How much when you sitting in the plane?
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+1 on the suggestions to put the engine on first, then do a W&B check as well as measure the weight on the tailwheel. You may also find that going with a heavier tailwheel or moving a battery or ELT further aft is enough to balance out any changes because of the long lever arm.
I have over 300 hours in a C 120 that I owned. I could pick up the tail with just prop blast while holding the brakes ( a bit scary ! ) BUT the plane had NO tendency to nose over - the horizontal stab & elevator did their job. I felt way more in control and safer with only two wheels on the ground ( take off or landing ). I had a friend with the same plane ( one year newer ). He had the extenders on. Not only could he not take off or land on two wheels ( a real loss in cross wind conditions ) - it was really hard to lift his tail for any purpose ( like when moving / parking ). This is not a modification to undertake lightly.....
I would put a little bigger main wheel on her. This will make her a little taller and put more weight on the tail wheel. I did this on an airplane that I ground looped more times then not. After I raised the mains some this really helped and no more ground loops in this airplane. It may work here too.
Tony
The weight difference between the A-65 and O-200 is going to be dependent on how you equip the O-200. Both engines weight very near the same without any accessories. Leave off the vacuum pump, starter, and alternator and the O-200 should not add any significant weight to your plane. If you need an alternator, B&C makes a nifty little unit that bolts onto the O-200 vacuum pad and weighs less than four pounds. The O-200 in my Fokker D.VII (http://fokkerd7.com) has the small alternator and lightweight Sky-Tec starter and is a very nice combination with minimal weight.