LocostUSA.com

Also got a weight for a 20r (it was on wheels and the 22r's werent, so maybe I'll get a 22r weight another day)
290lbs with full flywheel/clutch assembly, distributor, and alternator. Some oil and coolant as well (basically pulled status)


Heres what was left on the front of the engine:


and the back:


I know it doesn't look it, but it is off the wheel dolly. I was lifting with a ratchet strap, and they dont do controlled release very well, so I wasn't about to raise the engine super high.
We race the 22r in a dirt oval truck, don't believe the internet that these things explode past 5500. We run 4500-6500rpm, with 4 years and counting on the first stock rebuilt engine. (Later style with single row timing chain)

I hope I am allowed to post this, it took a long time to find a list that I have at least some small amount of belief in it's content and weights. https://forums.24hoursoflemons.com/view ... p?id=12009

Unfortunately that list is decades old and the weights don't come close in a lot of places. I tried contacting the original author about 15-20 years ago to give him some accurate information and could never find a working email. Since then many many copies, some modified, have sprung up on the web. You can't trust it.

Locost_Johnh wrote:I tried contacting the original author about 15-20 years ago to give him some accurate information and could never find a working email.

You can find him here:

viewtopic.php?f=4&t=4299&start=120#p145620

That Angelfire address has been dead for a long time; maybe ten years before the date on that list. The earliest versions predate the Web. Perhaps someone tried merging two or more versions.

I quit updating the list because, of all the things I've ever done on the internet, that list has caused me the most grief. I used to get bombed with *angry* rantings from people who didn't agree with it, and felt it was somehow my fault, instead of directing their spleen to any of the original sources I referenced.

Between that, and seeing edited versions "copyrighted" by other people, and the general hate the list seems to engender in a certain type of person, I quit uploading new versions.

From Westfield site
http://westfield-world.com/engineandtransmission.html
Ron

In general, modern aluminum 4-cylinder engines are about 300 lbs, and the transmission/transaxles around 80-90 lbs, so figure about 400 lbs for the entire lump.

oddsaabs wrote: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.

Heavier than a Hayabusa but I do wonder how they stack up against each other. Only seen a few bring up the zx14 when it comes to engine swaps.

Hung another engine from my scale.

2012 Mustang 3.7L V6. Includes: Intake manifold and throttle body, shorty headers, wiring harness. Missing: alternator, starter, flywheel/clutch/pressure plate.





Total: 360lbs.



The MT-82 including the remote shifter that bolts up to it (or any EcoBoost V6): 128lbs



Once I add a lightweight flywheel, pp, clutch, starter, and alternator, I anticipate the combo being in the neighborhood of 550lbs. That's bang on the same as my 302/T5. A stock block 347 stroker seems like a bargain for power-to-weight, though you'd need to drastically upgrade the T5 to hold the power reliably.

@Laminar

Good choice on the 3.7 Mustang. It wasn't available when I started my build, so I used the previous generation 3.8L OHV V6. I'd have much preferred the 3.7L had it been available. However, my 3.8L dry, but all-up including the T5, is 506lb see it BOP here, so a pretty good combination.

The biggest issues for me were it's very deep oil pan, and the large bellhousing, which is essentially the V8 bellhousing.

Cheers,

I'll have to try to get mine on a scale.
I know the 13B is a heavy lump, somewhere in the 225lb range.
Trans is pretty light, I had no problem carrying it by hand across the garage. I'd guess <100lbs.

Lonnie-S wrote:@Laminar

Good choice on the 3.7 Mustang. It wasn't available when I started my build, so I used the previous generation 3.8L OHV V6. I'd have much preferred the 3.7L had it been available. However, my 3.8L dry, but all-up including the T5, is 506lb see it BOP here, so a pretty good combination.

The T5 is only 75lbs which is great, compared to the 125 for an MT-82 or the 135 for the T56 Magnum. Getting that sixth gear and a stronger transmission costs at least 50lbs. If you can do without either, the T5 is certainly the way to go.

