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PostPosted: August 24, 2010, 2:25 pm 
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[quote="PinkNinja"]This is something I seem to have to post everywhere. Because there are so many people who the that the LS1 is a light motor.

I appreciate you bringing proof to the table, but in terms of a lb/HP ratio the LSX still rates well. What's a Miata with tranny? 400 lbs? based on 140 HP that's 2.86lb/hp. whereas the aforementioned LS1/T56 at 350 HP is a far superior 1.54 lb/hp. Although in fairness you also need to account for a stronger rear axle as well.


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PostPosted: September 21, 2010, 1:29 pm 
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well actually its engine dimensions. ..

honda st1300 motor

bottom: L=9" W=23
top: L=25" W=25 h=25

thats without the air filter system so maybe 3 more inches overall?

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PostPosted: September 21, 2010, 6:46 pm 
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Just cross posted from another thread about bike engine weights:

Kawasaki ZX14 weighs 220#, puts out 187hp and 113 lb-ft torque in a package that measures about 17" long, 20" wide, and a very tall 25" from the very bottom of the stock oil pan to the top of the throttle bodies. Aftermarket pans with baffles can reduce that height by 4"

Hope that helps.

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PostPosted: October 2, 2010, 2:38 am 
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Ecotec 2.2L L61 4 Cyl DOHC
Long block assembly. Still had a few things on it like fuel log, injectors and
transverse engine mount.

Weighed on certified aircraft scales (so bang on for accuracy)

234 pounds

Maybe down to ~225 with everything extra off.
Supposedly taking out the balancing shafts is another 9-14 lbs plus a few hp gains.

Measured separately

Stock starter was 6 pounds
Stock 105Amp alternator 14 pounds.


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PostPosted: January 2, 2011, 1:24 pm 
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The GM LX9 3500 makes around 240hp with a decent tune and weighs 475# including Ford Super Duty T5 transmission, bellhousing, flywheel, clutch, starter, ALT, wiring harness, ECM, coil packs, billet front cover, electric water pump, A/C bracket, shorty headers, shifter, slave cylinder and a shipping bracket. The upper intake on this engine has been replaced with one from a 3400.


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PostPosted: January 2, 2011, 3:42 pm 
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Thanks for the posting Marc. Looks like an honest weight for a complete engine... Nice web site too!

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PostPosted: January 4, 2011, 1:45 pm 
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Just weighed my Duratec 2.3:
Engine 235 pounds
Stock intake 10 pounds
Stock (cast iron) exhaust 15 pounds
Starter 9 pounds
Home made water rail 3 pounds
Stock fuel rail/w injectors 3 pounds
Engine has motor mounts, stock flywheel and clutch/pp. No alternator, wiring or any parts with weights listed above. So add the numbers above, add about ten pounds for an alternator and you will be very close to an "installed" weight.

Home made "shorty" header and "over the top" intake. Twenty pounds, so I lost 5 pounds!

The engine is drained of oil and water, but hey, they are never empty.

Bill


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PostPosted: January 4, 2011, 3:51 pm 
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Thanks for the Duratec weight. Just to be clear, the 235 you quoted included the other items you listed like the manifolds? It does look 50 lbs. lighter then a Zetec... That's a nice weight for these cars.

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PostPosted: January 4, 2011, 4:23 pm 
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The way it's worded I don't think so, but the weight's similar to the Honda K-series.

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PostPosted: January 4, 2011, 4:29 pm 
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horizenjob wrote:
Thanks for the Duratec weight. Just to be clear, the 235 you quoted included the other items you listed like the manifolds? It does look 50 lbs. lighter then a Zetec... That's a nice weight for these cars.

No, add the individual weights to the 235, making a total of about 275. About the same as the race ready Zetec. But remember, this is a bone stock Ranger 2.3. I have no idea how much a 2.0 would weigh.

Bill


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PostPosted: January 4, 2011, 4:44 pm 
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So the 235 is a bare long block weight?

As a long time Ford guy that is a light engine. Thats really not a whole
bunch more than the older kent/pinto's when you start looking at it.
Lot more power too.

As someone "stuck" with using a "234" pound GM L61 Ecotec NA NA NA its a pound lighter :cheers:

I've always thought the Duratec would weigh in around 225. I wonder if the 2.0 would be that much lighter.

Dave


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PostPosted: January 4, 2011, 5:32 pm 
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I suppose you could call the 235 lb a bare long block with flywheel, clutch, pressure plate, motor mounts, water pump. I think we should just call it a 275 pound engine, ready to install. It would be easy to beat the 275 lb weight, the truck flywheel assembly is a heavy mo fo as is the cast iron exhaust manifold.

Bill


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PostPosted: January 4, 2011, 6:03 pm 
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The true long block weight would be minus the flywheel, pressure plate and mounts.
Water pump is built-in most engines so should stay in the weight.

I found from stripping mine down that a fair amount of the weight comes from a lot of the accessories and mount brackets.
My alternator was just under 15 pounds while the starter weighed in at 6. Would have bet money on that being the other way myself. By the time you add up the weight of the bullet proof agricultural brackets and the attach bolts etc it sneaks a lot more weight in than you think. Take just a couple of those and see how little it takes to get a pound.

Take those last bits off and that should drop it down to about 205ish? Getting light. Almost float away.


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PostPosted: January 4, 2011, 6:23 pm 
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Wragie wrote:
...
I found from stripping mine down that a fair amount of the weight comes from a lot of the accessories and mount brackets. ...

That's exactly why real weights are necessary. Listing an engine at X lbs which doesn't include 80 lbs of accessaries is a big deal.

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PostPosted: January 4, 2011, 6:49 pm 
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Yup it needs to be real weight but it also need to be consistent. If you start off with a bare long block, then list the weight just for that, then show weight for the various bits you are way more accurate. If its just a running engine etc you don't really know where the weight comes from. Think of it this way, a steel intake manifold verses a alum or even plastic version.
Can all be on the same engine depending on the year it was made. Huge difference in weight.

It's a total pain in the butt to throw an engine on the scales but if if you don't weigh the same things you can't really say its right. Just thought of a real good example. This is a 20hp Continental generator motor. As shipped from the factory in running trim it has a shipping weight of 385 pounds. In the real world when you strip off all the junk it actually weighs 125 pounds and still works. Most of that one was from cooling tins and brackets that would support a bridge.

Dave
(bit annoyed the Duratec may be lighter ;-])


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