pparaska

Point of interest in the BBC vs SBC weight issue. If you decide to forget about using an old (or new) GM 400 block, and go for the iron Dart (or World) block, realize that you're adding 50-60lbs to the engine. The dart block weighs about 200 lbs. I'm not sure of the weight of the GM BBC block, but this is what Dart advertises for the weight of their Big M block: Weight: 4.250†bore - 280 lb / 4.500†bore - 260 lb / 4.600†bore - 250 lb Food for thought.

You're correct - the bore spacing is the same, so there's no more metal BETWEEN the cylinders. But away from where they are siamesed, they are thicker than the 400. On all of the SBC blocks BUT the 400, the walls are separate between the cylinders, meaning they aren't "siamesed". And I doubt you can reliably bore a 305 to 4.000". The wall thickness all around the cylinder isn't there to do that and have any appreciable metal left. I could be wrong on that though. I've never dealt with a 305 and don't see the reason to build one. power=breathing=valvesize to a large degree, and limiting bore size will limit breathing, all else being equal.

Dr_Hunt: I fully agree. I wish I'd done it this way the first time. I got a steal on the block, machine work, parts. I paid $1600 for the entire shortblock balanced and blueprinted with a build book. The guy started with a standard bore 400 2-bolt block (from his stash and threw it in with that price), so I figured the cylinder walls would be fine. Little did I know about the sleeve. Wish I'd gone this way to begin with. I'll never do a sleeved engine again, nor accept one built with one. If I ever buy an engine from someone, I will ask before I pay or commission the job.

From Dart's site: Part# 31131111 / 31131211 / 31132211 Material: Superior iron alloy Bore: 4.00†or 4.125†unfinished Bore & stroke: 4.185†x 3.875†max recommended Cam bearing bore ID: SBC - 2.00†Cam bearings: Special coated, grooved, w/3 oil holes Cam Bearing O.S. + .010â€, +.020â€, +.030†Cam bearing press: .002†Cam journal OD: Standard SBC - 1.869†Cam Plug: 2.375†dia. cup plug Cylinder Wall Thickness: .275†min @ 4.185†bore Deck Height: 9.025†Deck Thickness: .675†min. Fuel Pump: Mechanical pump provision Fuel Pump Pushrod: Standard Length Freeze Plugs: Press in cup plugs Lifter Bores: SBC .8427†- .8437†Main bearing size: 2.450†(350) 2.650†(400) Main bearing bore: (350) 2.6401†/ -.001†(400) 2.8401†/ -.001†Main Cap Bolts: #1 7/16†(2) 3/8†(2) #2, #3, #4 7/16†(2) 7/16†splayed (2) #5 7/16†(2) 3/8†(2) Main cap press: .005†Main caps: Steel - 4 bolt, all 5 Main cap register: Deep stepped register on each side (no need for dowels) Oil system: Wet Sump - Main Priority Oiling (can use dry sump) Oil Pump shaft: 350 main = Stock shaft (.481â€OD) 400 main = Stock shaft (.425â€OD) MUST machine aftermarket shaft Oil Filter: Standard SBC filter, uses 2 bolt filter adapter Oil Pan: Standard SBC oil pan Rear Main Seal 350 main - std seal / 400 main - FelPro# 2909 Serial No. Left front & main caps Starter: Standard SBC Stud holes, Head: Blind holes Timing chain/gears Standard SBC components Timing Cover: Can use stock cover / Magnesium w/ pump provision avail. Torque Specs: 1-5 7/16†bolts - 65 ft lbs 1 & 5 3/8†bolts - 35 ft lbs Weight: 205 lbs @ 4.00†bore I put what I feel are the real advantages in Bold The 400 blocks are thin, and using it past .030" over can be tricky. The Dart block is much beefier in the lower end as well, the thicker walls and decks help as well. That means a better ring seal and a better head seal. The 205 lbs is a 60 lb increase, that's the only drawback I can see, past the price.

Dr_Hunt: I realize that even with deck plate hone, I'd see something like what I measured on #2. But #6 is WAY out of wack, no? Also, that was at 1/4" down. A partial block fill may help a bit, but up top, not much if at all. I did go only to 65 lb-ft. 70 seemed to take a good bit of turning on a few bolts so I just went to 65. My builder agrees with you, 65 is all you need on AL heads anyway, since they expand so much more when hot and help the sealing. I tried studs, but you probably remember the bad luck I had with that. Again, that was probably more the MLS gaskets and me not retorquing them than the studs. I'll use the studs on the Dart block though - blind head bolt holes - Hooray! No, the block will be major overkill as far as strength is concerned. But with studs, a torque plate hone, and that stiff block, I should have an excellent ring seal. I was thinking about the gapless rings, but some discussions with builders have me thinking they're not going to gain much over a very stiff block, studs, and deckplate honed hole, with a proper gap. The pin hole left in the gap when it's warm is so small of a leak as to be probably insignificant as far as power production. The only trick I have up my sleeve for this engine is to someday get the Hilborn injector with EFI going on it. But I doubt that it will be more that 550hp ever. I don't plan on nitrous, but you never know if I might get nuts and do that. Maybe lower the compression some day and add some forced induction? Well, the block will be able to handle it anyway! I'm going to build custom headers and use the Canton RR pan, which has a self-contained dipstick, so those problems go away for me. The wife will not be happy if she ever asks what this thing costs. Oh well, it won't be the first time!

Thanks for the kind thoughts, guys. John, no deck plate was used. Not that I like that fact. The builder doesn't have one in that bore size. The other cylinders show the typical wear areas adjacent to the bolts, but the wear area below and adjacent to that steam hole is very much more pronounced. My guess is that there's a crack that developed below the deck in that area and some trash got into it during heat cycling and pushed in on the sleeve. The builder feels bad about this and is quite surprised. He said that if I was one of his crazy dirt track customers or someone who was throwing a bunch of N2O at the thing, he might still be surprised, but since he knows me he can't imagine it was anything I'd done to cause this. He'd like to help, but agrees that finding another standard bore 2-bolt 400 block is going to be VERY difficult. He feels somewhat responsible, but I see it as stuff that just happens. It's not like he could really afford to replace the block anyway. He's a friend, and I'm not going to let him try to fix this, since the fix I want is a new Dart block. I could buy a new GM block for about $700, but I figure I'll splurge on the Dart piece and not have to worry about it again. The builder also wants me to hold onto the block so that when he comes through my area the next time he can pick it up and take it home to find out what happened, to put his mind to ease. If it's a procedural issue with how he or his partner did the sleeve, they want to learn from it. I tried to explain to him that my car is like the twilight zone, and the laws of physics are altered for anything that happens there . The thing is somewhat cursed . I STILL haven't totally ruled out the idea that I somehow caused this with my unorthodox manifold torquing sequence and level. It showed up RIGHT after I did that, and I don't think it's a total coincidence. Of course no one I talk to thinks it had anything to do with it . Kind of like I was saying I'd successfully conducted a cold fusion experiment . The block will be shipped this week to the machine shop. No turning back now!

After talking to my machine shop and reading some of grumpyvette's and other's posts on chevytalk, I decided on the Dart Little M block over the World Motown block. I decided on the 350 Main, 9.025 deck height, 4.125 bore Sportsman block (that means only the 4 center mains are 4 bolt, and ductile instead of steel caps), PN 31151211. CNC-Motorsports.com, has it for $1806. That's almost the lowest price I could find. The reasons I went with them is the $75 to anywhere (business or residence) in the US shipping, and their good phone sales service. John was quite helpful, and reminded me I'd need rings . I got out for $1995.95 with rings and shipping. OUCH!

Hey, it's only an engine. I have my health, and a daily driver . Pulled #6 piston - all looks very normal. Rings intact, not stuck, lands, clearances look fine. I noticed that on both the #6 and #8 cylinder wall, in the first 1 inch below the deck, in the area next to the siamesed wall between the two cylinders there is a brown area that looks like where blowby was pretty bad. Out came the dial bore gage. Here's what the bore measurements look like about 1/4" below the deck, on the leaking cylinder, #6: Look closely at how quickly and by how much the dimensions change from the 9 o'clock to 11 o'clock area. 0.0045" in about 60 degrees. That's pretty big, and no ring will seal that much variation in that short distance. I believe this is the cause for the leak. Here's a good cylinder, #2: The builder says he's done plenty of sleeves in 400 SBCs and never seen this happen. So this is some kind of a fluke I guess. Bad luck follows this car... No way I'm going to get this repaired. And since my parts are for a .030" over 400, finding another stock block that hasn't been bored from the STANDARD bore will be tough. So I'm probably going for a bottom of the line Dart Little M block. I'll be ordering this week.

Well, it was a nice try, but no luck. Both #6 and #8 are still leaking and down on compression (110 and 145 respectively). They went up to 145 and 215 psi with oil squirted in them. Glenn McCoy was over while I did this. Theories: - crack in cylinder wall between #6 and #8 near top - but I didn't see any. - two bad sets of rings or crack sets of rings in those cylinders - damaged pistons (ring lands, etc.) in those cylinders. She's broken. I'll pull the head again, and the pan and yank pistons #6 and #8 to see what's up with the cylinder dimensions (using a dial bore gage) and check the pistons and rings carefully.

Thanks for all the kind thoughts! But I think I sounded a false alarm! Sorry! The crack may not be a crack that shouldn't be there.... I talked to the guy that built the shortblock and he says that he can't remember if he sleeved it but what I was describing (5/64" "crack" around the cylinder) sure does sound like the thin sleeve you use to sleeve the 400 blocks. He's pretty sure what I was seeing is the sleeve moving down a bit (less than .001" from what I can tell) from the deck. He see's no way that I could get air from the pressurized cylinder test through that crack into the crankcase, like I was describing and I agree. He had me rock the # 6 piston and another one at TDC to verify that the skirt on the #6 piston hadn't collapsed or broken off. I told him about using the Cometic MLS gaskets and right away he said he suspects that my leak is from the cylinder into the lifter valley across the gasket surface. He said he's had nothing but trouble with them on the older engines, usually water leaks (sounds familiar, I've been there on this build as well!). Like grumpyvette, he's had good luck recently with NAPA copper shims, with some copper spray on them. He had me lay a straight edge across the block surface and the head surface to see what was up there - less than .001" gap - I couldn't even see light under the straight edge. I cleaned the surfaces, threads in the block and the bolts and I'm about to put a .040" thick Fel-Pro composition gasket on and do the pressure test again. He's confident that it will fix the problem. If it does, I'll put one on the other bank of the engine and put her back together. If all works out, I'll be on the road again in a few days.

