[KevinG]

Well, most of the results are in on the damage done. To date:

Two spun S (nitrited) rods, one is junk, the other is marginal. Machinist has good used replacements at $50 apiece.

One crank rod journal is toast. Options are to weld up and regrind crank, or replace with a std/std used one he has on hand at $250.

Oil pump is lunched. Spare is available for another $250, but all he has are pre-76 pumps like the one being replaced.

Aluminum gear and one of the two steel chain gears on the intermediate shaft need replacement. Another $175.

Case is currently being evaluated, but there are issues with the crank bore - bearing #7 shows abnormal wear (to the copper) in the centers. This wear pattern is also present on most of the other shells but nowhere near as bad as #7.

So -
We're nearly at a grand for replacement parts already, and still have to address all of the other consumables needed for the rebuild. If the case requires a line bore and oversized bearings, that cost could escalate quickly.

On the good side, I have practically new 2.2S pistons and cylinders, heads and other top end stuff in excellent shape, and a fully rebuilt 2.2S MFI setup with less than 5K miles on them.

Looking at Uncle Zak's recent posting for a practically new 2.7RS bottom end for $1,600 got me thinking about replacing my case and internals rather than rebuilding myself, dependant on the ability to find something like Zak's offer that would fit my 2.2S cylinders. I have seen the references to using 2.2S components with 2.4 long stroke cases, but what actually is the benefit(s) of this setup in displacement / horsepower / street performance?

If I had unlimited budget, I would really like to build one of those 2.8RSR type motors that Grady talks about, but at this point $$ take a lead role.

Sigh... maybe someday.

Thanks for your help and advice.