Joe,
Wondering if you might add some thoughts about the development of the Hemi Pro Stock engine during your time with the Rod Shop, Mopar Missile and other programs at Chrysler, as you had a unique insider perspective . The Chrysler program resulted in some of the most innovative developments such as the crank trigger ignition, smart oil pan designs, high lift roller camshafts, etc., and common sense ideas like milling all of the un-needed weight from the cylinder block (bosses, freeze plug bump, webs, and even the thickness of the water jacket), restricting oil to the top end of the motor (less oil to the valve train means less has to get past the rotating assembly to get to the oil pan, re: reduced windage), etc. Just to get the reflective thoughts flowing, here are some questions:

1. Even with all the innovation of the Chrysler Hemi program, it seems like there was a reluctance to move from the NASCAR steel rod/heavy piston combo to an aluminum rod/light piston combo similar to the Ford 351 Cleveland, SBC and BBC and AMC. Any comments on this? Was durability the issue?
2. The dry sump oil system certainly adds weight to the front end of the car, but was probably a necessity when you are talking about super low cars such as Ken Van Cleve’s car, the Missile and even Carlton’s black B/A car. Any idea on how much horsepower was gained with the dry sump over a 7” oil pan, and was it enough to offset the added weight?
3. When did titanium valves first start being used in the Hemi’s?
Thanks!
Mark