No apology is needed, I just wanted to let people know that most of the engine weights lists out on the Internet are just old versions of the data that Dave is providing. What that causes is what happened to you - you found an old version, without all the info, and without a link to possibly a newer version. People don't always do this on purpose, it just happens. No foul, dude. It's cool.

Swapped manifolds the other day to cure an oil leak and to see if I could tune easier with a Victor Jr on the 406 instead of the Holley dual plane. I had some trouble getting the front water ports to seal on the intake/heads, so I untorqued all the intake bolts and did them front to back instead of from the center out, like the manual said. That fixed the water leak, but when I started it there was a constant backfire in the exhaust from one cylinder, until I got it revved above 2000 rpm. I had to really richen the low rpm fuel map to get it to be near 14.7:1, from where I had the map with the dual plane. I drove it a few miles to work and back (they were having their annual car show during lunch, as part of the celebration to commemorate all the dough the employees donated for the United Way campaign). Pretty cool place to work, huh!! Anyway, I checked the compression (engine was cold by the evening) and it was 180-190psi until I got to cylinder # 6, which was 120, and # 8 was 160. I hooked shop air (120psi) to the spark plug hole and brought it to TDC for #6 with both valves closed. No intake or exhaust valve leaks, but WOW there was a TON of air coming out of the valve cover hole for the oil breather!!! Even had a wistle to it! It also was lightly pressurizing the cooling system, as I could watch the water level rise in the radiator fill neck. I just pulled that head and found a crack all the way around the block's deck that is about 5/64 inch from the cylinder wall deck surface. Very weird - I've never heard of that before. I guess the agressive block decking was partly responsible. It was decked to about 8.885" deck height, from the stock 9.025". The guy was supposed to deck it to 9.000", but got a bit carried away. I still don't see how that could have caused the problem. This is a 400 2 bolt block, not sure what year. "509" high nickel casting. So who has an opinion on World versus Dart blocks? And where to get one cheapest? This is the last chapter in the 406 from hell story. The next book will be much better, I'm sure .

Sorry, guys. Just a little pet peeve of mine. Dave Williams has been putting this list together for over 20 years, and is good enough to give his sources with it as well. He gladly will take more info for his list and give you a reference footnote for your efforts as well, if you can add to his list. The unfortunate thing is that people steal his list, post it on their personal websites and never even give the author his due credit. They never update it when Dave does his updates. And they usually don't even include the references. I bet you that most of the hits you'll find on Internet searches on this topic will include a lifting of Dave's older weights lists that people have put up on their site. I understand very well that people just want to have a copy of it since links ALWAYS go sour. But they should at least give Dave credit, and include the URL of where they found it. That way people could look for updates using his name and some of the introductory text. So before you post yet another link for engine weights lists, please check to see if it's an old version of Dave's list, which I've put up here in the previous 4 posts. Repetition sucks.

Last but not least, here are the sources for Dave William's Engine/Transmission Weight/Size list: =-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-= Sources: unattributed data: from my paper notes of yesteryear otherwise: (1) Handbook of Engine Swapping, John Thawley, 1960 (2) Complete Handbook of Automotive Power Trains, Jan Norbye, 1981 (3) Passenger Car Engines, papers, IMechE, 1975 (4) New Light Duty Engines, SAE 510, 1982 (5) Hot Rod Engines, Hot Rod, 1967 (6) Aspects of Internal Combustion Engine Design, SAE 582, 1982 (7) Popular Science, May 1984 ( Automotive Industries, June 1993 (9) Cycle Magazine, Cook Neilson, "TDC" Feb 1990 (10) Street Rodder, Neal Muyleart, "Aluminum Manifold", Aug 1993 (11) Popular Science, March 1974 (12) Popular Science, September 1982 (13) Popular Science, May 1972 (14) Popular Science, April 1974 (15) Popular Science, December 1977 (16) Popular Science, November 1973 (17) Automotive Industries, July 1992 (18-) Ford SVO V-6 Racing Engine Builder''s Guide, 1992 (19) "Streamlining and Car Aerodynamics", Norbye, 1977 (20) "The New Mazda RX7 and Mazda Rotary Engine Sports Cars", Jack Yamaguchi, 1985 (21) Popular Science, April 1979 (22) Autotech, April 1988 (23) Racecar Engineering, V2 N6 1993 (24) Sports Car International, October 1992 (25) Road & Track, February 1994 (26) Collectible Automobile, January 1986 (27) Road & Track, December 1970 (28-) Road & Track, August 1980 (29) Road & Track, February 1992 (30) Car and Driver, March 1992 (31) Superauto Illustrated, October 1986 (32) Sports Car International, January 1993 (33) Sports Car International, June 1992 (34) Automobile, November 1991 (35) Motor Trend, September 1993 (36) Road & Track, April 1980 (37) Road & Track, August 1993 (38-) Car and Driver, January 1984 (39) Popular Mechanics, June 1981 (40) Road & Track, January 1989 (41) Road & Track, December 1993 (42) Motor Trend, August 1990 (43) Sports Car International, July 1990 (44) Road & Track, May 1985 (45) Automotive Industries, May 1994 (46) Machine Design, May 23 1994 (47) Automotive Industries, April 1994 (48-) Hot Rod Ford High Performance 1985 (49) Road & Track, May 1989 (50) Road & Track October 1979 (51) Motor Trend, September 1972 (52) Road & Track, June 1989 (53) Road & Track, September 1984 (54) Motor Trend, June 1985 (55) Motor Trend, August 1984 (56) Motor Trend, August 1987 (57) Road & Track, July 1987 (58-) Car Craft, July 1994 (59) Racecar Engineering, Summer 1991 (60) Circle Track, August 1994 (61) Car Design & Technology, July 1992 (British) (62) The World''s Fastest Cars, Publications International Ltd 1989 (63) Racecar Engineering, Vol 2 Number 5 (64) Racecar Engineering, Vol 3 Number 1 (65) Car Design & Technology, November 1992 (British) (66) Racecar Engineering Vol 2 Number 2 (67) Car Design & Technology, March 1992 (British) (68-) Car Design & Technology, June/July 1991 (British) (69) Car Design & Technology, September 1992 (British) (70) Car Design & Technology, June 1992 (British) (71) Car Design & Technology, May 1992 (British) (72) Motor Trend, September 1993 (73) Car Design & Technology, October 1992 (British) (74) Racecar Engineering, Vol 2 Number 3 (75) Racecar Engineering, Vol 3 Number 3 (76) Racecar Engineering, Vol 2 Number 4 (77) Automotive Industries, November 1992 (78-) Sports Car, March 1994 (79) Automotive Industries, July 1992 (80) Automotive Industries, December 1992 (81) Automotive Industries, October 1993 (82) Automotive Industries, February 1994 (83) Super Cars, December 1978 (84) Racer, September 1994 (85) dave.williams@chaos.lrk.ar.us, on scales (86) Automobile Design: Great Designers and Their Work (1970) (87) Some Unusual Engines, LJK Setright, 1975 (88-) Corvette Quarterly, Spring 1995 (89) Machine Design, May 11 1995 (90) Automotive Engineering, July 1995 (91) Machine Design, June 15, 1995 (92) Automotive Engineering, April 1995 (93) Car Craft, October 1990 (via thaxton@kscdm6.cad.ksc.nasa.gov) (94) Design News, October 5 1992 (via thaxton@kscdm6.cad.ksc.nasa.gov) (95) Haynes International Race Engine directory, via: Eric Verschuur (96) The Wankel Engine by Jan P. 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Competition Engine" (121) SAE 660742, "The Coventry Climax Racing Engine 1960-1965" (122) Popular Hot Rodding, October 1988 (123) Automotive Engineering, May 1996 (124) Peterson''s Complete Book of Ford, 3rd Edition, 1973 (125) Surplus Center, 1997 catalog (126) Kent's Mechanical Engineer's Handbook, 12th Ed. 1950 note: many utility Diesel and aircraft engines listed in this book (127) Automotive Industries, March 1997 (128-) Automotive Industries, October 1996 (129) Automotive Industries, September 1996 (130) Automotive Engineering, December 1996 (131) Automotive Engineering, January 1996 (132) Automotive Engineering, June 1997 (133) Automotive Industries, October 1996 (134) Fast Car, August 1996 (British) (135) Motor Trend, August 1967 (136) Road & Track, July 1967 (137) Road & Track, August 1967 (138-) Hot Rod, May 1978 (139) Vari-Prop ad, Sport Aviation February 1995 (140) Automotive Engineering, December 1982 (141) Machine Design, April 3 1997 (142) Design And Development Of The Indy Car, Roger Huntingdon (143) Ward''s Auto Reports Online September 1999 (144) RaceTech Magazine web site January 2000 (145) Jerico 1994 catalog (146) Jay Klahr, February 1997 (147) Kit Car March 1995 (148-) "Jaguar: Performance and Pride" by Pete Lyons and the Auto Editors of Consumer Guide, published 1991, via "VanOeveren, Ron" March 1996 (149) Jerico ad, Circle Track August 1996 (150) Jack Chesley 14 March 1996 (151) Road & Track April 1974 via Craig Blome September 1996 (152) "S. Grossen" January 1997 (153) "Sparkman, Jeffrey" 13 February 1997 (154) "Dan. Jones" January 1997 (155) Machine Design, June 11 1992 (156) The Complete Official 948cc and 1098cc Sprite/Midget: 1961-1966 Robert Bentley ISBN 0-8376-0023-5 via Craig Blome October 1999 (157) Frederic Breitwieser 24 September 1999 (158-) Automotive Industries July 1996 (159) Popular Science, August 1979 (160) jfross@ix.netcom.com (John Ross), rec.crafts.metalworking, 17 November 1996 (161) Ed Raden June 1997 (162) Brian Knowles 29 August 1997 (his scale) (163) "Leavitt, David R" September 1999 (his scale) (164) Stephen Wilson 22 September 1997 (his scale) (165) Joel Koenigs 23 May 1997 (166) Brian Knowles November 1997 (167) Will Klopfenstein May 1997 (168-) Car Craft March 1998 (169) Hugo van Waaijen 11 Aug 1999 (170) Brian Knowles 25 Jun 1997 (his scales) (171) Dvbai@aol.com 21 Aug 1997 (his scale) (172) RWa11@aol.com 30 Jun 1998 (his scale) (173) Hopkinsmik@aol.com 01 Oct 1998 (174) http://www.aviation-history.com/engines/allison.htm (175) http://www.aviation-history.com/engines/clerget.htm (176) http://www.aviation-history.com/engines/db605.htm (177) http://www.aviation-history.com/engines/super.htm (178-) http://www.aviation-history.com/engines/xr-7755.html (179) http://www.aviation-history.com/engines/pr-1937.htm (180) http://www.aviation-history.com/engines/pr-2800.htm (181) http://www.aviation-history.com/engines/wr-1937.htm (182) http://www.gmpowertrain.com/ind57PS.htm (183) http://www.gmpowertrain.com/ind65PS.htm (184) http://www.gmpowertrain.com/ind74PS.htm (185) Contact! issue 41, via Brian Knowles 12 Feb 2000 (186) John Robinson 101546,3555 CIS S17/European & UK Cars #728212 13-Feb-97 (187) Dcat917@aol.com 09 Feb 2000 (188-) Tom Hill 26 Dec 1999 on his scale (189) Joe Locicero 28 Mar 1998 (190) http://www.audi.co.za/environment/weight/weight.html via "Craig A. Blome" 13 Dec 1997 (191) Automotive Industries November 27, 1937 via Marvin McConoughey 29 Apr 1997 (192) Jerry Wills 01 Dec 1998 (193) Chuck Karish karish@mindcraft.com (194) Scott McClelland scottm@hprpcd.rose.hp (195) Bob Hale x594 7 Oct 98 (196) Automobile July 1991 (197) steveb@indy.net (steve benson) rec.autos.tech 9 Sep 1995 (198-) Ian Drysdale 20 Jun 1999 (199) Daniel1312@aol.com 31 Dec 1999 (unknown magazine article) (200) "Steve N." 18 Feb 1999 (201) Laszlo Szerenyi 4 May 1999 (202) http://www.eagle.ca/~harry/aircraft/tempest/sabre/ (203) http://www.csd.uwo.ca/~pettypi/elevon/baugher_other/wyvrn-01.html (204) Cycle World, December 1985 (205) Cycle World, February 1985 (206) Cycle, September 1984 (207) Modern MOTOR, June 1984 (Australian) (208-) Motorcyclist, April 1987 (209) Cycle World, November 1986 (210) Racecar Engineering, Volume 3 Number 5, 1994 (211) Honda CB650 factory service manual, 1980 (212) Cycle World, July 1987 (213) Cycle World, April 1984 (214) Ian Drysdale mc-chassis-design@list.sirius.com 04 Dec 1998 (215) Michael Moore mc-chassis-design@list.sirius.com 03 Dec 1998 (216) Michael Moore mc-chassis-design@list.sirius.com 03 Dec 1998 (217) Jim Schneider mc-chassis-design@list.sirius.com 04 Dec 1998 (218-) Motorcyclist, May 1978 (219) Motorcyclist, October 1985 (220) Motorcyclist, April 1978 (221) Automotive Engineering, May 1997 (222) Cycle World, June 1969 (223) David Meek , 10 Dec 1999 (224) Anton Krivanek 10 Jun 2000 (225) "Fraser, Adam" 07 Jun 2000 (226) GLGREEN232@aol.com 15 Feb 1998 (227) Michael Smart 03 Nov 1999 (228-) GD 18 Apr 2000 (229) James Gibat-Thoroski, http://members.fortunecity.com/mercurycapri/ projectrsx/v8sho/shonotes.html 11/00 (230) ScottyCBoy@aol.com 22 Apr 1999 (231) Robert 13 Apr 1998 referencing http://web2.airmail.net/robmu/eyewtk.html (232) John Slater 27 Jun 1998 (233) Automotive Industries, February 1996 (234) Fast Car, February 1992 (British) (235) Chevy High Performance, July 1998 (236) CAR, November 1986 (237) Motor, March 19 1983 (British) (238-) Capri Mild to Wild, October 1984 (British) (239) Circle Track, July 1998 (240) Machine Design, May 11, 1995 (241) David Hardcastle, "The Rover V8 Engine" (242) "Hot Rodding The Compacts". Peterson, 1964 (243) MG V8 Newsletter v4n1 (244) Solar Automotive conversion brochure (245) Kennedy Engineered Products adapter catalog (246) Peterson's Complete Book of Engines 1965 (247) Car Craft, February 2000 (248-) http://home.t-online.de/home/gerhard.kiessling/engine.htm (249) http://www.exeter-falcons.demon.co.uk/techspec.htm (250) NACA TN-34, 1921 (251) NACA TN-211, 1925 (252) ATSG web page, 2001 (253) 21St Century Turbo (254) http://www.ohtm.org/eng_wright.html (255) http://www.ohtm.org/eng_gnome.html (256) http://www.ohtm.org/eng_clerget.html (257) http://www.ohtm.org/eng_cyclone.html (258-) http://www.ohtm.org/eng_liberty.html (259) http://www.ohtm.org/eng_wasp.html (260) http://www.ohtm.org/eng_hallscott.html

