Foster, I think what I meant was an overall weight savings of 250 lbs, You forgot to mention the Alum heads, alum fly wheel, cast crank. I think the originals had Magnesium intakes but had Forged cranks (1965-67). I mispoke, All the 428s had Cast iron intakes. I had an original 64 427 in 68. I should have remembered that. Whats 40 years to someone with an iron trap for a brain!! Where did we leave off???? Oh yes,
This coming from a CC member:
""I weighed my stroked 427 on a stock car electronic scale and it was 503#. This is a cast iron block 427 with 428 crank (452 ci), dove alum heads, canton steel
oil pan, Edelbrock water pump, lemans rods, complete FPP rocker arm setup, alum Weber intake, and alum Weber like throttle bodies.""
Now take the 503 minus the 82 for the alum block = 421. Near what I said it would be. 625 - 421 = 204 lbs. So you can see 250 lb reduction is within sight.
The overall savings on the Forged Crank using a rotating weight ratio is worth about 100lbs in itself, 17lb difference X 6= 102 lbs. The way thats calculated is that it costs 6X more to turn that Forged crank than it does to carry the extra weight of it. I know, it sounds like the new math all over again.
But the proof will be in the pudding. I have a near perfect example of a true Shelby Cobra in my Alum Hi Tech, The only difference is that the main tubes are built a hair thicker and the frame supporting the body is slightly larger, and we use the stronger Ford 9' IRS instead of the salisbury. The weights of most original Cobras are coming in at 2530-2550. Im shooting for 2300. One of the most important aspects of this lighter engine other than it will corner better will be to reverse the 51/49 weight bias to near 50/50. If you reduce the frontal weight 100 lbs it then becomes exactly 50/50. Im counting on the remaining weight savings to overcome the slightly larger frame and the Ford 9".
Michael
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