I'm still accumulating parts and the crank grinder isn't in operating shape yet. The Chicken Little virus "panic-demic" ("The sky is falling!") has slowed down my ability to hire some of the grunt labor it's going to take to get the shop set up the way I want it. If things work out as planned, I'm going to have a "216" looking engine with 260+ cubic inches, 9:1 compression or so, with full pressure oiling and a leakproof rear main bearing seal. I'm going to do some very stressful dyno testing on the prototype engine to see if it will stay together under hard use. As with all high performance modifications, there's always the possibility that I'll end up with a very expensive boat anchor!
The 55-62 year 235 crankshaft that I'm using needs some pretty extensive modifications- - - -the thrust bearing area of the shaft needed to be machined wider so it will fit the 216 block, and about 1/2" had to be machined off the counterweights so the slightly shorter NASCAR connecting rods don't cause the piston skirts to hit the crankshaft. As soon as the crank grinder is in operation, I'll be able to do the finish work on the shaft. I'm also reboring the 216 block 60 thousandths and using standard bore 235 aluminum pistons instead of the cast iron 216 pistons. Along with the lighter weight connecting rods, that will make for a big reduction in the reciprocating weight.
Bore: 3 9/16"
Stroke: 4 3/8"
Cubic inch displacement: 262.25
This should be quite a "sleeper 216" if I manage to get all my ducks in a row!
Jerry