Here's Dave William's Transmission Weight List from his EngineFYI page. See my next post 1 down from this one, post #41 on this topic for the list of reference that are in parentheses on this page. ------------------------------------------------------------- Engine Weight/Size FYI version 03.05.11 by Dave Williams, dw32@angelfire.com It isn't really a Frequently Asked Question, so I'll call it an "FYI", For Your Information. This was originally a list I'd compiled long ago on paper, then moved to the computer, then posted on the net as a response to some questions. It wound up being popular, but since I didn't keep track of the origin of the data there was some debate as to how accurate the list was. This new improved list has origins where I could find references; what doesn't have an origin is stuff from my original list. You'll sometimes see more than one weight listed. Some weights are for just a long block, some are complete and ready to run, and of course everything in between. Some engines varied in weight during their production runs - for example, some later Chevy V8s use thinwall blocks and aluminum heads. As of version 94.06.01 engine dimensions have been added. Since the shape can vary quite a bit within the maximum limits this data isn't very useful, but many people have requested it. As of version 00.02.04 transmission weights have been added. If you don't see something listed, it's because I don't have that information. What I have is here. I don't have a secret hoard of data sitting to gloat over. If you have any figures you'd like to contribute, please send them to me at one of the following addresses: dw42@angelfire.com -or- PO Box 181, Jacksonville AR 72078-0181 All contributions will be fully credited. =-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-= Transmissions maker weight gears type source comment Alfa Romeo 195 manual (166) 1976 Alfetta GT transaxle Borg Warner 101 4 speed manual Ford Super T-10 iron/aluminum Borg Warner 92 4 speed manual Chevy Super T-10 iron/aluminum Borg Warner 130 4 speed manual (158-) 1927 model T-4, for 1927 Paige 8 (dry) rated to 175 ft-lb Borg Warner 78 5 speed manual (85) T-5, Ford pattern Borg Warner 65 5 speed manual (243) T-50, GM pattern Borg Warner 140 6 speed manual (253) T56 (Dodge Viper) Clark 450 238 5 speed manual (253) 490 ft-lb rating Ford 48 4 speed manual (85) 1971 Capri/Pinto 1600 light duty (iron case, aluminum tailshaft housing) iron bhsg 23# Ford 103 4 speed manual (232) Top Loader Ford C6 ~202 3 speed auto (152) Big block C-6, 165 lbs, Transmission weight, drained, without torque converter 37 lb, Torque converter weight, mostly drained Ford C6 ~171 3 speed auto (154) no fluid Ford C4 ~185 3 speed auto (152) Small block C-6, 150 lbs, Transmission weight, drained, without torque converter 35 lb, Torque converter weight, mostly drained Ford AOD 184 4 speed auto (154) (without fluid) Ford AOD 195 4 speed auto (159) including torque convertor Ford FMX ~195 3 speed auto (154) cast iron case Ford FMX 195 3 speed auto (159) iron case Ford 228 3 speed auto (154) Ford-O-Matic (pre-FMX), cast iron case (early 1960s) GM Hydramatic ~250 4 speed auto (195) w/fluid clutch GM TH200-4R 117 4 speed auto (85) dry, no convertor Jerico 72 4 speed manual (145) mag. case with integral coolant pump Jerico 68 4 speed manual (145) mag. case w/o integral coolant pump Jerico 52 2 speed manual (149) Mitsubishi 110 5 speed manual (146) 1991 VR4 transaxle, less transfer Mopar A-833 116 4 speed manual (232) heavy duty New Venture 200 5 speed manual (252) NV3500, HM290, 5LM60 integral bell New Venture 200 5 speed manual (252) NV4500 iron case New Venture 200 5 speed manual (253) NV4500 New Venture 360 6 speed manual (252) NV5600 iron case, aluminum bell Porsche 89 5 speed manual (147) 901 transaxle Porsche 109 5 speed manual (147) 915 transaxle Richmond 140 6 speed manual (232) Saginaw 149 4 speed manual (147) Corvair IRS transaxle Saginaw 82 4 speed manual (85) iron case Saginaw ~150 4 speed manual (245) Corvair transaxle Studebaker 46 3 speed manual (187) Champion 1948 to 1954 Toyota 77 5 speed manual (243) W55, 57, 58, 59 Celica Supra, 9 bolts and two dowels to bellhousing Toyota 99 5 speed manual (243) Crown, Corona, Celica, Cressida, iron case, 7-bolt bellhousing flange VW 71 4 speed manual (147) Beetle IRS transaxle VW 79 4 speed manual (147) Bus IRS transaxle ZF 135 5 speed manual (147) Pantera transaxle ZF 145 6 speed manual (232) 1989+ C4 Corvette

