Isn't it funny how we are talking Fords now !

By my reckoning an XC body shell is identified by horizontal blinker repeaters in the rear guards, while the XA/XB shell had them vertical. As I understand it, in typical Ford production line fashion the last few months of XB production also had the (XC style) horizontal lights.

Anyway, I always thought that the Moffat cars were XBs with an XC front clip, but I had a closer look at some photos from the era & guess what.

It appears that Moffat's car was a 'new' XC shell, while Bond had what appears to be an XA/XB shell.

Dr Terry

That would make sense, you would think that the lead driver & team owner (Moffat) would get the 'new' car, while the 2nd driver (Bond) would get the older hand-me-down.

Brock did the same thing, with he getting the new car each year & John Harvey often getting last year's hand-me-down.

Dr Terry

Edited by user Thursday, 3 August 2017 3:35:01 PM(UTC)  | Reason: Not specified

If you put a 4BBL on a 307 and give it the 327's exhaust (which you could actually option) I'd back the 307!

^^Sounds like another myth to me! It doesn't restrict the GTS327 all that bad. Two road tests of two properly tuned GTS327's by different sources in 1968 returned the following:

0-100mph in 19.8s with 128.5mph top speed (corrected). 1/4 mile in 15.4s @ 92mph. and

0-100mph in 20.8s with 122.3mph top speed (indicated). 1/4 mile in 15.6s @ 89mph.

Which indicated to me the exhaust system on the GTS327 is easily good enough for the 327, so would not be restrictive on the 307. If the 307 was given the inlet, carb and air cleaner off the 327 with the same exhaust i'd expect figures only slightly slower than the above. Engines have identical heads and camshaft.

No, they share the same stroke. The 307 has a 3.875-inch bore while the 327's bore is 4.00-inches.

Dr Terry

Thanks.

Might be so but a 4BBL 307 with N10 exhaust goes almost as hard as a 327, only slightly slower. There were tests done on these when new, can't recall where.
307 valves (and GTS327 valves) are actually 283 valves. If the smaller bore of a 307 affected the flow of the 1.72" inlets then fitting 2.02/1.6 valves to a 4" bore would be going backwards in power and torque compared to 1.94/1.5, which isn't the case. And L34's would be going backwards too which they aren't.

Edit - Geoff, there was a code in the original GMH literature for what we think may have been a 4BBL 307, L?? - can't remember what it was.

Also 327 with same 2BBL carb and manifold as the 307 was a 210hp engine, whereas our 307 was rated 200hp in the USA (it was rated 210hp here, we think due to rating on Super fuel and more advance as our 307 used the 327's dizzy). That same 327 with 4BBL carb and manifold was rated at 240hp, and raised to 250hp when the heads changed to 69-70cc heads in 1968 (was 75cc heads in 1967, but changed to 307 70cc heads in 1968). So you'd expect if our 307 is 210hp that it'd go close to 240hp with the same inlet and carb. Even if it was only 230-235hp, it is still above the real figure of a stock HT 308 which is (on GMH's dyno) 226hp @4800rpm, 300ftlb @3200rpm. GMH upped these by 14hp and 15ftlb.

Edited by user Friday, 4 August 2017 2:33:53 PM(UTC)  | Reason: Not specified

The fairest comparison would be a stock 202 in a HG versus a stock 186 in a HG, same gearbox, same exhaust, same everything.

If you change the inlet and carb on a 307 4spd HK GTS ordered with N10 exhaust the only difference between that car and a GTS327 driveline wise is the extra 1/8" bore. That is 6.5% more cubic capacity and thus a compression rise from 8.75 to 9.x:1. According to GM the 327 going from 4BBL to the 2 barrel loses 30hp, and i'd expct it to be similar (like 25-30hp) on the 307 going up to the 4BBL.

On a similar story my mate had a HQ 1-tonner with Aussie M21 and 3.36 diff. It had a dead stock 307 in it pulled from an old Premier. He stuck some old 462 fuellies on it and a standard HK 4BBL and Quadrajet. Admittedly it had the bigger heads (worth 25hp on a 327), but it went like stink. Used to pull like a train, was infinitely better than an 308 I've ever driven. Sure the 308 probably revved harder, but outright balls this thing was unbelievable for what it was. You could pull out and overtake a semi uphill with a car float and a full HK on the trailer and it'd feel like it was going to launch itself. I had similar experience with my old FJ40 with a HT 307 in it, standard engine down to the carby and there is no way a stock 308 would pull like that old 307 used to. You must have had a bigger cam in that HQ, bigger than the stock 253 cam anyway!

http://www.superchevy.co...evy-engine-performance/

It was a 37 year old engine when they did it too with 37 year old pistons and rings! The extractors on the dyno is normal - an SAE Gross test uses dyno exhaust

You have to be careful of 253 and 308 in 'cruisers if you use the original Holden flywheel. Rod Hadfield told me many years ago that a Holden V8 in a 'cruiser was a waste of time, and it was especially noticeable in a 308 up hills, as the 'cruiser needs an 11" flywheel. From memory he said the 308 displayed it worse as it went better normally where you used the engine's power and torque wasn't as important but he reckoned it was that noticeable up hills and in 4wd that most people wished they'd left the 4.2L petrol engine in it. Old memory but his opinion was you'd be better off with a 283 or 305 or 307 or 302 SBC or alternatively a Falcon 6cyl, all with 11" Flywheel.

If you want to fix the FJ75, Marks 4WD do an 11" Flywheel for the 304/308 now. You'll need a new clutch too, but I think your bellhousing will be OK as it probably suits a SBC if it has provision to be drilled for TH pattern. 11" clutch will be a SBC 11" pressure plate and Landcruiser clutch plate.