The W43 at the Autorama
#1
#4
Dyno results from the W43
This is from a Facebook post
So, what kind of power does this 32-valve V-8 produce? “We were prudent during testing to avoid blowing up our irreplaceable parts. Imposing a modest redline, we measured 560 hp at 6000 rpm and 540 lb-ft of torque at 3600 rpm,” James Kryta notes. “But eliminating the significant restrictions by adding multiple carbs and efficient exhaust headers would easily have improved those figures.”
This is from a Facebook post
So, what kind of power does this 32-valve V-8 produce? “We were prudent during testing to avoid blowing up our irreplaceable parts. Imposing a modest redline, we measured 560 hp at 6000 rpm and 540 lb-ft of torque at 3600 rpm,” James Kryta notes. “But eliminating the significant restrictions by adding multiple carbs and efficient exhaust headers would easily have improved those figures.”
#11
I made a facebook post that it was the greatest engine but that X is triggering my OCD. I have been around these cars and the only place I have found the "hand drawn" X is 72 W-30 engines. Later it was proven that there was an X on "I think" 74 HO 455 engines.
#13
Seriously this a big deal an "X" on the valve cover? He managed make the parts he was missing to build it, then to get it running and put it in a car we should be celebrating the fact that someone was willing to go to this extreme. Who cares about an "X" when he brought this engine to life.
#14
Seriously this a big deal an "X" on the valve cover? He managed make the parts he was missing to build it, then to get it running and put it in a car we should be celebrating the fact that someone was willing to go to this extreme. Who cares about an "X" when he brought this engine to life.
#15
The quality of the car and putting together the of engine is something that only enormous resources and cash could pull off. Well done Kryta (sic?) brothers and the craftsman whom constructed it. I loved the W-43 emblems.
I never knew the W-43 was a four valve per cylinder. It's really interesting to see how the engineering team pulled it off. From the pictures it looks like they ran two valves per one pushrod with a very unique adjustable rocker arm set up. I still don't understand how the timing the valve train works.
I never knew the W-43 was a four valve per cylinder. It's really interesting to see how the engineering team pulled it off. From the pictures it looks like they ran two valves per one pushrod with a very unique adjustable rocker arm set up. I still don't understand how the timing the valve train works.
#16
The quality of the car and putting together the of engine is something that only enormous resources and cash could pull off. Well done Kryta (sic?) brothers and the craftsman whom constructed it. I loved the W-43 emblems.
I never knew the W-43 was a four valve per cylinder. It's really interesting to see how the engineering team pulled it off. From the pictures it looks like they ran two valves per one pushrod with a very unique adjustable rocker arm set up. I still don't understand how the timing the valve train works.
I never knew the W-43 was a four valve per cylinder. It's really interesting to see how the engineering team pulled it off. From the pictures it looks like they ran two valves per one pushrod with a very unique adjustable rocker arm set up. I still don't understand how the timing the valve train works.
#18
#19
Eric, it depends on the angle of the lifters, but as you can imagine, raising the cam would also change the angle the lifters needed to be at to be inline with the cups on the rocker arms. You can get a sense of the lifter bank angle from this photo. I should add that the reason the lifter galleries had to be bolt-in was that the angle of the lifter bore was "below" 45 deg, so there was no way to machine the bores if they were integral to the block.
#20
The other thing to keep in mind is that since the valve stems are at the top and bottom of the head, the pushrods actually have to come up between the rocker shafts, which makes them "flatter" in the block than on a two-valve engine where the pushrod holes are at the top side of the head. Think of the pushrods in a Chrysler hemi.
#21
This is posted on Facebook
Author
This from the Hagerty article about the car the engine and the Kryta twin brothers
The plot thickens. “In the early 1970s,” John says, “shortly after the W-43 lost all hope of entering production, several Olds engineers and PR personnel flew out to California to tout their project for Petersen Publishing Company editors at Car Craft, Hot Rod, and Motor Trend magazines. At that time, this wasn’t a complete running engine but rather a hollow shell suitable for photography and a collection of internal parts highlighting the W-43’s attributes.” (Read our technical breakdown of the Oldsmobile W-43 V-8 here.)
“The trip to California was to gain publicity, after the engineering project had been terminated by GM’s upper management. Given that, the Olds folks asked the writers to chuck these engine parts in a dumpster after their stories were completed. Lucky for us, that request was ignored. These priceless W-43 components went home with someone from Petersen in 1971, only to resurface decades later.