Here's Dave William's Engine SIZE list, from the link for Engine weights/size: http://www.bacomatic.org/%7Edw/txt/engfyi.htm See my post about 2 down from this one, post #41 on this topic for the list of reference that are in parentheses on this page. Here it is: Engine Weight/Size FYI version 03.05.11 by Dave Williams, dw32@angelfire.com It isn't really a Frequently Asked Question, so I'll call it an "FYI", For Your Information. This was originally a list I'd compiled long ago on paper, then moved to the computer, then posted on the net as a response to some questions. It wound up being popular, but since I didn't keep track of the origin of the data there was some debate as to how accurate the list was. This new improved list has origins where I could find references; what doesn't have an origin is stuff from my original list. You'll sometimes see more than one weight listed. Some weights are for just a long block, some are complete and ready to run, and of course everything in between. Some engines varied in weight during their production runs - for example, some later Chevy V8s use thinwall blocks and aluminum heads. As of version 94.06.01 engine dimensions have been added. Since the shape can vary quite a bit within the maximum limits this data isn't very useful, but many people have requested it. As of version 00.02.04 transmission weights have been added. If you don't see something listed, it's because I don't have that information. What I have is here. I don't have a secret hoard of data sitting to gloat over. If you have any figures you'd like to contribute, please send them to me at one of the following addresses: dw42@angelfire.com -or- PO Box 181, Jacksonville AR 72078-0181 All contributions will be fully credited. =-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-= Sizes: These figures can be *very* misleading! Shape is usually more important than maximum dimensions. Engine ref Length Width Height Alfa 155 V6 TI (75) 500mm Allison V12 (160) 44* 30 36 *62 w/acc drives BRM "290" V12 (74) 650mm BRM V12 1965? F1 (87) 29 Buick 3.8 V6 (60) 22.0 24.0 24.2 Buick 3.8 V6, RWD Regal (dw) 24.5 V-belt accessories Buick V6 (odd fire) (245) 25.25 Buick 215 V8 (245) 28.5 Chevy LT1 (1994) V8 (60) 27.2 24.8 23.0 Chevy Sprint 993cc L4 (55) 24 20 25 Suzuki engine Chevy 193-292 L6 (dw) 33 Chevy Vega 2300 4 (245) 23.25 Chevy II 4 (245) 24.25 Chevy small block V8 (234) 28 25 22 Chevy 327 V8 (245) 29 Chevy Citation V6 2.8 (245) 19.75 Cosworth V8, 1965? (87) 21.5 Cosworth 75 deg V8 (52) 23.4 23.3 20.5 Cosworth HB 75 deg V8 (52,63) 23.4 23.3 20.5 Cosworth HB Series 6 (70) 595mm Cosworth MBA V6 (67) 26.25 20.5 27.75 Cosworth XB V8 (89) 22.2 21.7 21.9 Cosworth ED 75 deg V8 (103) 23.4 21.3(*) (*) inc Air filter Cosworth V8, 1967 (136) 21.4 27.0 Cosworth CR-1 V10 (144) 569mm 509mm 375mm Cosworth 2.5 V6 (196) 24 19 21 prototype, not prod. Drake Indy V8 (1978-) (138-) 25 25 22 Dodge Colt 4 (1970s) (245) 21 ref Length Width Height Ford-Cosworth DOHC V8 (60) 22.2 21.7 21.9 Ford-Cosworth DOHC V8 (240) 22.2 21.7 21.9 circa 1995 Ford Mod V6 2.5L 60deg (81) 22 24 24 Ford CDW27 460mm Ford Kent OHV (234) 21 22 24 Ford Kent 1600 (245) 21 Ford Pinto 2000 (234) 23 24 27 Ford Pinto 2000 (245) 22.5 Ford Pinto 2300 (245) 24.5 Ford Essex V6 (234) 25 24 26.5 Ford Essex V6 (238-) 25.5 27.2 26.8 w/o air cleaner, with alt Ford Cologne V6 (234) 25 24 26.5 Ford Capri V6 (Cologne) (245) 23 21.5 Ford Windsor V8 260 CID (234) 28 21 22 HS Performance 2.0 V8 (63) 488mm 552mm 478mm Hart V10 F1, 72 deg V (63) 622mm 560mm 535mm Honda 3.5L 72 deg V10 (40,52) 24.4 21.7 21.3 Honda 3.0 VTEC V6 (129) 486mm 627mm 647mm "fully dressed" Honda Civic 1200, 1974 (151) 26.8 18.4 24.6 Honda Civic 1500, 1974 (151) 21.4 20.2 25.5 Honda CVCC 1500, 1974 (151) 21.7 20.4 26.6 Honda Civic (245) 18.63 Ilmor 2175A 72deg V10 (59) 592.5mm 519mm 555mm Ilmor DOHC V8/C (60) 22.0 22.0 22.8 Ilmor V-8-C (75) 22.1 22 22.8 Ilmor 265B V8 (210) 595mm Ilmor 265C V8 (210) 560mm Ilmor 265D V8 (210) 555mm ref Length Width Height Judd GV 72 deg V10 (70) 630mm Lamborghini F1 80degV12 (70) 719mm Lycoming 36 cyl radial (87) +10 feet Lycoming 36 cyl radial (178-) 10 feet 5 feet 5 feet Mazda 2.5V6 452mm Mazda 13B FI (197) 515mm 535mm 640mm Mazda RX2,3, and 7 (245) 19 16 Mazda RX4 (245) 20 Mercedes-Ilmor OHV V8 (60) 22.1 20.1 25.7 Mercedes-Ilmor DOHC V8 (89) 22.05 21.85 22.44 Mercedes F0110 75dg V10 (103) 590mm 485mm 472mm Mercedes IC108C V8 (130) 560mm 550mm 570mm Mercedes F1 V10, 1994 (210) 592mm 496mm 545mm Mugen V10 72 deg (70) 620mm Mundy Trident W-12 (85) 20.5 ref Length Width Height Nissan VRT35 GTP V12 (66) 660mm 577mm 533mm Renault G-ser. 2.2 12v (107) 515mm 598mm (1996) Renault V10 (52) 26.3 21.7 17.3 Renault RS3B V10 (70) 620mm Rover 3500 V8 (234) 32.5 26 29.5 SAAB V4 (245) 15.5 Subaru flat-12 F1 (52) 29.3 28.5 15.7 Subaru flat-4 (245) 16.25 15.5 Suzuki H20A V6 (92) 650mm 620mm 815mm 60deg V6, 2L Toyota 2TC (245) 23.5 Yamaha OX66 75 deg V6 (44) 16.5 21.5 Yamaha OX88 75 deg V8 (40,52) 22.0 22.4 Yamaha OX99 70 deg V12 (70) 725mm VW 1.5-1.9L L4 (Rabbit) (226) 19 15 26 VW Beetle flat-4 (245) 14.25

