Hello all.

This thread is so far a great read.

I understand what Byron is not telling us. I also know that if you are patient you will most definitely find out the whole story. I am just as intrigued but I know that I will be patient.

Thanks Byron.....we need to have a beer.

It is amazing Warren that after their error in 1967 (which was rectified after Firth's protest), covered up mistake in 1968, again in 1969 going by Des West they also stuffed up 1970. The Don Holland XU1 that came 3rd was credited finishing a lap down but original time sheets show him on the same lap as Moffat and McPhee. McPhee was directed to "HOLD" to allow Moffat the win as Moffat's car was ailing. Would have been interesting if he'd "held" enough to allow Holland to pass thinking Holland was a lap down. It would have meant an LC XU1 crossed the finish line first.
It occurred again in 1976 with the wrong car being shown the flag.
Shame Harry never protested in 1969. I'll have to see if I can get Bondy to open up about it as reports say Harry was well aware and Brock knew as well.

You are just going to have to wait, there is much much more to tell on the 81837 vehicles and the race cars that most are not aware of and will blow you away. I'm priveliged to do some proof reading but most of you will have to wait.

Thats all well and good...i am more than happy to give him/them all the credit they deserve and then some don't worry about that ...Just don't bloody die first!

The bit thats more scary is that I MIGHT DIE WAITING. I am no spring chicken you know..... I am now whats called an ol" CODGER...LMAO.

Too hard basket at the moment, still missing too much data.

I think they have to be the same, the formula is a simple ratio only. What GM did do though is round up the compression ratio to the nearest 0.25:1. For example the 1967 327 that we got here in the Impala and Parisienne, and also the 2nd type (Canadian) 327 engine in HK both had 75cc heads. Using that data plus the published Engineering technical specs those engines had 8.55:1 compression ratio but they are published as 8.75:1. I got the compression ratio for the 1968 GMH Impala/Parisienne and the 1st type HK 327 as 9:1 from three sources. The first I calculated it as the heads are 69cc. The second is from GM published data of 9:1 for the 1969 327's, which also have 69cc heads. The third is from published data for the combustion chamber ci from 1968 GM Engineering specs for the L73 engine. Why GMH chose to publish the HK 327 and the 1968 Impala/Parisienne 327 engines as 8.75:1 is a mystery, all I can assume is that they used the 1967 data or data that was given to them by GM (note that I still think Flint assembled 1968 L73 327's have 75cc heads and thus published 8.75:1). They got the 307 right, but the 307 was new for 1968 whereas the 327 4BBL for 1968 was as far as GM was concerned the same engine as in 1967 just changed for new stuff for 1968 (like temperature sender in the LH side cylinder head).

Not sure about the Ford Cleveland stuff, but if you dig deeper there may be a good reason for it. Remember the Cleveland was a bit of an orphan in Ford and was dumped from US Fords not long after Bunkie Knudsen left. Most US Ford people believe the Cleveland was very much a copy/paste with changes of the BBC that Knudsen bought with him from Chevrolet. I hear what you are saying though as Ford Australia didn't make any Clevealnd stuff until late in XA so whatever they had in the USA should have been the same here (just like the SBC's).

Might've the compression ratio differences between the various 327 engines be to do with using different types of head gaskets...e.g steel shim to composite ?

Edited by user Thursday, 8 September 2016 8:22:29 PM(UTC)  | Reason: Not specified

Yes we get quotes that I have seen from ford Australian on the 351C, the XY 9.7:1 and XA 9.5:1 both USA imported engines, the first has 2V on the heads and the 2ed has 2V dot on the heads, I believe that the dot heads come from engine heads cast from Sep 1970 on and not the falcon model.
The mid XA 9.4:1 that is a Aussie built 351 and have seen this in very early P5 LTD and then the 9.1:1 in XB from 1974 and then the 8.9:1 in the XC-D-E for the 2V 351 by Ford Australia.

The first 4V 351 imported for our XW GT and most XY GT are 4V heads and clamed as 11.0:1 now Ford Australia claims all 4V 351 were 11.0:1 but that can not be true because when the 4V dot heads came out in late XT and the XA GT they must be 10.7:1 just as the USA 4V claims as they are the same engine, just Ford Australia never pointed it out as such.

With the Aussie built 2V 351 Cleveland's we started to cast the heads for such from around May 1973 I believe from what I have been so far to be able too make out and the blocks all came from USA machined up from USA, so all we did was assembled it with our heads and cranks, but then we only had raw cast blocks imported and we them has the ability to machine up the whole of the blocks.
So in that I think that the 9.5:1 coming down to the 9.4:1 must be in the Aussie 351 heads. and we first start casting the blocks in Dec 1975 but these are a XE192540 type that we sent to USA.

As for the USA 2V 351C I can't find any proof of any 9.5:1 because of the 2V 351W is 9.5:1 and the stupid way Ford does not point out for a fact the difference of a Windsor to a Cleveland, so I can only assume the 2V 351C must be 9.5:1 that is cast from Sep 1969 to Oct 1970 and that from Sep 1970 cast dot heads it become 9.0:1

Edited by user Friday, 9 September 2016 2:12:54 PM(UTC)  | Reason: Not specified