1955 Mk1 Ford Zephyr Six
"Purdey" was built in Dagenham, near London, imported into Australia in parts and assembled in Geelong VIC.
She was sold new in August 1955 to a chap in Launceston TAS, who owned her for at least 20 years.
Records indicate that he serviced the car religiously every thousand miles.
Sandy and I bought the car in 2005 and are the sixth owners.
Purdey is 98% mechanically stock standard.
She is unrestored, but is well maintained, repainted and retrimmed.
She came to us from the Campbelltown area NSW.
Prior to her joining us we had, still have, Anastasia, a 1921 Model T Ford. Anastasia was proving too slow on car club outings, awkward to drive and to a certain degree, dangerous. So we decided to buy an already running & registered car (preferably with wind up windows and a heater) in order to become more active in club events. With a strong Ford background, we decided that it should be a Ford. In 1968, my first car was a Mk1 Ford Zephyr 6. We decided that one of those would be perfect so we kept an eye out for one. Following a long and sometimes disappointing search, Purdey appeared and we ended up buying her. She had many problems, none serious though and we felt we needed to save her. One of the positives in her favour was that she had an almost continual record of maintenance. All but 16 years of her 68 years is documented.
Prior to her joining us we had, still have, Anastasia, a 1921 Model T Ford. Anastasia was proving too slow on car club outings, awkward to drive and to a certain degree, dangerous. So we decided to buy an already running & registered car (preferably with wind up windows and a heater) in order to become more active in club events. With a strong Ford background, we decided that it should be a Ford. In 1968, my first car was a Mk1 Ford Zephyr 6. We decided that one of those would be perfect so we kept an eye out for one. Following a long and sometimes disappointing search, Purdey appeared and we ended up buying her. She had many problems, none serious though and we felt we needed to save her. One of the positives in her favour was that she had an almost continual record of maintenance. All but 16 years of her 68 years is documented.
These photos are what the seller used to advertise her. She had an asking price of $10,000. We paid $7,000
Slowly, over the years she had lots of attention/maintenance/love...... a new windscreen, front and rear windscreen rubbers, parking light boots, over-rider insulators, strut top and bonnet rubbers, wind-lacing, etc; etc; replaced.
After we nearly came to grief on them, the 17 year old cross ply tyres, with their imitation white walls, were replaced with 185-80x13 bonded white wall Firestone's.
We found that the worn out brown interior was originally red, so we had her completely re-trimmed in red, carpet, and boot with a new hood lining too.
More recently she had her cylinder head, carburettor, distributor, front suspension struts, radiator core and entire exhaust replaced. Also, the whole braking system was rebuilt. Presently her engine is at "Queanbeyan Engine Service" being completely rebuilt and her camshaft will be re-ground by Clive Stenlake of "Clive Cams" in Melbourne. See more on that below.
Slowly, over the years she had lots of attention/maintenance/love...... a new windscreen, front and rear windscreen rubbers, parking light boots, over-rider insulators, strut top and bonnet rubbers, wind-lacing, etc; etc; replaced.
After we nearly came to grief on them, the 17 year old cross ply tyres, with their imitation white walls, were replaced with 185-80x13 bonded white wall Firestone's.
We found that the worn out brown interior was originally red, so we had her completely re-trimmed in red, carpet, and boot with a new hood lining too.
More recently she had her cylinder head, carburettor, distributor, front suspension struts, radiator core and entire exhaust replaced. Also, the whole braking system was rebuilt. Presently her engine is at "Queanbeyan Engine Service" being completely rebuilt and her camshaft will be re-ground by Clive Stenlake of "Clive Cams" in Melbourne. See more on that below.
These pics show Purdey laid up on 3 occasions. First one when her front struts were sent to Melbourne for rebuilding. Second and third ones when her engine was removed for rebuilding. Her cylinder head after its rebuild. An unsuccessful patch job where we replaced her pistons into her original bore. The discovery of her Geelong (Aust) factory Production number (hidden under many coats of paint), her rebuilt carb (another rebuilt as a spare), new camshaft and the famous hockey-stick exhaust manifold, once it was hard to find replacements, now easy to find.
Carburettor and Distributor........
Several months ago I decided to rebuild the carburettor. I was lucky that I had two of them, the "correct" Zeniths. There are many Zeniths of the same model, but not the right specifications for Mk1 Zephyrs. The Zenith 30VIG-6 carb designed for the Zephyr has a larger throttle body, or something, and performs better than all of the other 30VIG-6's . The correct carbs have "C1275" stamped into the top of the float chamber cover.
I sent both of them to "Canberra Carburettors" for complete rebuilds and the one that I put into commission works very well indeed. The other is on the shelf in case I need a spare.
The distributor was in need of help too. I almost sent it to a well known specialist in England but decided to have a search in Australia fist. I'm glad I did, because I found that well known "Performance Ignition", manufacturer of "Scorcher Distributors" (supplier to Peter Brock) also did excellent restoration and recurve work on vintage distributors. So it went to them for a complete overhaul and saved a lot of money and time. While in touch with them I ordered a set of custom made, high tech Scorcher Ignition leads too.
Several months ago I decided to rebuild the carburettor. I was lucky that I had two of them, the "correct" Zeniths. There are many Zeniths of the same model, but not the right specifications for Mk1 Zephyrs. The Zenith 30VIG-6 carb designed for the Zephyr has a larger throttle body, or something, and performs better than all of the other 30VIG-6's . The correct carbs have "C1275" stamped into the top of the float chamber cover.
I sent both of them to "Canberra Carburettors" for complete rebuilds and the one that I put into commission works very well indeed. The other is on the shelf in case I need a spare.