Yeah' date=' Dave Williams doesn't like to see people steal his weights list and not even give attribution. Compare the text and parenthetical footnote numbers on that list with Dave's and you'll see that the gomog.com site simply lifted Dave's stuff, and didn't even give him credit OR include the footnotes that show where Dave got the data from. It's an old version at that. Again, for the original list, and the latest version, go here: http://www.bacomatic.org/%7Edw/txt/engfyi.htm It does move around as Dave changes hosting sites, but this is hosted by a good friend of his so should be stable. I promise to always fix this link as soon as possible. Dave is a friend of mine that I met on the Internet back in 1991 or so. But to capture it here (the latest version as of today) here see below. It's too big to fit in one post, so I'll break it up. I hade to use the "php code" tags to keep the tabs preserved, but that changes the text color, sorry. See my post about 3 down from this one, post #41 on this topic for the list of reference that are in parentheses on this page. Now, without further ado: ----------------------------------------------------------------------- Part 1: Engine Weight/Size FYI version 03.05.11 by Dave Williams, dw32@angelfire.com It isn't really a Frequently Asked Question, so I'll call it an "FYI", For Your Information. This was originally a list I'd compiled long ago on paper, then moved to the computer, then posted on the net as a response to some questions. It wound up being popular, but since I didn't keep track of the origin of the data there was some debate as to how accurate the list was. This new improved list has origins where I could find references; what doesn't have an origin is stuff from my original list. You'll sometimes see more than one weight listed. Some weights are for just a long block, some are complete and ready to run, and of course everything in between. Some engines varied in weight during their production runs - for example, some later Chevy V8s use thinwall blocks and aluminum heads. As of version 94.06.01 engine dimensions have been added. Since the shape can vary quite a bit within the maximum limits this data isn't very useful, but many people have requested it. As of version 00.02.04 transmission weights have been added. If you don't see something listed, it's because I don't have that information. What I have is here. I don't have a secret hoard of data sitting to gloat over. If you have any figures you'd like to contribute, please send them to me at one of the following addresses: dw42@angelfire.com -or- PO Box 181, Jacksonville AR 72078-0181 All contributions will be fully credited. =-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-= engine pounds ref. comments ABC Dragonfly aero 650 (87) 1917 9-cyl radial Alfasud flat-4 240 (2) (19) "complete" Alfa Romeo SOHC V6 375 (2) Alfa Romeo 415/85T 279 (31) F1 four, 1987 season Alfa 155 V6 TI 242 (75) BTCC Class 1 race engine Alfa Romeo Type 33 V8 286 (137) 2000cc DOHC, Chiti design, 1967 Alfa Romeo 1600 261 (150) (with cams, generator, distributer, oil, etc but no manifolds or carbs) Allison V12 1160 (160) 1710 CID, 1400 HP aircraft Allison V-1710-G6 V12 1595 (174) 1710 CID, supercharged, 1250hp, 1941 Allison T63 turbine 150 (230) AMC V8 540 (late design V8s) AMC V8 600 (early design V8s) AMC 6 500 (early design six - 199) AMW F-440 86 (78) SAE F440 spec motor, 2 cyl Armstrong-Siddely 1180 (203) "Python 3" 2736KW aero turboprop ATS 1.5L GP V8 247 (137) DOHC, Chiti design, 1966 Audi 2.0 L4 335 (2) Audi 5 364 (2) (non-turbo) Audi 80 1300 230 (2) Audi 100 1500 240 (2) Audi V6 2.8 354 (190) Austin C-series L6 562 (2) (1956 Austin-Healey 100-6) BL "B" L4 OHV 335 (2) British Leyland BL "E" L6 345 (2) ("complete") BL "O" L4 OHC 298 (2) 948cc 246 (156) (no indication of dressed or not) 1098cc 253 (156) Midget/Sprite A-Series 252 (199) K-Series 216 (199) BMW M52 3.3,3.5 Big Six 500 (2) BMW M60 B 40 4.0 V8 468 (17) BMW M60 Small Six 388 (2) BMW slant-6 turbodiesel 430 BMW 4.5L V12 607 (2) (50) "Fully dressed" prototype BMW 4.5L V12 974 (57) iron prototype BMW 5.0 V12 529 (22) (57) "fully dressed" BMW V12 (1986) 528 (236) BMW 3.0,4.0 V8 462 (70) all aluminum BMW 3.0,4.0 V8 448-468 (79) all aluminum BMW M105 Diesel 6 2.5L 430 (4) BMW 2.3 turbo Diesel 408 (21) iron block, alum head, "complete" BMW S14 four 350 (23) 318i motor Bollee vertical twin 330 (86) 6 bhp, 600 RPM, evaporative cooled BRM V12 375 (87) 1965? F1 motor BRM "290" V12 319 (74) 1992 3.5L Le Mans engine Benz B2-3BZ, 1917, V8 683 (98) built-up steel, 940 ci, aircraft Benz V12 946 (250) 300HP aircraft engine, 1921 Briggs & Stratton 101 (165) 20HP w/electric start, flywheel, exhaust BSA Lightning 650 138 (193) unit construction 650 twins, 1966-1968. Buick 1963 odd-fire V6 414 (2) Buick V6 375 Buick 3.0 V6 1985-up 350 Buick odd-fire V6 367 (245) Buick even-fire 3.8 380 (245) Buick 4.1 V6 410 (245) Buick 3.0 V6 377 (245) Buick 198 V6, 62-63 354 (245) Buick/Rover 215 V8 318 (and Olds) Buick 1961 215 V8 324 (2) Buick 1953 322 V8 635 (51) OHV V8 Buick 300 V8 400 (242) iron block, aluminum heads, 1964 only Buick 300 V8 467 (245) 1965 all-iron version Buick 350 450 Buick 350 V8 450 (247) "lightest of GMs iron V8s" Buick 401 685 (1) (1959 Nail Head) Buick 430-455 V8 600 (one ref showed 640) (10 - 600) Cadillac V-16 1,300 (2) (1931) 45 degree bank angle Cadillac V16 1938 1,056 (191) 135 degree bank angle, flathead "Engine weight including clutch and control and all accessories..." Cadillac V8 390 720 (1) (1959) Cadillac V8 472-500 625 Cadillac V8 500 595 (10) Cadillac 331 V8 699 (2) (1949) Cadillac Northstar V8 484 (71) Cadillac Northstar V8 403 (79) (bare, no accessories) Cadillac Northstar V8 464 (80) (dressed) Cadillac Northstar V8 404 (155) (without accessories) Cadillac 4.9L (300 ci) 360 (188) 1991 DeVille, w/alt & flexplate Callaway Indy HH-V8 277 (54) 2.6L Drake design Callaway "Wee 8" 200 (91) light weight design study Caterpillar L6 2867 (157) 3406E 600 Diesel 966CID Chevy Sprint 993cc L3 147 (55) 24L x 20W x 25H (Suzuki mfr) Chevy 1.8-2.0 L4 302 (4) (39) "J car" pushrod Chevy Chevette 1.6 SOHC 300 (4) (39) (also Opel) Chevy Vega L4 285 Chevy II 153 L4 350 Chevy II 153 L4 283 (245) Chevy Corvair flat 6 300 (244) Chevy L6 194-250 440 Chevy L6 292 --- Chevy L6 216/235 630 (2) Chevy L6 216/235 615 (88) "265 V8 was 40# lighter than 235" Chevy V6-90 229-4.3 425 Chevy V6-60 2.8, 3.1 350 (2) Chevy V6-60, 2.8 350 (245) Chevy small block V8 575 (generic for 1960s-1970s motors) Chevy small block V8 535 (1) (1959 Corvette 283 w/alum. intake) Chevy small block LS1 460 (185) Chevy 5.7 industrial V8 434 (182) 1999 iron long block w/water pump only Chevy LT-5 DOHC 5.7 600 (122) Chevy L98 5.7 V8 600 (122) Chevy V8 348/409 620 (1) Chevy V8 348/408 655 (83) Chevy big block V8 685 Mark IV Chevy big block V8 --- Mark V Chevy 454 675 (10) Chevy 7.4L V8 656 (183) iron, no intake, exh, carb, starter Chevy 427 ZL-1 550 (35) all-aluminum, "20# lighter than SB" Chevy 6.5L Diesel V8 644 (183) Chevy 400 SB 470 (235) aluminum heads and intake, no acc. or wp Chevy 396 BB 610 (235) iron heads, alum. wp and intake, no acc. Chrysler 2.2 L4 216 (6) (bare motor) Chrysler 2.2, 2.5 L4 276 (245) Chrysler 413 wedge 640 (1) (1959 300-E) Chrysler 331 Hemi 745 (5) 1955 Chrysler M4 tank engine 5,244 (87) 30 cyl, 5 banks of 6, flathead, WWII Chrysler 1955 V8 691 (99) Spitfire, 'polyspheric', 300 ci 188 hp Chrysler 1955 Hemi 729 (99) Firepower 331.1 ci, 250hp, 1x4v Chrysler 1955 300 Hemi 735 (99) C-300, 331.1 ci, 300hp, 2x4v Chrysler Patriot 186 (110) gas turbine (part of hybrid EV) Chrysler CR2A turbine 410 (111) 1964 Turbine Car, 130hp SAE net Citroen 2.0 Douvrin 4 263 Clerget Rotary Type 9 295 (175) 1917 French 9-cyl radial, Sopwith Camel Clerget Rotary Model B 380 (256) 1911, 9 cyl radial, 16.3L, 130hp Continental TSIO-550B 566 (113) turbocharged, aircraft Continental Voyager 571 (113) turbocharged, aircraft Cosworth AC V8 (1993) 286 (23,64) 75 degree bank angle Cosworth HB 75 deg V8 309 (52,63) 23.4L x 23.3W x 20.5H Cosworth HB Series 6 286 (70) 75 deg V8 595mmL Cosworth DFV V8 313 (23) 90 degree bank angle Cosworth DFR V8 308 (63) 90 degree bank angle Cosworth DFX V8 340 (29) Cosworth XB V8 260 (29, 89) Cosworth V8 375 (87) 1965? F1 Cosworth MBA 2.5L V6 242 (61,68) 90 deg V Cosworth ED 75 deg V8 292 (103) F1, 3 liter 1994 Cosworth 72 deg V10 440 (134) 4.3L 325hp prototype (street) Cosworth V8 370 (136) 1967, with clutch and injection Cosworth CR-1 V10 220 (144) 1999 F1 Cosworth YBF 319 (199) Cosworth DOHC V8 260 (240) circa 1995 Coventry Climax FWMV V8 270 (121) 1963, w/starter & dynamo (2 valve) Coventry Climax FWMV V8 298 (121) 1965, w/starter & dynamo (4 valve) Crosley Cobra (1946-48) 59 (25,26) less starter and generator Curtiss-Wright RC2-60-N8 rotary 900 (96) RC2-60-U10 rotary 325 (96) "heavy fuel" plus 50.2 for flywheel RC1-60 rotary 192 (96) air cooled, w/all accessories RC2-60 rotary 266 (96) air cooled, w/all accessories RC4-60 rotary 417 (96) air cooled, w/all accessories RC2-90 rotary 317 (96) air cooled, w/all accessories RC2-90 rotary 345 (96) water cooled, w/all accessories RC3-90 rotary 410 (96) air cooled, w/all accessories RC3-90 rotary 480 (96) water cooled, w/all accessories RC4-90 rotary 510 (96) air cooled, w/all accessories RC4-90 rotary 613 (96) water cooled, w/all accessories RC5-90 rotary 605 (96) air cooled, w/all accessories RC5-90 rotary 740 (96) water cooled, w/all accessories RC6-90 rotary 710 (96) air cooled, w/all accessories RC6-90 rotary 860 (96) water cooled, w/all accessories RC2-60 U5 rotary 280 (96) G series Cyclone 1163 (181) radial, geared, 54-1/4 dia, 43-1/4 long G series Cyclone 1068 (181) radial, direct, 54-1/4 dia, 43-1/4 long F series Cyclone 1070 (181) radial, geared, 54-1/8 dia F series Cyclone 975 (181) radial, direct, 54-1/8 dia Curtiss V12, 1920 1086 (98) 1650 ci, steel with Al crankcase Curtiss D12 aero 698 (251) 400hp V12, 1920? Daimler-Benz 605 1662 (176) inverted V12, 1937, 2179 CID, 1475hp Daimler 4.5 V8 400 (241) "over 400 pounds" DeSoto 383 630 (1) (1959) DeSoto V8 675 (5) (276-341 CID, 1950s) Detroit Diesel 6 2448 (37) (old design) Detroit Diesel 6 1848 (37) (new Penske/Mercedes design) Dodge Colt (Japanese) 212 (245) also Plymouth Champ, 1.4, 1.6L four Dodge V8 645 (5) (241-325 CID, 1950s) Dodge 361 625 (1) (1959) Dodge Viper V10 716 (24) (30) with accessories Dodge Viper V10 (1997) 648 (133) 40# lighter block, 14# lighter heads Dodge truck V10 816 (30) ("about 100 pounds heaver") Dodge truck V10 836 (34) ("about 120 pounds heaver") Dodge truck V10 816 (128) "dressed weight" Drake DT-160 Indy V8 420 (138) 1978 model Meyer-Drake racing engine Drysdale 750cc V8 143 (214) with carbs, no radiator Ducati 864cc V2 131 (192) Electric start side case w/o starter Edsel 361 680 (1) (1959) Fairbanks-Morse 40,840 (126) 2894 CID, 12 cyl, 12,408hp locomotive Falconer V12 523 (112) aluminum, small block Chevy based Ferrari 312T 397 (2) (V12 3.0L racing engine) Ferrari "250" V12 382 (2) Ferrari V12 ~300 (23) 65 degree bank angle, 1992 F1 Ferrari 456 V12 517 (32,65) 65 degree, 5.5L, 1992 Ferrari "036" F1 V12 310 (66) 65 deg, 3.5L Ferrari "291" F1 V12 275 (66) also E1A-92, 65 deg Ferrari E1A/92 F1 V12 308 (70) 65 deg Ferrari F50 4.7L V12 432 (90) iron block, titanium rods FIAT/Ferrari Dino V6 285 (2) (model 206) FIAT/Ferrari Dino V6 296 (2) (model 246) FIAT 8V circa 1952 372 (224) carbs, clutch, headers. 70deg V8, OHV Fiat Twin Cam 272 (199) four cyl, from Fiat 128 Folan V-twin 95 (228) w/everything but the carb Footwork/Porsche FA12 396 (76) F1 V12 Ford Model A four 475 (225) Ford 1600 Kent OHV 260 (234) Ford 1600 CVH 282 (49) (US Escort) Ford 2.0 Pinto SOHC L4 320 (234) Ford 2.0 Pinto 286 (245) Ford 2.3 Pinto 328 (245) Ford 2.3 Lima/Pinto L4 418 (2) (also 2.0, 2.5) Ford 2.3 Lima/Pinto L4 307 (18) Ford 2.3 Lima/Pinto L4 450 (2) (turbo) Ford 2.3 L4 Turbo 380 (162) Turbo T-Bird engine w/turbo, flywheel Ford 2.3 Polimotor 152 (12) plastic motor, experimental Ford 2.3 Polimotor 168 (55) plastic motor, experimental Ford Germany Taunus V4 205 (2) (and SAAB V4) Ford/SAAB V4 230 (245) 1.5, 1.7L Ford England Essex V4 327 Ford Zetec-SE 1.3 DOHC 202 (107) 1996 Fiesta Ford Zetec 238 (199) Ford Germany 2.0-2.8 V6 305 Ford Cologne 2.0-2.8 V6 380 (234) Ford Capri/Pinto V6 365 (245) 2.6, 2.8L Cologne Ford England Essex V6 379 (2) (3 liter) Ford England Essex V6 430 (234) Ford England Essex V6 405 (238) Ford 3.8 V6-90 351 (4) (w/start, alt, less clutch) Ford 3.8 V6-90 311 (18) ("fully dressed") Ford 3.8 V6-90 298 (126) "complete" Ford 3.8 V6 402 (245) Ford Duratec 2.5/3.0 V6 360 (45) ("fully dressed") Ford CDW27 60 deg V6 365 (47) "as delivered to assembly plant" Ford/Mazda Mondeo V6 225 (64) 60 deg, all aluminum, 4v Ford Taurus SHO 3.0/3.2 465 (153) Taurus SHO V6 Ford 170-250 L6 385 (except Australian w/aluminum head) Ford 4.2 V6 488 (161) flexplate and front dress, no A/C compressor. Shipping wt w/skid Ford 3.8L V6 376 (231) 1998 Mustang, dressed (dry) Ford flathead V8 525 (124) 1932 model, integral b'hsg, iron heads Ford flathead V8 569 (1) (1953 239 CID) Ford flathead V8 616 (241) "complete with clutch and gearbox" Ford Cosworth DFV 353 (2) (racing engine, DOHC, 3.0L) Ford 255 Windsor 468 (4) Ford 289/302 V8 460 (168) (late 5.0s are a bit lighter) Ford 221-302W 460 (48) Ford Indy 255 pushrod 360 (120) all aluminum, 1963 Ford Indy 255 DOHC 400 (120) 1964, later known as Foyt Coyote V8 Ford 5.0 V8 450 (109) Ford 5.0 V8 411 (171) 89 Mustang 5.0 GT (dry) inc: manifold, carb(?), headers and alternator. Not inc: starter, smog pump, power steering pump, AC compressor, flywheel Ford BOSS 302 500 (48) Ford 351 Cleveland 550 (48) (includes BOSS and Australian 302-C) Ford 351 Windsor 510 Ford 351 Windsor 525 (48) (168) Ford 351M-400 575 (48) Ford Y block V8 625 (272-312 CID) Ford FE big block 650 (332-428 CID) Ford FE big block 670 (1) (1959 352 CID) Ford FE 625 (48) Ford 427 SOHC 680 (48) Ford 429/460 V8 640 Ford 429-460 720 (48) Ford 460 V8 720 (10) Ford BOSS 429 680 (iron block, aluminum heads) Ford BOSS 429 635 (48) Ford 4.6 SOHC 530 (93) iron block, aluminum heads Ford 4.6 SOHC 473 (72) Ford 4.6 SOHC 600 (168) (Mustang) Ford 4.6 DOHC 464 (72) "9 pounds lighter than SOHC" Ford 4.6 DOHC 437 (77) without accessories Ford 4.6 DOHC 521 (94) aluminum block and heads Ford 4.6 DOHC 576 (168) (Mustang) Ford 4.6L (SOHC) 529 (231) w/flywheel 1998 Mustang, dressed (dry) Ford 4.6L (SOHC) 492 (231) w/flexplate 1998 Mustang, dressed (dry) Ford 4.6L (DOHC) 535 (231) 1998 Mustang, dressed (dry) Ford Taurus SHO 3.2 V8 390 (229) Taurus SHO V8, no accessories Ford Triton V10 635 (128) "dressed" Ford/Seimens 75hp 192 (108) 3-phase electric, with gear drive GM CD5-2 2-stroke 165 (42,68) Orbital patent, prototype GM Rotary Engine 255 (13) cast iron, 1972 PR weight figure GM Rotary Engine RC206 345 (14) aluminum, 1974 PR weight figure GMC 261 L6 (216-235) 544 (43) "25 lbs lighter than flathead Ford" GM Ultralite engine 173 (67) Garrett/Allied Signal 125 (108) hybrid EV gas turbine w/generator General Electric T-58 ~200 (115) 1100hp, helicopter turbine Geo 3 135 (232) (bare) Gnome rotary 290 (255) Model N "Monosoupape" 9 cyl, Gravely tractor 1cyl 65 (164) 1916-1976, minus manifolds and carb Gurney-Weslake V12 370 (33) Eagle AAR, 60 degree HKS F1 3.5 V12 363 (23) Formula 1, 5 valve per