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Interesting choice to utilize the big block engine? Any insight as to why a big block over a small block in the early A body chassis?



Lots. The engine weights (LA: 550lbs, Slant 6 (which came in the car):475lbs, RB: 670.) are around 100lbs apart. That being said, you could do an LA and use aluminum heads and get it's weight down to under 500lbs. But here's what we're doing with the RB: Aluminum heads (-80lbs), no water pump or water pump houseing (-40lbs), no carb (-5lbs). So we can get the weight of the motor under that of an LA engine pretty easy. We're also using a motor plate, so no motor mounts on the block, rubber motor mounts, or motor mounts on the frame. If we end up going with an aluminum block, that's another 100lbs off the original weight.

Parts. There are more parts, and for less money, for the 440 than you can get for the LA. And the sacrifice in RPM will be made up in raw power.

Hilborn no longer makes a Stack Injector for the LA. And never did in electronic form. Even so, Hilborn tells me that the LA mechanical injector weighed more than the RB injector due to the one piece manifold.

Valve train angle. The LA valve train is left over from the Poly motors. They never redesigned the heads. Just the exterior for the LA block. The RB has a totally new valve train, and was designed for the engine. Ask any engine builder, and they'll tell you the valve train in the RB is bulletproof and well designed for flow.

Not harshing on the LA motors. Who doesn't love a 340 Six Pack in an AAR 'Cuda?? I LOVE AAR 'Cuda's and T/A Challengers. But the physical size of the motor doesn't matter when you can get the weight below 550 lbs. The LSX454 we used in the Raybestos GTO came in above 600lbs. And it handled great and was a missile. Engine size is all just a trade off between RPM and brute power. The only difference between the two is gearing.

Hope this helps guys.