Engine weights in lb with manifolds and all accessotries no transaxles

GM LS V8 500 lb with accessories
Fiat Lancia 2.0 Lampredi twin cam 4 cyl. 272 lb
Audi 1.8 20vt 4 cyl. 280 lb
Nissan sr20 det 338 lb
Mitsubishi 4g63 4 cyl turbo 350 lb
VW 2.0 4 cyl aba 230 lb
VW Audi vr6 400
miata 1.8 290 lb
Ford 1600 Kent OHV 260 lb
Ford 2.0 Pinto SOHC L4 320 lb
Ford 2.3 L4 Turbo 380 lb
Ford/SAAB V4 230
Ford Zetec 238 lb
Ford/Mazda Mondeo V6 225 lb
Ford 289/302 V8 460 lb
Honda Civic 1500 205
Honda 24V V6 491 lb
Honda B18B four 326
Volvo B20E 340
Jaguar 3.8 six 592 lb
Lotus 907 (Esprit) 275
Buick/Rover 215 V8 318 lb
Chevy Sprint 993cc L3 147 lb
Chevy Vega L4 285 lb
Chevy Corvair flat 6 300 lb
Dodge Viper V10 716
FIAT/Ferrari Dino V6 285
hayabusa 4 cyl 150 lb
judd v8 240 lb 4.0 lt 12,000 rpm 570 hp
Mazda rotary 10a 280 12a 348 13b 337 lb
subaru 4 cyl 300 lb na
Toyota 4A-GE four 340 lb
Porsche 914 2.0 lt. 4 cyl. 311 lb 1.8 277 lb
VW flat-4 air cooled 200 lb
vw 1600 aircooled type 1 250 lb
Porsche 356 1.5 210 lb
Porsche 911 6 cyl 325 air cooled
79 Vw rabbit 1.8 lt. 231 lb
Porsche boxster 3.6 6 cyl. 450
Porsche 944 2.5 lt. 4 cyl. 340 lb na turbo 366 lb
Porsche m96 3.2, 3.4 6 cyl 410 lb water cooled


Porsche engine weights:

kg / lbs models Source

182 kg 400 lb 2.4L E, S, RS 1972-73 Tech. Spec. book

183 kg 403 lb 2.4L T 1972-73 Tech. Spec. book

182 400 2.7L 1974 unknown

200 440 2.7L 1975-1977 Aichle - 911 Engines
1983 3.0 400 lb

190 419 78-83 930/09,19,10 78-81 78-81 & 82-83 Tech Spec. book

200 441 78-83 930/03-08,13-17 78-81 & 82-83 Tech Spec. book

190 462 3.0L 1980-82 Aichle - 911 Engines

190 418 3.0L SC w/ SSI & heat,w/o AC measured

219 483 84-87 930/20,26 84-87 Tech Spec. book

220 485 84-87 930/21,25 84-87 Tech Spec. book

219 482 3.2L 1987 - 1988 Aichle - 911 Engines

238 524 964 89-94 M64/01,02 ROW &US 964 Tech Spec. book

226 497 M64/03 RS 964 Tech Spec. book

275 605 M30/69 3.3L 964 Tech Spec. book

276 608 M64/50 3.6L 964 Tech Spec. book

232 510 M64/05-08 993 Tech Spec. book

221 487 M64/20 993RS v-ram w/o ZMS 993 Tech Spec. book

230 507 M64/20 993RS v-ram w/ ZMS 993 Tech Spec. book

410 lb m96 3.2, 3.4

lampredi7 wrote:Engine weights in lb with manifolds and all accessotries no transaxles

You've weighed these all yourself? Or this is just another one of those lists that gets copied and pasted over and over again all over the internet? What are "all accessories?" Does that include power steering? Alternator? A/C compressor? Air pump? Flywheel or flexplate? Clutch assembly?

GM LS V8 500 lb with accessories

Which one? Aluminum block or iron block?

Ford 2.3 L4 Turbo 380 lb

Which one? The Pinto 2.3 or the Duratec 2.3?

Ford/Mazda Mondeo V6 225 lb

Which one? The 2.5? The 3.0? The 3.5? The 3.7?

Ford 289/302 V8 460 lb

Iron or aluminum head? Again, with flexplate or flywheel? Serpentine or v-belt accessories?

Another one in my "complete drivetrain" series.

2009 RX-8 Renesis. Complete with:
- Engine
- Clutch/flywheel/pp/slave cyl
- Transmission
- Alternator
- Air pump
- A/C compressor
- Starter
- Wiring harness
- Aluminum engine mount brackets
- Throttle body
- Header

Not included:
- Rubber engine mounts
- ECU
- Oil coolers
- Shifter

Fluids gravity drained but not necessarily bone dry









450lbs

I should weigh my Kent 1600 with Webers and headers.
Not the most powerful but certain to be light for an iron block and heads.
The pics above give me a head-ache with all the complexity hanging from the engine.