cyl. HS Performance 2.0 V8 160 (63) (2xYamaha FZR1000) 488L x 552W x 478H Hall-Scott 6 cyl 825ci 565 (97) Merc type A/C engine, >WWI Fageol racer Hall-Scott Model A-7a 410 (260) 4 cyl inline, 606 CID, 125 HP@1400 RPM Hart V10 F1, 72 deg V 300 (63) model 1035, 622L x 560W x 535H Hart 10.35 300 (64) 622L x 560W Hart 420R 2.0L 245 (106) 1994, also Barker-Hart Hispano-Suiza V8 330 (86) 1915 aircraft engine, water cooled Hispano-Suiza V8 32CV 540 (86) 1919 6.6 liter car engine Hispano H, 1918 632 (98) aircraft, 1127 ci, steel w/Al crankcase Honda 1.5L V6 286 (237) 1983 F1 engine, twin turbo Honda RA122E 75 deg V12 330 (23) Formula 1 Honda RA1/22E/B 352 (70) (est. weight) also RA121E Honda RA168E F1 V6 329 (119) 80 deg, 1500cc Honda 3.5L 72 deg V10 331 (40, 52) 24.4L x 21.7W x 21.3H Formula 1 Honda 75deg V12 340 (41) 1993 Formula 1 Honda 24V V6 491 (55) Acura Legend motor Honda CBR 600 F2 125 (102) motorcycle Honda B18B four 326 (131) 1995 Civic Honda B20B four 318 (131) 1997 Civic Honda Civic 1200 161 (151) 1974 Civic, excluding clutch and radiator but including weight of coolant water and lubricant Honda Civic 1500 205 (151) 1974 Civic, as above Honda CVCC 1500 227 (151) 1974 Civic, as above Honda CBX1000 Six 235 (218) 1978 Honda CBR 600 F2 130 (167) motorcycle (estimated) Honda CBR 600 F2 140 (173) Honda CBR 600 F2 138 (227) w/o without carbs, ignition, or exhaust Honda CBR600F 139 (192) (1987-1990) 139# Honda CBR600F2 132 (192) (1991) Honda Hurricane 1000 187 (192) 1988 motorcycle, water cooled four Honda CBX 1000 238 (192) from shop manual Honda CR500 66 (169) 2 stroke single, 491cc, 65HP Honda Hurricane 600 140 (208) 1987 Honda CB650, 1980 157 (211) air cooled four, SOHC Honda RC160 128 (212) air cooled four, F1, 250cc, 1959 (race) Honda CBR250 100 (212) water cooled four, 250cc, 1987 (street) Honda XR250 68 (213) 1984, radial four valve Honda XR200 67 (213) 1984, radial four valve Honda XR200 60 (213) 1983, radial four valve Honda CR250, 87 52.5 (217) w/k-start/oil Honda CR250 45 (217) w/radiators/no carb late 80s Honda XL250, 1978 79.4 (217) w/carb early engine Honda XL250, 79-82 72 (217) Honda XR250, 85 70 (217) Honda XR200, 1980s 53 (217) Honda SL125, 1971 50 (217) w/carb Honda XL350, 1973-78 95 (217) w/carb Honda XR500, 1979 87 (217) w/carb Honda Hawk 650, 1989 135 (217) w/o carbs Honda CX500 114 (214) without radiator, with carbs Honda CX500 141 (220) with radiator, exhaust, carbs, airbox Honda CX650 123 (214) without iron engine mounts Honda NS400R 99 (219) 2 stroke triple, complete Honda GX22 7.5 (221) 4stk OHV single, industrial Hooper 994cc V4 92 (73) two stroke, stepped piston, prototype Hooper 290cc twin 54 (73) two stroke, stepped piston, prototype Husaberg 500, early 57 (217) Husaberg 600 63 (169) SOHC 4 stroke single, 595cc, 65HP Husqvarna 510 TE 78 (205) SOHC 4 stroke single, 510cc Husqvarna 575 72 (169) SOHC 4 stroke single, 577cc, 62HP Husqvarna 630 72 (169) SOHC 4 stroke single, 633cc, 70HP Ilmor 80deg V8 325 (29) Ilmor 2175A 72deg V10 281 (59) 592.5mmL, 519mmW, 555mmH Ilmor 2175A 72 deg V10 268 (70) Ilmor V-8-A Indy 325 (69) 1992 Galmer Indy car, 90 deg V Ilmor 265A 80 deg V8 325 (84) Ilmor 265D 82 deg V8 272 (84) Ilmor 265D 82 deg V8 272 (210) Indy Ilmor 265B V8 297 (210) Infiniti 4.5 V8 551 (71) Infiniti Q45 V8 509 (72) "45 pounds heavier than Ford DOHC" Infiniti Q45 V8 529 (77) "65 pounds heavier than Ford DOHC" Isuzu 1.8 Diesel L4 384 (4) Isuzu 1.8 gas L4 311 (4) J.A.P. KTW 90 (248) V2, 980cc, 1909 (Morgan car) flathead J.A.P. JTOR 133 (248) V2, 996cc, (Morgan Car) OHV J.A.P. LTOW 128 (248) V2, 1096cc, (Morgan Car) OHV J.A.P. Type 4B 59 (249) speedway single, 496cc Jabiru 80hp aero 123 (114) flat-4, air cooled Jaguar V12 680 (57) Jaguar V12 792 (236) 1986 model Jaguar V12 640 (186) "test bed condition" Jaguar/Orbital 3.2 V6 359 (61) supercharged two stroke Jaguar 4.2L six 604 (105) Jaguar XJ220 V6 427 (73) complete w/turbos, wiring Jaguar AJ6 4.0L 531 (118) Jaguar AJV8 4.0L 441 (118) "fully dressed" Jaguar 3.4-liter XK 576 (148) for the 340 sedan, minus fan, air cleaner, clutch, and transmission, and without any fluids, but with flywheel, electrical equipment, and exhaust manifolds. Jaguar 3.8 six 592 (148) dress as above Jaguar 4.2 six 605 (148) dress as above Jaguar 5.3 V12 612 (148) dress as above Jaguar 5.3 V12 680 (148) fully dressed for installation Jaguar 3.6 six 430 (186) "test bed condition" Jawa Speedway 500cc 67 (194) about 55 hp and max rpm is 8600 Judd V10 286 (22) 72 deg V, F1, 630mm long Judd KV V8 242 (64) 90 deg F3000 1992 Judd GV 72 deg V10 273 (70) 630mmL KTM 600, 1989 73 (217) KTM330 59 (169) 2 stroke, 368cc single, 64HP KTM520 63 (169) SOHC 4 stroke single, 510cc, 56HP KTM LC4 500 73 (204) 4 stk single, 4V, water cooled, prototype KTM 80 65 (205) 4 stk single, 4V, water cooled, prototype Kawasaki H1R, H2R 120 (9) 3 cyl, two stroke MC Kawasaki EX500 twin 115 (201) estimated Kawasaki Ninja 750 147 (209) 1986, without carburetors Kawasaki ZZR 1100 163 (214) ZX 11 in the USA Kawasaki KLX250, 80? 74.5 (217) w/carb Kubota D905-B Diesel 250 (125) 3 cyl, water cooled, with starter LPE 400 Series Turbo 370 (113) aircraft, 400 CI, SBC based, alloy LPE 600 Series Turbo 560 (113) aircraft, 670 CI, BBC based, alloy Lamborghini/Chrysler 299 (8) (1992) V12 Formula 1 motor Lamborghini 80 deg V12 330 (70) 1991-1992 V12 F1 Langley Aerodrome 200 (126) 5 cyl radial, 1903, 52hp Laverda 750 SF/SFC 145 (215) four stroke triple Laverda 750 SF/SFC 178 (214) four stroke triple Laverda 1200 Triple 183 (214) Le Rhone "Super Rhone" 340 (177) 9 cyl radial (non-rotary) 120hp, 667CID Lexicon TRJ-300 110 (114) centrifugal turbojet, aircraft Lexus 4.0 V8 470 (71) Lexus 4.0 V8 464 (77) Liberty V12, 1917 856 (98) 1400+ ci, all steel, aircraft engine Liberty V12 786 (258) dry weight, 1649 CID, 400hp Lincoln 430 740 (1) (1959) (also Mercury 430) Lotus 907 (Esprit) 275 (3) inc. alt. & starter, no clutch Lotus Project 618 V8 465 (117) Esprit V8 prototype, w/AC, PS, alt. Lycoming 36 cyl radial 6050 (87) WWII, 127 liters, 4x9, water cooled Lycoming XR-7755 6050 (178) 1943, 36 cyl radial, 7755CID, 5000HP Lycoming IO-540 515 (113) aircraft Mallory rotary 188 (87) 400hp, eccentric-vane Marmon V-16 931 (2) (1931) Mazda 12A and 13B 260 (109) Mazda 10A rotary 224 (20) (Cosmo) (bare) Mazda 10A rotary 268 (20) (R100) (bare) Mazda 10A rotary 190 (27) (R100) (without thermal reactor) Mazda 10A rotary 280 (27) (R100) (with thermal reactor) Mazda 12A rotary 348 (20) (RX7) (with oil and water) Mazda 12A rotary 356 (20) (Japanese model turbo, EFI) Mazda 12A rotary 275 (85) (w/flywheel, t.reactor, no alt.) Mazda 13A rotary 301 (20) (R130 Lucia - Japan only) (bare) Mazda 13B race 242 (95) 2-rotor race motor, with accessories Mazda 13G 3-rotor race 319 (95) 3-rotor race motor, with accessories Mazda 13J 4-rotor race 396 (95) 4-rotor race motor, with accessories Mazda 13B FI 337 (197) 1986-1992 160hp (w/oil and water) Mercedes SOHC V8 alum. 452 (2) Mercedes SOHC V8 iron 540 (2) Mercedes 5.6L V8 467 (57) 1987 Mercedes OM 615 Diesel 447 (16) Mercedes M291 flat-12 374 (66) with starter, alt, exh, no clutch Mercedes 2.8/4.2 V6 331 (127) 1997, SOHC 3V, "shipped for assembly" Mercedes inline six 441 (127) 1995 and back Mercedes 500I V8 305 (46) 1994 pushrod Turbo Indy motor (Penske) Mercedes/Ilmor Indy V8 273 (57, 60) 72 deg V Turbo Indy motor Mercedes/Ilmor DOHC V8 280 (89) 1995 IC 108 model, no clutch Mercedes/Ilmor IC108C 280 (130) 1996 DOHC V8 Mercedes 3.2L V6 330 (141) 1997 SOHC, 90 deg, 3 valve Mercedes 5.8L V12 490 (143) 1997, 3 valve Mercedes V10 F1 290 (210) 1994 Mercury Marine 2000 331 (14) 200hp, 2 stroke, 142 CID, w/foot Mercury Marine 1750 350 (14) 275hp, 2 stroke, 122 CID, w/foot Miller 91 (1926) 330 (44) predecessor to Offy four Mopar Slant Six 475 Mopar 273-340 "A" V8 525 Mopar 360 "A" 550 Mopar 361-383-400 V8 620 (5) Mopar 413-426W-440 V8 670 (5) (10) Mopar Street Hemi 765 (690 bare) Mugen V10 330 (23) 72 degree bank angle, F1 Mugen V10 341 (70) 72 degree bank angle, F1, 1991-1993 Mugen V8 255 (64) 90 deg F3000 (late motor) Mundy Trident W-12 325 (85) proposed 1965 F1, not built Napier Nomad flat-12 3580 (87) aircraft, turbo-compound Napier Lion W-12 930 (87) aircraft, 1918, water cooled Napier Deltic, 1950 11000 (87) general use, 18 cyl Napier Deltic, 1966 15000 (87) intercooled, turbo version Napier Sabre H-24 2000 (202) twin crank aero, sleeve valve Nissan CA20 FWD 269 (4) belt cam Nissan Z20 NAPS-Z 2.0 346 (4) RWD chain cam Nissan VRT35 GTP V12 341 (66) 70 deg prototype 660L x 577W x 533H Nissan Maxima V6 3.0 264 (145) 60 deg, racing SR2 Nissan VG33 3.3L 433 (223) un-dressed, SOHC V6 Nissan L series 265 (245) 1.6 and 1.8, and NAPS-Z Nissan 3.0 V6 360 (245) 300ZX, Maxima, and pickup. SOHC Offenhauser 252 355 (142) early 1960s, aluminum/magnesium four Olds 215 V8 318 (same as Buick/Rover) Olds 215 V8 345 (170) 1962, 2bbl, dry weight Olds 304 "Rocket" V8 671 (2) first Olds V8, 1949 Olds 304 Rocket V8 680 all accessories, no flywheel Olds straight-8 614 (2) 1940s motor Olds 330 J2 700 (first generation V8) Olds 330-400 560 (5) low deck, w/accessories, no flywheel Olds 394 725 (1) (1959) Olds 371, 394 760 (5) Olds 400-455 620 (5) high deck w/accessories, no flywheel Olds 455 605 (10) Olds 262 V6 Diesel 590 (4) (from GM SAE paper) Olds DOHC 4.0 V8 463 (80)(dressed) Olds variant of Cad Northstar Olds Aurora IMSA V8 405 (239) IMSA racing variant Opel 2.8-3.0 CIH L6 395 (2) Opel MAXX 973cc 3cyl 182 (132) also used by Vauxhall Orbital 2.0 L6 220 (82) "dressed" 2 stroke, all aluminum Otto "Atmospheric" 2600 (56) 1hp, 15 feet tall, model of 1867 Packard 1A-1500 aero 735 (251) 440hp, early 1920s Packard 2500 aero 1100 (251) 800hp, 1925 Peugeot 204 Diesel 272 (11) SOHC, 45hp Peugeot Douvrin 2.0 4 263 (2) Peugeot 104 1400 260 (2) includes transaxle Peugeot Indenor XD-90 415 (16) Diesel, aluminum head and sump Peugeot 16 valve 316 (199) Peugeot ES9 J4 3.0L 473 (223) fully dressed, all alloy 24V, 60 deg. V6 Pierce-Arrow V-12 1,130 (2) (1932) Pininfarina 181 (61) Ethos show car, Orbital 3 cyl Plymouth 361 640 (1) (1959) Polimotor DOHC 2.0 L4 150 (53) mostly plastic, development motor Polimotor L4 179 (106) inc. starter, no clutch or flywheel) Pontiac L4 350 Iron Duke, Tech IV Pontiac Tempest slant 4 470 Pontiac SOHC 6 450 Pontiac SOHC 6 550 (100) Pontiac 389 V8 650 Pontiac 389 V8 590 (1) (1959) Pontiac 301 V8 452 Pontiac 301 V8 451 complete with air cleaner and starter Porsche 914/4 265 (109) Porsche 911/6 280 (109) Porsche 911/6 325 (245) with heater boxes Porsche 911/6 280 (245) Porsche 912 210 (245) 1582cc Porsche 914 1679cc 265 (245) Porsche 914 1980cc 311 (245) Porsche 4.7 SOHC V8 574 Porsche 4.7 SOHC V8 582 (57) Porsche 901 6 401 (2) (1963) Pratt & Whitney ST6B-62 260 (135) 550hp, 1967 STP Turbine Car Pratt & Whitney SB-G 1265 (179) Twin Wasp radial, 1000hp, 48" dia radial Pratt & Whitney S2A4-G 1070 (179) Twin Wasp Junior, 700hp, 48-1/8" dia Pratt & Whitney SC-G 800 (179) Wasp Junior, gear drive, 525hp, 46-3/4" Pratt & Whitney SB 596 (179) Wasp Junior, 450hp, 46-3/4" dia radial Pratt & Whitney SIE-G 1015 (179) Hornet, gear drive, 800hp, 54-7/16" Pratt & Whitney S5E 920 (179) Hornet, 700hp, 54-7/16" radial Pratt & Whitney R-2800 2350 (180) Double Wasp, 2400hp, 2800CID, 1939 Pratt & Whitney R-4360 3600 (259) Wasp Major "corncob", 4363 CID, 3500HP Rambler 327 V8 600 Rambler 327 V8 670 (1) (1959) Renault 2.0 4 Douvrin 263 (2) Renault 2.8 V6 375 (2) (also DeLorean, Peugeot, Volvo) Renault EF-1 395 (2) (racing version of P-R-V V6) Renault V10 308 (23) 67 degree bank angle, F1 Renault V10 331 (52) 67 deg Renault RS3B V10 301 (70) 67 deg Renault D7F 1.1L 180 (123) Renault E-series 1.2L 238 (123) Repco-Brabham 3.0 V8 340 (241) early 1960s F1 engine based on Buick 215 Rolls-Royce 6.5 Wankel 930 (51) tank engine Rotax 5 Valve 600cc 90 (192) single cyl, over 60 HP Rotax 504 single 95 (216) four stroke single Rotax ATK560 91 (217) early model Rotax-Aprilia 5-v 106 Rover 3500 V8 318 (same as Buick) Rover 3.0 SOHC L6 432 (2) Rover 2000 four 312 (36) 1960s engine Rover KV-6 2.5L 335 (117, 123, 233) "fully equipped" Rover KV6 2.5L 339 (223) fully dressed, all alloy 24V, 90 deg. V6 SAAB V4-60 206 (2) (also Taunus, Ford) SAAB slant-4 290 (2) (also Triumph TR-7) Studebaker 289 650 Studebaker six 403.5 (187) 169.9 ci Champion 1948 to 1954 Subaru 2.2L 269 (139) aero conversion Subaru flat-12 F1 331 (52) Formula 1, Moteri Moderni Subaru 1.8L four 188 (245) pushrod, 1781cc SuperLight 180 SL 210 (114) Mazda 13B-based, aircraft, alloy housings Suzuki Cultus 3 cyl 139 (7,38, 207) (Geo Metro, Chevy Sprint) TAG TTE-PO1 330 (237) 1983 twin turbo six, GP racing Toyota 1G-EU 2.6 L6 340 (27) with oil and coolant (SOHC) Toyota 1G-GEU 2.0 L6 355 (140) with oil and coolant (DOHC) Toyota 4M Hemi L6 400 (27) Toyota V6 469 (81) 1992 Camry iron V6 Toyota V6 3.0L 401 (81) 1994 Camry aluminum V6 1MZ-FE Toyota RV8A Indy V8 225 (116) 1996,as used in Gurney Eagle Toyota R32V GT1 V8 352 (144) twin turbo DOHC race engine, 1988 Toyota 4A-GE four 340 (200) iron block Toyota 2TC, 2TG, 3TC 262 (245) 1971-up, 1.6-1.8 four cyl, 2TG is DOHC Toyota 1A, 3A, 4A 225 (245) Tercel, MR2, 1984-up Corolla, 1985-up Chevy Nova Toyota 18R, 20R, 22R 318 (245) pre1986 Corona, Celica, and pickup. also 18RC and 18RG Toyota 3SG 293 (245) Celica DOHC 16 valve Triumph slant-4 290 (2) (also SAAB 99) Triumph 2000 L6 403 (2) (Spitfire, 2.5 TRs) Triumph Stag V8 446 Triumph Bonneville 650 120 (192) motorcycle Turbonique S-12 60 (222) 350hp turbine, monopropellant fuel Volvo V6 350 (245) 90 deg, aluminum, DeLorean, Peugeot, Renault VW flat-4 air cooled 200 VW flat-4 air cooled 215 (109) VW flat-4 air cooled 215 (245) with heater boxes; 180 stripped VW flat-4 Type IV 311 (109) VW flat-4 Type 4 230 (189) Complete, uprighted, less exhaust system VW flat-4 Type 1 250 (163) 1600cc dual port, stock flywheel, clutch, doghouse oil cooler, Monza muffler, Bosch alternator, twin Solex/Kadron carbs with manifolds and linkage, heater boxes, all sheet metal, without oil VW 1.5L L4 Diesel 246 (226) w/ oil, int/exh man, no alt. or starter VW Rabbit 1.6-1.7-1.8 231 (245) Dasher, Scirocco, Jetta, Omni, Horizon Vauxhall Calibra 245 (75) 24v, 2.5L V6 Vauxhall Swindon 230 (106) race motor, 2.0L Vauxhall 16 valve 237 (199) Vertemati 62 (169) SOHC 4 stroke single, 503cc, 56HP Volvo B20E 340 (104) Volvo B21F&B23F 365 (104) Volvo 3.0 L6 DOHC 401 (56) all aluminum Wright Flyer flat-4 170 (126) original 1903 Kitty Hawk engine 14hp Wright L4 aero 170 (254) 1906-1912 model, 240 CID Wright R3350 Cyclone 3029 (87) aircraft radial Wright R2600 Cyclone 1950 (257) aircraft radial, 2x7 rows, 2603 CID Wright "T" aero 1180 (251) 600hp aero, early 1920s Wright "J" aero 470 (251) 200hp, 9 cyl radial, early 1920s Wright "P1" aero 800 (251) 400hp radial, early 1920s Yamaha OX66 75 deg V6 230 (44) 16.5" long, 21.5" wide Yamaha OX88 75 deg V8 320 (40,52) Formula 1, 3.5L, 22.0L x 22.4W Yamaha OX99 70 deg V12 308 (70) F1 Yamaha TZ500 sq.4 120 (206) two stroke, race bike, 1980-1981 Yamaha FJ600 135 (101) MC, without intake or exhaust Yamaha YZ400F 59 (169) DOHC 4 stk. single, 5 valve, 426cc, 57HP Yamaha XS650 twin 170 (172) 1981 model, with oil Yamaha 1985 RZ350 78 (192) Yamaha 1986 FZ750 155 (192) Yamaha 1990 FZR400 112 (192) Yamaha YPVS 350 77 (192) Yamaha V-Max 260 (198) complete but for radiator Yamaha TT600, 1986 95 (217)