Oldsmobile V-8 OHC_W-43 valves
GM
Oldsmobile V-8 OHC_W-43 bores
GM
GM Archives Oldsmobile V-8 OHC
GM
“Cajoling the vintage parts into a running engine was no small feat. The first problem was a parts shortage. One cylinder head was missing, so we had to reverse engineer it and a few other components. Extensive machining was required. All told, 20 people got involved, including one ex-Oldsmobile engineer who requested anonymity. Scott Tiemann, the CEO of Supercar Specialties in Portland, Michigan, quite capably handled final assembly.”
Autorama Oldsmobile 4-4-2 valve cover detail
Chris Stark
So, what kind of power does this 32-valve V-8 produce? “We were prudent during testing to avoid blowing up our irreplaceable parts. Imposing a modest redline, we measured 560 hp at 6000 rpm and 540 lb-ft of torque at 3600 rpm,” James Kryta notes. “But eliminating the significant restrictions by adding multiple carbs and efficient exhaust headers would easily have improved those figures.”
Author
This from the Hagerty article about the car the engine and the Kryta twin brothers
The plot thickens. “In the early 1970s,” John says, “shortly after the W-43 lost all hope of entering production, several Olds engineers and PR personnel flew out to California to tout their project for Petersen Publishing Company editors at Car Craft, Hot Rod, and Motor Trend magazines. At that time, this wasn’t a complete running engine but rather a hollow shell suitable for photography and a collection of internal parts highlighting the W-43’s attributes.” (Read our technical breakdown of the Oldsmobile W-43 V-8 here.)
“The trip to California was to gain publicity, after the engineering project had been terminated by GM’s upper management. Given that, the Olds folks asked the writers to chuck these engine parts in a dumpster after their stories were completed. Lucky for us, that request was ignored. These priceless W-43 components went home with someone from Petersen in 1971, only to resurface decades later.
Oldsmobile V-8 OHC_W-43 valves
GM
Oldsmobile V-8 OHC_W-43 bores
GM
GM Archives Oldsmobile V-8 OHC
GM
“Cajoling the vintage parts into a running engine was no small feat. The first problem was a parts shortage. One cylinder head was missing, so we had to reverse engineer it and a few other components. Extensive machining was required. All told, 20 people got involved, including one ex-Oldsmobile engineer who requested anonymity. Scott Tiemann, the CEO of Supercar Specialties in Portland, Michigan, quite capably handled final assembly.”
Autorama Oldsmobile 4-4-2 valve cover detail
Chris Stark
So, what kind of power does this 32-valve V-8 produce? “We were prudent during testing to avoid blowing up our irreplaceable parts. Imposing a modest redline, we measured 560 hp at 6000 rpm and 540 lb-ft of torque at 3600 rpm,” James Kryta notes. “But eliminating the significant restrictions by adding multiple carbs and efficient exhaust headers would easily have improved those figures.”
Last edited by Bernhard; March 2nd, 2024 at 08:22 PM.
#22
Seriously this a big deal an "X" on the valve cover? He managed make the parts he was missing to build it, then to get it running and put it in a car we should be celebrating the fact that someone was willing to go to this extreme. Who cares about an "X" when he brought this engine to life.
#23
Just made my day. They have a really small mention of the W41 engine in this one.
https://www.inlinetube.com/blogs/inl...ocWgY8x_sCDHNI
https://www.inlinetube.com/blogs/inl...ocWgY8x_sCDHNI
#28
#29
Just made my day. They have a really small mention of the W41 engine in this one.
https://www.inlinetube.com/blogs/inl...ocWgY8x_sCDHNI
https://www.inlinetube.com/blogs/inl...ocWgY8x_sCDHNI
#30
My 1970 W-30 had the hand applied "X" made by a yellow paint stick on the center of the drivers side valve cover. It was about 2 1/2" tall and 5-6" wide.
#31
#36
I reposting a picture of the Pikes peak Toronado from Oldsmobiles experimental engineering. If you look at the valve cover and spark plug locations. This looks a lot like it. But this is supposed to be a 425.
Pat
Pat
#37
#38
Last edited by DR_DAN; March 7th, 2024 at 06:51 PM.
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