Hi XY 500,

Could you please tell me what were the specs. of the cams run in the: XY GT, XYGTHO, XAGTHO? I know they were pretty savage but I cannot find their exact specs,

Thanks,
335C

 

[updated:LAST EDITED ON 26-Apr-02 AT 09:56 AM (EST)]I wish I could help out but I really don't know, I don't have the specs anywhere. Best bet would be to call a company such as Heatseeker or Crane or perhaps Ford Muscle Parts in Belmore, Sydney.

What I can tell you however is that the standard GT motor was the same as the 1970 US 4V 11:1 compression motor, and so if someone can give you those specs, you'll be halfway there.

 

I guess I will just keep looking on the net. I'll have a look at the FMP site tonight and send them an email,

Thanks,
335C

 

I found the theoretical lift for the XYGTHO's 351C and a bit more. I'll post it here if anyone is interested.

ENGINE

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Well where do we start. Lets go from the top down. The engine was basically a pulled down and reworked 351 4V out of the crate .

Shaker was the same as the GT but with 2 mods. The hot air intake snorkel was removed and blanked off and the cold air intake shut off flap was removed so that there was cold air intake all the time.

Carby was a 780 Vac Secondary Holley specially made for Ford. Part number on carby horn DOZF 9510 Z. A bakelite spacer was used underneath for the PCV valve connection as there was none on the carb.

Intake manifold was standard cast iron dual plane 4V type with 2 modifications. The two front venturi’s were opened out slightly and the exhaust gas heat exchanger holes were blocked off with grubs screws.

Distributor was a modified Autolite dual diaphragm, dual advance unit as fitted to the GT and converted to a dual point mechanical advance type

Heads were machined to take screw in studs and 3/8 inch pushrod guide plates. Single groove valves and locks were used in place of the triple grooved ones. Different spring and damper combination was fitted all ready to take the solid stick.

Cam was available in 2 types . One with a theoretical lift of .494 inch and the other with .524 inches. Both were solid tappet cams.

Water pump had a .750 inch diameter dual ball bearing race assembly fitted to improve load carrying ability and it is less sensitive to bearing bore machining variations.

Block had 2 bolt crank caps and not 4 bolt as a lot of people seem to think, as it was just a pulled down 4V remember.

Bottom end was balanced along with the new Boss 351 harmonic balancer . One thou undersized special compound bearings were fitted. Standard capacity sump had one mod . It had a crank scraper type windage tray spot welded at the rear.

 

Hey 335 Clevor,
Did you get that e-mail I sent? We had to change networks right after/before I sent them.Can't remember.Anyway, if not let me know.

Chuck

 

Chuck,

Yes I did (thanks!!), and I sent a reply. I never got it back so I assume you got it?

335C

 

Hi 335Clevo, ur a right in that even the GTHO motors where only 2 bolt blocks, it seems strange that they are basically US spec Boss 351,s apart from this. No aussie Clevo ever came with 4bolt mains apparently, altough a lot have been converted to 4bolt. Ive got a few books on the Clevos and the GT has the U.S.3514V C.J. cam in it, 270/290 @.481/.490 lift.
Im looking up the exact cam specs for the Ozzy H.O.'s, will post here when i find it.
cya

 

Thanks for the cam info

Was that cam for the XY, XA or XB GT's, or were they all the same? (Apparently the XW and previous GTs had Winsor engines)

335C

 

 

As far as im aware, all the 351C G.T's were the same spec, the only exeception was the XB GT Auto,s. They used the 2v 4barrel motor.
Also some of the later XW GT's had the Clevo as did the XW Phase2.
Still havent found specs,s on GTHO cams, although i seem to remember they were 300 dur @ .500 lift.

 

OK... where do I start...?

It is my understanding that at least SOME aussie cast cleveland engines came with 4 bolt mains from the factory, but considering that these were not made 'till '79 none ever came in a GT.

Secondly, to the best of my knowledge all of the GT's from XW phase 2 to XB had 4 barrel, 4v motors, but that the last year or 2 of the XB GT's had open chamber 4v heads, with around 9:1 compression. Hence, if you are buying an XB GT, it is preferable to get one from the first year of production, in order to score an 11:1 compression motor. I have never heard of the autos having only 2v heads, although I suppose that may be true.

In any case, the 300hp 351C motor shared the same specs as the US 1970 4v motor and was used in all XY, XA and early XB GT's as well as the XW phase 2 though the later models did have some pollution control equipment fitted which MUST have lowered the output below 300hp. It seems to me as that perhaps Ford Australia took delivery of a whole bunch of these engines in 1970 (say, 10,000 or so) and hence was able to sell them in cars here even after they had ceased production in the US.