I got a PM from someone wondering how to get to the "Garage" (used to be called vbGarage). Here's how to view stuff already in the Garage: -Click on the word "HybridZ" on the far left of the dark (blue) bar under the top-left HybridZ logo. The dark blue bar has the following text spaced acrossed it: "HybridZ v" "User CP" "Donate" "Search v" "Quick Links v" "New Posts v" "Logout" (v is down arrow triangle) Click on "Garage" That takes you to the garage page. Unfortunately, there is no way to sort the entries. If you want people to find your garage easily, put a link to your garage page in your signature (I did).

I found this site with some more wet/dry boiling point numbers: http://forums.nasioc.com/forums/showthread.php?threadid=159647 [u]Fluid Brand || Wet Boiling Point || Dry Boiling Point[/u] Castrol SRF || 518°F || 590°F Earl's HyperTemp 421 || 421°F || 585°F Motul 600 || 420°F || 593°F AP-600 || 410°F || 572°F Neosynthetic 610 || 421°F || 610°F ATE-Super Blue || 392°F || 536°F Valvoline || 333°F || 513°F Castrol LMA || 311°F || 446°F Earl's HyperTemp 300 || 300°F || 568°F Ford HD || 290°F || 550°F Wilwood 570 || 284°F || 570°F PFC-Z rated || 284°F || 550°F AP-550 || 284°F || 550°F The Ford HD fluid looks pretty good when dry (fresh bleed with a new container of fluid), but the wet doesn't look so hot. Probably fine stuff if you use a sealed bottle just before the track day, etc.

