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Hi all, just read through this thread and it is safe to safe to say I am getting a bit excited. Cookey, i will send you a PM to see if you have any exhaust systems left, what a wonderful job they have done. Id also love to get some info on the best way to reset the (exhaust) valve clearances. I have a Series 3 Military spec 109, but id love to get the best out of her and give her some love, only driven her 1000 kms since i got her.
Thanks
Mason
Not sure that cookey has any left, but in the original design process he had the system scanned to CAD and made a deal with a local exhaust service centre/manufacturer so that they can fabricated to order, or in batches.
Given the hours he's spent on it, he is currently working on probably the most expensive Land Rover 6cyl head ever. The comparison of port flow between the original and this one are like chalk and cheese. Wish I could get him to do mine that way! :)
Really looking forward to seeing how that head comes out and what sort of difference it makes. I might send mine to him.:)
I'm looking for around 100 to 110HP so very achievable without going nuts, but I would always be happy for more.
Hello Cookey,Quote:
Originally Posted by cookey
Just wondering if you have kept the original head that your 2.6 litre engine came with or have you swapped it for one designed by Harry Weslake? The head off a Rover P4 or P5 engine?
I have been reading through various threads about the 2.6 litre six cylinder motor and fitting a Weslake head was one of the options frequently discussed in them. I have a couple of 2.6 litre motors so my interest is not just academic. One day I will have the funds to match my interests too :)
Kind Regards
Lionel
Cookey is working with standard 2.6 heads, not the Weslake item.
He has many engines and heads at his disposal, so he isn't just doing this experiment for his own vehicle, as there are and will be paying customers for his work once he knows all its secrets. :)
I think he cut on up to see how much meat there was around the ports and in other areas. I would imagine the finished result will be like all of his other work and be first rate. I already have a disk brake conversion and extractors of his, so a reworked head may be the trifecta. :D
Hi Lionel,Quote:
Originally Posted by Lionelgee
the head(s) that I'm modifying at the moment are standard L/R 2.6 units.
My aim is to modify the inlet ports to obtain gas flow at least as good as a standard Weslake type casting, which I think is difficult but possible.
The Weslake unit has far superior inlet port shape and would be the ideal head to start with. Unfortunately the appearance of the head is quite different to a L/R type. This is very obvious, as the top of the engine does not have that typical L/R look with the slanted rocker cover, and also the (seperate) inlet manifold has clearance issues with the steering box in a Series L/R. At this stage I wish to keep the appearance original.
I have a couple of unservicable L/R heads that I have sectioned to check on casting thicknesses and internal water jacketing passages. I now know how far I can re-shape and modify the ports safely. Unfortunately, getting access to down inside the ports is not simple.
I also have two Weslake headed engines to play with, a 2.6 litre Rover 110 and a 3.0 litre Rover P5.
I think it is very possible that more than 150 bhp could be obtained with a 3.0 litre engine, considering that they were rated at 134 bhp from the factory. Lots of fun in a Landy:twisted::eek:
I will keep this thread posted as things progress.
Incidentally, I believe that Rover technicians did most of the design work on these heads, with some input from Harry Weslake, who also did consulting work for BMC and other manufacturers.
Cookey
Hi LionelQuote:
Originally Posted by Lionelgee
The Weslake head is a problem in the RHD Land Rover as the 2" SU carby wants to share the same space as the steering box. The North American 2.6 litre Land Rover got the Westlake head because of the different location of the steering box. But we all got to suffer the exhaust manifold designed to clear the LHD steering box.
Apparently the Rover 110 car Weslake manifold is narrower than the 3 litre Weslake but I don't know if it will fit the LR 2.6. Remember that a Westlake head uses a different (less vanes on the impeller) waterpump to the Land Rover 2.6.
Diana
Hello Diana,Quote:
Originally Posted by Lotz-A-Landies
Thank you for the information about the Weslake manifold. When people talk about the putting in an engine with a Westlake head are they referring to swapping out the whole 2.6 litre motor and bolting up the complete 3.0 litre motor? I thought they were writing about just swapping the head over?
Could the issue of the placement of the carburettor and the positioning of the steering box in RHD vehicles be circumvented by installing a EFI system? Bacicat started a thread about this a while ago. http://www.aulro.com/afvb/series-iii...ml#post2158754 Plus, I think there is a more detailed thread about Toyota (?) alternatives of EFI system and somehow tricking the electronics to replicate itself so it fired six times instead of four times for its original design for a four cylinder motor. With an EFI system the delivery pump and the location of the air cleaner could be positioned away from the steering box.
The difference in water pump impeller could be alleviated by using an electric water pump.
It makes the vehicle non-original so it is probably defeating Bacicat's and Cookey's purpose of refining a stock standard Series III, so it's all academic anyway. Interesting, nonetheless :)
Kind Regards
Lionel
I might still screw an EFI system onto mine eventually. Got to get the rest of the car built first... :angel:
Hello Bacicat,Quote:
Originally Posted by bacicat
Yes, I found the thread that you were writing about putting a Commodore ECU system and Bee Utey suggested a Camira 1.8 TBI system - it was earlier in this very thread! ;)
http://www.aulro.com/afvb/series-iii...ml#post2174420
&
http://www.aulro.com/afvb/series-iii...ml#post2176526
I am slowly chipping away at getting a bay back in my shed after dumping a furniture trailer load of stuff off from my last interstate contract. Once cleared I can get back to tinkering on my Series 3s :) Work clearing the shed has ground to a halt after spending most of the day rearranging stuff.
I realised that my care factor for the task had reached zero; so work ceased for the day. :angel: I might go an mow the grass in the paddock so I can see that I have actually achieved something today.
Kind Regards
Lionel