Gurney Weslake for real!
- Thread starter David Briggs
- Start date
Early versions @325 cu in -448 hp(2v)
------------- @320 cu in -560 hp on alky & slide injectors[580 w/nitro added](2v)
------------- @344 cu in -606 hp@8500 on alky[3v-slide injection -exh in Vee ]
( Alloy block-3.25"stroke,4.110" bore- there is nothing new in the world is there-this was in 1968/69- It has taken 20 plus years for the aftermarket to come to the party!!)
Sorry no torque figures given.
Jac Mac
I don't know anything about the internals of this engine, I do know that there was a 4 bolt version of the 289 block available back then and that may be the basis for this motor, probably similar to the Boss 302 shortblock
I will defer to Jac Mac , he probably has better information.
Dave
I will defer to Jac Mac , he probably has better information.
Dave
Those valve covers are certainly shallow- what sort of rockers did they use?
The info I gave was random quotes from tech in an article on the engines & a little difficult to put in context. I see now that the 448hp was actually what they managed to pull out of the FORD 289 heads @325ci prior to going with the first GW heads where they managed over 500hp on 305ci according to the article Bill D posted.
First evolution heads were cast with rocker shaft towers integral to head-later version had bolt on rocker pedestals for the shaft. Also a version for 4bbl manifold made which was cast less the Weber mount stubs.Later MkIV version had revised combustion chamber which has some similarities to the better SBF heads on the market today.
3V Head had twin rocker shafts with forked rockers with articulated adjusting screws at the INTAKE valve end for valve lash-Ex inboard in Vee, Intake outboard with slide injection.
Jac Mac
First evolution heads were cast with rocker shaft towers integral to head-later version had bolt on rocker pedestals for the shaft. Also a version for 4bbl manifold made which was cast less the Weber mount stubs.Later MkIV version had revised combustion chamber which has some similarities to the better SBF heads on the market today.
3V Head had twin rocker shafts with forked rockers with articulated adjusting screws at the INTAKE valve end for valve lash-Ex inboard in Vee, Intake outboard with slide injection.
Jac Mac
Ron Earp
Admin
I've always wondered - we're talking gross numbers here for these years, correct? Not SAE numbers? Or does the gross/SAE designation not have an effect for an engine dyno during that period?
It definitely had an effect for many of the "Muscle Cars" of the period that were claimed to put out some fairly lofty hp figures which in some cases were not backed up with real world performance numbers.
Most versions of the G-W head hold the carbs at an angle (as pic in this thread) and utilise either a manifold (4v intake) or individual mounts ( 48 ida, see black bits under the carbs); I believe this was part of Weslake's contribution to the project.
RE the dyno figures: for a race engine gross output can be pretty close to net as the vehicle installation does not compromise the power (aircon,pas,crap exhaust etc)and it should not be subject to the vagaries of production line assembly.
RE the dyno figures: for a race engine gross output can be pretty close to net as the vehicle installation does not compromise the power (aircon,pas,crap exhaust etc)and it should not be subject to the vagaries of production line assembly.
You gotta love this forum! Where else can an ignorant savage like myself post a picture and get in return such a great response from so many knowledgeable people.
Thanks, Dave
Thanks, Dave
MWGT40
Supporter
For those of you who recall the fact that, from this thread, I decided to build a Gurney Weslake engine for my GTD....and the many issues that I had with Jay Cushman who did the initial (poor) build, I am pleased to say the engine is now back in my GTD thanks to Peter Knight at Knight Racing Services and Frank & Jeff at Wealden Engineering, who have put the engine back in, carried out the dry sumping of the engine, and put a new exhaust system in. The engine makes 545 BHP and 531 Ft Lb.
It is on a Dart Aluminium block. If I was ever to build this engine again, I would advise anyone not to use a Dart aluminium block. I had heard that there were issues with them before (and both Jay Cushman and Peter Knight told me to avoid them as they always required a lot of expensive work to prepare them). I should have listened as it was nothing but hassle!
Now I look forward to racing it.
Enjoy!
Martin
It is on a Dart Aluminium block. If I was ever to build this engine again, I would advise anyone not to use a Dart aluminium block. I had heard that there were issues with them before (and both Jay Cushman and Peter Knight told me to avoid them as they always required a lot of expensive work to prepare them). I should have listened as it was nothing but hassle!
Now I look forward to racing it.
Enjoy!
Martin
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Martin
Looking good. Should make the Isle of Man very interesting.
Regards Martin.
Looking good. Should make the Isle of Man very interesting.
Regards Martin.
Ron McCall
Supporter
Martin. Looking great! I live the headers. Are you using any ducting to the oil cooler?
I had some business dealings with Peter Knight several years ago. He always impressed me as being quite intelligent as well as a straight shooter. Glad to hear that he's still in business.
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