Looks terrific! I'm probably going to be after you for the complete package, struts, brakes, and all. Can you tell me the dimension from the line connecting the studs that hold the mustache bar to the back of the frame you've made? Looks like about 4", but hard to tell. I'm trying to see how it will fit with the stock tank.

BEAUTIFUL! I like that color even better than the color on my car, which I like very much! Looks like one hell of a nice job! Are you going to paint the hood? Personally, I think the car would look 300% better with that beautiful paint on that hood.

Mobythevan - thanks for that tip - I'll look into the condensor at the alternator. However, this is a CSI alternator, which ought to have a pretty nice flat 14V coming out of it. I did replace the condensor/wiring harness in the HEI housing. All seems to be well now, with Peter Florance's tach filter circuit. dr_hunt - I admit - this is one thing I never really paid attention to before - rotor/cap phasing. I have plenty of caps around and I'll try that trick. However, my timing light is really suspect right now (doing strange stuff), so I need to get a new one. Anyone have any recommendations?

dr_hunt, I concur with your thoughts on the HEI cap burn through, and the probability that I have a secondary ignition system issue. I think I've fixed it though - the extra resistance past the rotor was right there all the time - in the form of too large of an air gap at the rotor/plugwire terminal interface - the rotor phasing was strangely out of whack. I moved the vacuum advance cannister a good bit (slotted the mounting holes) so that it sparks across the terminal now as the vac advance moves through it's range. Before I only had a spark trace mark near one edge of the plug terminals, but now it goes from near the middle to near the edge. I'm not sure how it could have been so bad before. Possibly the wrong aftermarket (Crane) vac advance cannister was installed by the shop that initially set the distributor up, installed the vac advance cannister from their stock, and put the timing curve on it. I'm going to order an MSD rotor though, as the stock (STANDARD brand) replacement one is pretty thin and the nylon material it's made out of is not as good dielectrically as the MSD's Rynite material. I've always run non-resistor plugs in the 327 and now the 406, and always used good (tested) MSD 8.5 wires. The Accel cap is actually pretty decent - brass terminals. I've had blue streak parts on there as well. I'd probably go with an MSD (non-HEI) distributor and 6AL if I were to stay with a distributor. But I'm going distributorless, with a crank trigger, etc. (Ford EDIS) and programmable "mechanical" and "vacuum" advance curves through the MegaSquirt-n-Spark-Extra setup. I need to go away from the large cap HEI in the near future anyway, as the two induction systems I'm moving to won't allow it (Offy Z/28-type crossram with 2 670cfm TBIs, or the Hilborn injector converted to EFI).

240Z, 2800lbs w/o driver?? (that's what the scales said!) 327, 9.7:1 pocket ported 461 camel hump heads Comp Cams XS274S-10 solid flat tappet cam, 1.52:1 rockers Holley Hi-rise dual plane intake 700 Holley TBI with with Pro-Jection 4D ECU (definitely not an optimal tune) HEI ignition Hooker block hugger headers 2.5 inch mandrel bent duals with X-pipe and 2 Dynomax Hemi Super Turbo mufflers Tremec 5spd 3.7 LSD R200 and CV shafts 255/40-17 Toyo RA-1s, 20psi temp in the 50s F Green Driver 60 foot time: 1.945 1/8 Mile ET: 8.272 1/8 Mile MPH: 86.66 1/4 Mile ET: 12.784 1/4 Mile MPH: 110.43 So yeah, 12s are possible with the 327 and a 5spd. http://forums.hybridz.org/member.php?&do=vehicledetails&userid=7799