power delivery to both rear wheels, reducing single-wheel spin during hard launches. The 8-3/4 axle was a Chrysler parts bin staple, known for strength and aftermarket support. The 4.10:1 ratio meant engine rpm climbed quickly relative to vehicle speed. Highway cruising at 70 mph resulted in higher rpm than cars geared at 3.55:1 or 3.23:1, common in non-performance models.

Manual Recirculating Ball Steering Used a 24:1 Ratio

The Super Bee featured manual recirculating ball steering with a 24:1 ratio. No power assist came standard, requiring physical effort at low speeds and during parking maneuvers. The 24:1 ratio provided acceptable road feel while keeping steering effort manageable given the front weight bias from big-block engines. Turning circle measured 40.9 feet curb-to-curb, adequate for the car’s size but not particularly tight. Power steering was available as an option, reducing effort but diminishing some feedback from the front wheels. Manual steering connected drivers more directly to the road surface, though it contributed to fatigue during extended low-speed driving or multiple parking attempts.

G-60-15 Tires and a 40.9-Foot Turning Circle

Standard tire size was G-60-15. These tires mounted on 15-inch wheels with a width appropriate for the era’s performance expectations. The G-60 designation indicated a specific aspect ratio and construction. The 40.9-foot turning circle reflected the wheelbase length and steering geometry. Tighter turning circles require shorter wheelbases or more extreme steering angles. The Super Bee prioritized straight-line stability over parking lot maneuverability. Tire technology in 1971 differed significantly from modern radials. Bias-ply construction was common, affecting traction, wear patterns, and heat buildup during extended high-speed running. The G-60-15 size balanced traction needs with available wheel well clearance.

Premium Gasoline Was Mandatory Across All Engines

Every 1971 Super Bee engine required premium gasoline. This held true from the base 340 cubic-inch V-8 through the 426 Hemi. Premium fuel in 1971 contained higher octane ratings than regular, necessary to prevent detonation given the compression ratios Dodge employed. The Hemi’s 10.25:1 compression ratio demanded high-octane fuel to avoid knock under load. Lower-displacement engines used similar compression ratios relative to their performance positioning. Premium fuel cost more per gallon, adding to ownership expenses. Modern premium gasoline differs in formulation from 1971 specifications, though octane ratings remain relevant. Running lower octane fuel risked engine damage through preignition and detonation, particularly during full-throttle acceleration or sustained high-rpm operation.

The Hemi Used Two Carter AFB Four-Barrel Carburetors

The 426 Hemi’s induction system centered on two Carter AFB four-barrel carburetors. AFB stands for Aluminum Four-Barrel, indicating construction material and venturi count. The carburetors mounted on an aluminum dual-plane intake manifold. Each carburetor fed one cylinder bank. This arrangement balanced airflow and fuel distribution across all eight cylinders. A mechanical fuel pump supplied fuel at sufficient pressure and volume. Tuning dual carburetors required synchronization to maintain balanced operation between cylinder banks. The dual-quad setup became visually distinctive, immediately identifying a Hemi under the hood. Carter’s AFB design featured relatively straightforward internals, making them serviceable without specialized tools or extensive carburetor expertise.

Cast Iron Block and Heads With 10.25:1 Compression

The Hemi employed cast-iron construction for both block and cylinder heads. This material choice prioritized strength and heat dissipation over weight reduction. The 10.25:1 compression ratio pushed the limits of pump premium gasoline octane ratings. Higher compression ratios extract more power from each combustion cycle but increase detonation risk. The cast-iron heads featured hemispherical combustion chambers, the source of the Hemi nickname. This chamber shape allowed larger valves and more direct airflow paths compared to wedge-shaped designs. The head design contributed to the engine’s power output but also increased complexity and manufacturing cost. Weight penalty from cast iron affected front-end mass and weight distribution.

Aluminum Dual-Plane Intake and Mechanical Fuel Pump

The intake manifold used aluminum construction, reducing weight compared to cast iron while maintaining structural rigidity. Dual-plane design separated the plenum into two sections, each feeding four cylinders. This layout improved low-end and mid-range torque compared to single-plane designs that favored high-rpm power. The mechanical fuel pump bolted to the engine block, driven by the camshaft through a pushrod. Mechanical pumps deliver consistent fuel pressure without requiring electrical power, though they lack the adjustability of later electric pump systems. The pump supplied sufficient fuel volume for the dual Carter AFB carburetors even at maximum engine rpm and wide-open throttle conditions.

