1968 225 head, complete with valves and spark plugs (no rockers) 76lbs.

I wish Edelbrock would make an aluminum one for $1000 or even $1200...they could toss in improved ports and smaller chambers while they're at it.

Just for the record, the 225 "RG" block is close to 1 5/8" taller than the 170 "G" block, not 1". The 170 is definitely lighter, but 100#, not quite.

Bare 225 block, only main caps and some dirt. 156lbs.

I guess this could go in the Transmission section but to avoid a new thread....here's an A904, complete, no converter. No fluid either!

Camshafts:
1962 Cams out of a 225 and a 170 11#.



A svelte cam from a later (newer) engine; not sure on the year.


This one is from a 1969 for sure.



Early cams are seemingly more girthy betwixt the lobes and such, just the the early cranks (1960 etc) are heavy.

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http://www.youtube.com/hyperpack

Its all advances in engineering and profit margins. How little metal can we get away with?

As an alternative to an aluminum engine, it would be interesting to put together an engine using the lightest factory parts. It would almost certainly be a post 1981 block and head, but the rotating assembly and timing components and cam could be mix and match (withing the bearing size families). I know the 1980s timing sets were also noticeably lighter than the 1960s units, although I never weighed any with anything more accurate than my hand.

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Casually looking for a Clifford hyperpak intake for cheap.

Aluminum RG block + main caps: 76 pounds exactly.

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一期一会
Too many people who were born on third base actually believe they've hit a triple.

Until someone figures out a way to cheaply close the top deck and make them reliable for more than 100 horsepower I think I'll pass.

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2 Mopars come with Spark plug tubes. One is a world class, racing machine. The other is a 426 CI. boat anchor!

12.70 @ 104.6

Robert Maw on Facebook has developed a filler plate and a CNC program to install it.He's the guy doing the billet head too.

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Official Cookie and Mater Tormentor.

Some documentation of AL Blocks:

Block #1 225 RG AL:
77# weight- bare block with main caps, Main Studs, Rear Cam Plug and Front/Rear Oil Gallery Plugs.
Casting # 2121355-1








Block #2 170 G AL:



Some of the code is written again on the inside of the crankcase with the date of February 2nd, 1960:


Casting # 2121475






Weighs 67# with Main Caps and Studs installed.

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http://www.youtube.com/hyperpack

2 lifters:

Which one is lighter?

The shorter one with the hourglass figure? AKA the Dumbell Lifter?




The dumbell weighs in at 98.5g






The taller non dumbell is almost ~15g lighter.


I am not sure if that is due to a different metallurgy or how that is achieved, but it is lighter.
I am also not sure if that is a factory style lifter or a replacement lifter - I am pretty sure it was out of a forklift engine (unknown vintage) with a replacement cam.

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http://www.youtube.com/hyperpack

Doug Dutra did this in an article in the Slant Six News pre internet days but not with a fancy scale.

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63 Plymouth Valiant Wagon

Post didn't come up first time I tried to post it ...
When I saw the name of the thread I actually had a song pop in my head...... By a band called "the band" actually...
I'm on lunch break sitting in the truck listening to Sirius classic vinyl channel....

I'm not sure closing the deck is truly necessary. I have been wondering if someone could adapt the process used for installing "darton" sleeves designed for the honda K series engines. It is a truly scary process to watch, but those engines can handle stupid power levels. The K24 has a stock bore of 3.425 so it is very similar in bore.

Here is a linky to a video of the process and as I said is scary to watch.

https://www.youtube.com/watch?v=rVPCAdhcN3w

Here 'tis, from issue 55 (published sometime in 1994ish, after Jack Poehler stopped putting dates on):

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一期一会
Too many people who were born on third base actually believe they've hit a triple.