Ritter "XR" Racing Blocks. Available in a variety of lifter angles and configurations.+
This part cannot be ordered online.
E-mail Kent Ritter directly for more details or to place an order. firstname.lastname@example.org
This is a very special day; it marks the date at which from this point forward you can buy all engine parts for both big block and small block Mopar engines from the aftermarket. No more searching the junkyards or hoping that Mopar Performance still has the parts available, and we can supply them all. The last key piece in this puzzle is the small block cylinder block. This block (shown below) is available in several configurations. The block pictured here has 360 mains and 59º lifter angles and has a rough bore diameter and can go to 4.250". It is a Siamese bore block. When equipped with a 4.150" bore the block weighs 215 pounds. This 59º Siamese bore block is the only one on the market that can use roller lifters (See #7 below).
This block oils through the rockers using a pushrod oiling system like the Magnum engines. "LA" oiling through the block & heads is not available. The block is designed for roller cam bearings and uses sleeves to reduce the cam bearing bores down to smaller, or sleeve bearing sizes.
And, for you chatters...... this block is cast a little East of Bejing.....like in Ohio, U.S.A.
This block is not assembly ready. It will require finish bore & hone, possible line hone and final deck height cut, and possibly oil holes to the cam bearings depending on cam bearing type chosen.
1. The top of the block.
Note: All photos are of blocks with the 59º lifter angles.
Note: The extra in-board and out-board head bolt holes. “A”
For 18 bolt heads like W-9; if you want to use them. The 10 bolt for standard L.A. and Magnum style heads are still there in the standard location. “B”
The “pushrod” channels are not really for the pushrods. They are for tooling access for the 59º lifters and will not appear so visibly in the 48º block. Note: the four rectangular openings above the cam. “C”
These are actually drains for oil returning from the heads. The normally open area below the cam is closed off and all the return oil drains out at the end of the cam channel, directly to the oil pan. This eliminates the windage created by the return oil. The oil pressure is taken at the larger hole on the front China wall.
2. Bottom View
The main caps are all billet steel and the standard oil pump location is used for the standard 360 oil pump “A”.
The coverage area below the cam is obvious in this view “B”.
The out board head bolt lugs are very obvious in these views “C”.
This, being the first block, has some extra pan bolt holes that are not standard. The large hole “above” the rear main cap is the drain hole for the rear of the cam chamber “D”.
These blocks have the standard L.A. motor mount bosses “E”.
3. The front of the block reveals the super thick deck (approx. 900” thick) at the ½ moon shaped water passages “A”.
The oil passages around the cam are a mixture of new and old design. The holes just above the center of the cam bore of the right and left hand sides are the conventional lifter bore oil feed passages as found on standard blocks “B”.
The hole at about the 8:00 position is the priority oil passage to the main bearing “C”.
The hole at the 7:00 position, half and half off of the machined surface is the front drain for the cam channel “D”.
Otherwise, it is stock. The lifter bore oil feed holes “B”
are blind and end just past the last lifter bore on each bank.
These blocks oil the rocker arms through the pushrods. "LA" style oiling system is not available.
4. The rear end is a lot different. The bell housing bolt pattern and dowel locations are standard small block locations. The passage at the 4:00 position “A”
is the main bearing feed passage and it is fed from the ribbed passage “B”.
That is directly fed from the oil filter exit passage “C”.
There is no hidden plug to divide the passages like in the O.E.M. blocks “D” is one of the rear drain lines for the cam channel “E”
is a 2nd
rear cam channel drain. “F”
is the passage for the oil pump drive shaft.
Current blocks use bushings to change cam bearing sizes.
5. This is viewing from the pan up past the main bearing bore to the bottom of cam channel.
The block is bored to use standard cam bearings.
6. The passenger side of the block. Note: The nice wide filter sealing area and outer bosses for outer row of bolt when using the 18 bolt heads.
7. Close-up of the lifter bores and machining required for the 59º lifters. When ordered with 48º lifter angles all the extra machining will not be required. With 48º lifters, the lifter bores will move in toward the cam channel openings. You may be able to use solid roller lifters with the 59º angles in these blocks but it would take considerable grinding. The inner head bolt bosses would not be required to be drilled and tapped as shown here, 59º heads do not use them. If you are using 10 bolt heads, the areas circled in red
in the photo below can be milled off and our hydraulic roller lifter set #5321 or solid roller lifter set #5323 can be used in this block.
8. Close-up of the rear, near the distributor, end of the closed in cam channel. Note: the extra material on lifter bosses for moving the lifter bores in to the 48º angle.
9, The main bearing bulkheads and the pan skirts are all full thickness. Just like all of the factory race blocks. There are NO WEAK AREAS
on these blocks.
We are building one of these blocks in a 59º solid lifter, race gas version and will keep you posted. These blocks will be available with 340 or 360 mains (also in small block Chevy and small block Ford sizes) with the 10 or 18 bolt head pattern, 9.600 or 9.000 block height, sleeve (standard type) or roller cam bearings. Lifter angles of 45º-47º-48º-59º. 360 oil pans are needed on all blocks.
Super Heavy-Duty and Racing cylinder blocks
For Small Block Mopar
These blocks are what dreams are made of. The HR-1 is basically made for strictly racing applications with roller bearing cam bearings, optional lifter angles, optional main bore sizes, extra head bolt bosses (for 14-bolt heads).
Wanna build a 482 cubic inch small block!!!!! You need one of these babies!
The HR-2 is designed more for passenger car-type parts
Note: These are not Mopar Performance engine blocks.
HR-2 Engine Blocks
- All 5 Main caps are 4-bolt, steel billet with studs.
- Siamesed cylinders, 4.220 bore possible, comes with 3.900 bore (4.150 bore optional)
- Priority oiling to main bearings (oils the main bearings before the lifters)
- 9.600 block height, finished (standard 340-360 ht)
- Covered cam tunnel (on the bottom to reduce windage), like NASCAR Blocks
- 360 LA oil pan is utilized
- Oil pump, OEM-style on rear main
- Lifter alignment as good as CNC
- Line-bored .002 under final size
- 360 or 340 main size available
- Lifter angle, 59. 59 is standard pass. Car
- Head bolts, std LA pattern, 10 Bolts
- Cast and machined in the USA
- Sleeve-type cam bearings (pass car)
- Accurate lifter alignment (Good as CNC!)
HR-1 Engine Blocks
This is a race block not generally for passenger car parts, such as heads and camshaft
These are the differences:
- Main bore can be sized to 340, 360, Chevy or Ford size.
- Cam bearing bores are machined for roller-type cam bearings.
- Optional lifter angles: 45, 47, 48
- Head bolt pattern has extra outside boss for 18-bolt heads.
- Covered Cam tunnel (Nascar ® Style.)
- 340, 360, Ford or Chevy Main sizes
- Uses OEM style oil pump
- 45º, 47º, 48º, or 59º lifter angles available
- Extra outside bosses for 18 bolt cylinder heads
- Roller type cam bearings required
- Accurate lifter alignment (Good as CNC!)