High-Flow Exhaust Manifolds Fed Dual Pipes

Chrysler cast-iron high-flow exhaust manifolds routed exhaust gases from the cylinder heads to dual exhaust pipes. The manifolds featured larger internal passages compared to standard exhaust manifolds, reducing backpressure and allowing the engine to breathe more freely at high rpm. Dual exhaust pipes ran the length of the car with separate mufflers for each bank. This true dual-exhaust configuration eliminated the restriction of a crossover pipe that some manufacturers used. The exhaust note from dual pipes with performance mufflers became part of the car’s character. Cast-iron manifolds added weight but provided durability and resistance to cracking compared to tubular headers, though headers were common aftermarket upgrades.

One Year Only for the Hemi Super Bee

The 1971 model year represented the only year the Super Bee was offered with the 426 Hemi engine. This made the combination a one-year production run. Dodge discontinued the Super Bee nameplate after 1971, and the Hemi itself was discontinued after this model year. The rarity stems from both limited production numbers and the single-year availability. Insurance costs, emissions regulations, and declining muscle car sales influenced Chrysler’s decision to discontinue the Hemi. Collectors value one-year-only configurations more highly than engines or model combinations available across multiple years. The 1971 Hemi Super Bee captures a specific moment before regulatory pressure and market forces ended the first muscle car era.

Pure Stock Hemi Super Bees Run 13.20-Second Quarter Miles

Modern Pure Stock drag racing documentation shows properly prepared 1971 Super Bees running consistent quarter-mile times in the 13.20-second range. Pure Stock rules require factory-original components including engine internals, carburetion, exhaust systems, and tire sizes. These times reflect what the cars could achieve when properly tuned and driven by experienced racers. Period magazine testing sometimes produced faster times, though testing conditions, driver skill, and vehicle preparation varied. The 13.20-second quarter-mile represents serious performance even by current standards. Modern V-8 muscle cars often require 400-plus horsepower to match or exceed these times. The Pure Stock results validate the Hemi’s reputation and demonstrate that period performance claims were achievable under controlled conditions with optimal technique.

The Base 340 Produced 275 Horsepower

The entry-level engine option was a 340 cubic-inch V-8 producing 275 horsepower at 5,000 rpm with 340 lb-ft of torque. This engine allowed buyers to access the Super Bee model at a lower price point while still delivering performance exceeding most contemporary vehicles. The 340 established a reputation for reliability and adequate power in lighter A-body platforms. In the heavier Super Bee, performance was more modest but still respectable. The 340 required less aggressive tuning than big-blocks, potentially offering better street manners and fuel economy. Stepping up to 383, 440, or Hemi configurations required additional funds and acceptance of higher insurance premiums and maintenance costs. The 340 served buyers who wanted the Super Bee aesthetic and handling without committing to big-block ownership.

The 383 Big-Block Bridged Small and Big-Block Performance

The 383 cubic-inch big-block offered a middle path between the 340 small-block and the larger-displacement 440 and 426 engines. Two versions were available: a 2-valve configuration producing 290 hp at 5,000 rpm with 380 lb-ft torque, and a Magnum 4-valve variant generating 300 hp at 5,000 rpm with 410 lb-ft torque. The 383 provided more low-end torque than the 340 while avoiding the weight penalty and fuel consumption of the 440 and 426 engines. The Magnum version with four-barrel carburetor delivered stronger top-end performance. Insurance companies often viewed 383-equipped cars more favorably than 440 or Hemi variants, affecting ownership costs. The 383’s displacement fell between popular big-block sizes, making it less celebrated than the 426 or 440 but offering practical advantages in daily driving situations.

The 727 Automatic Handled Big-Block Torque

All automatic-transmission Super Bees used the heavy-duty 727 TorqueFlite transmission. This three-speed automatic was Chrysler’s answer to high-torque applications. The 727 featured robust internals capable of handling the Hemi’s 480 lb-ft of torque without frequent failures. Shift quality was firm, reflecting performance priorities over luxury-car smoothness. The transmission used hydraulic controls with governor and throttle pressure inputs to determine shift points. Manual valve body conversions were common modifications, providing full driver control over gear selection during racing. The 727 required less maintenance than manual transmissions when used for drag racing, contributing to its popularity. Gear ratios in the 727 were spaced for acceleration rather than fuel economy, with first gear providing strong launch capability and third gear serving as overdrive-less top gear.