The distributor was in need of help too. I almost sent it to a well known specialist in England but decided to have a search in Australia fist. I'm glad I did, because I found that well known "Performance Ignition", manufacturer of "Scorcher Distributors" (supplier to Peter Brock) also did excellent restoration and recurve work on vintage distributors. So it went to them for a complete overhaul and saved a lot of money and time. While in touch with them I ordered a set of custom made, high tech Scorcher Ignition leads too.
Tyres and front suspension struts.......
When we bought Purdey she was on very, very, very old cross-ply tyres. They were the original sized 6-40x13 Olympic Air-rides with imitation side wall "flaps".
We drove to a Zephyr-Zodiac conference in Geelong and back on them and due to tram-tracking etc and other horrendous behaviour, we decided then to investigate upgrading them when we got back home. But we nearly didn't make it, with the front left tyre delaminating itself at about 95kph just before Eden on the South Coast. We limped home without further problems after swapping it for the equally old spare.
13" Radial tyres with white-walls are pretty easy to come by, BUT....they're usually 165-70x13, way too low a profile and the white-wall is narrow.
I found a guy up north, around Newcastle, who imports tyres and has the wide white-walls bonded onto a smoothed side-wall radial.
Further research showed that the correct sized ( profile, rolling diameter etc) radial to replace the old originals was a 185-80x13. He had a set that size, so I bought them. The car was instantly transformed.
We drove to a Zephyr-Zodiac conference in Geelong and back on them and due to tram-tracking etc and other horrendous behaviour, we decided then to investigate upgrading them when we got back home. But we nearly didn't make it, with the front left tyre delaminating itself at about 95kph just before Eden on the South Coast. We limped home without further problems after swapping it for the equally old spare.
13" Radial tyres with white-walls are pretty easy to come by, BUT....they're usually 165-70x13, way too low a profile and the white-wall is narrow.
I found a guy up north, around Newcastle, who imports tyres and has the wide white-walls bonded onto a smoothed side-wall radial.
Further research showed that the correct sized ( profile, rolling diameter etc) radial to replace the old originals was a 185-80x13. He had a set that size, so I bought them. The car was instantly transformed.
Engine rebuild.......
Steve and I removed the engine and I took it to "Queanbeyan Engine Services" where Tim Gruber is giving it a complete rebuild. I saw it yesterday (10/7/23) and all the machining's been done.
Its now 0.030" oversized in the bore, (Bore increase from 3.126" to 3.156") the block's been decked, the crankshaft has been polished and partially balanced (along with the balancer and pressure plate) .
The overbore means that the capacity of the engine has increased from its original 138 Cubic inches to 140.811 Cubic Inches.
Now, I'll call it 141 ci, rounding up.
When we spoke last, Tim was expecting to use Adelaide made, "JP Pistons". These pistons are decent quality but known to have weight variation problems. I'm really pleased to say that he was able to find a set of German made "Mahle" pistons. They are top quality and have a an excellent reputation.
I took the pushrods up to Tim too. He'll machine them round again and remove the little nipples that have developed from wear.
Its now 0.030" oversized in the bore, (Bore increase from 3.126" to 3.156") the block's been decked, the crankshaft has been polished and partially balanced (along with the balancer and pressure plate) .
The overbore means that the capacity of the engine has increased from its original 138 Cubic inches to 140.811 Cubic Inches.
Now, I'll call it 141 ci, rounding up.
When we spoke last, Tim was expecting to use Adelaide made, "JP Pistons". These pistons are decent quality but known to have weight variation problems. I'm really pleased to say that he was able to find a set of German made "Mahle" pistons. They are top quality and have a an excellent reputation.
I took the pushrods up to Tim too. He'll machine them round again and remove the little nipples that have developed from wear.
So, now the engine's just sitting there, waiting for piston & con-rod balancing and assembly, but due to the time it took waiting for the camshaft, its lost its place in the queue, as you'd expect. With the recently fully rebuilt head and what you see above on this page, the engine will be pretty much all brand new.
Today, 16/8/23, I travelled to Queanbeyan to pick up the engine which Tim had told me was finished.
A thorough check over proved that the work is top notch, as expected. Its back home now and just as soon as my new engine stand arrives, I'll begin assembly prior to getting it back in the car.
A thorough check over proved that the work is top notch, as expected. Its back home now and just as soon as my new engine stand arrives, I'll begin assembly prior to getting it back in the car.
Camshaft........
I had chosen "Clive Cams" to re-grind Purdey's camshaft based on Clive Stenlake's reputation and a previous phone call where he talked about some perfect "profiles" he had for Zephyrs. But "Clive Cams" announced they were closing their doors before I was able to get my camshaft to them. So I sent an email asking for Clive's recommendation for other camshaft re-grinders. Instead I was urged to phone Clive himself because they had 2 Zephyr cams there and wanted to talk to me about them. Clive informed me that one was an (unsuitable) already highly modified, "big lumpy thing"....his words, and the other a used original. Once I checked out the part numbers and confirmed that the used one was for a Mk1, (they aren't fully interchangeable between the Marks) I bought it and Clive is now re-grinding it back to factory specs, but with a little bit of "extra razzamatazz". The numbers stamped onto it proved a bit concerning. EOTTA-6250-B.
"EOTTA" = 6 cyl Mk1 Zephyr/Zodiac. "6250" = camshaft. The "B" was the worrying part ???????
It turns out the "B" signifies that it was made at the end of the Mk1 production run and was carried over into the Mk2. The fuel pump lobe is further around the shaft so the longer stroke con-rods on the Mk2 wont hit it, but since there is no fuel pump timing, that makes no difference and it will work perfectly in a Mk1.
21/5/23, I've just received information from Clive Cams about the profile of the grind that will be applied to the camshaft. Its Grind #198 and will provide +0.013" extra lift (original 0.242") and slightly more, 15, degrees of duration, than the Factory standard Zephyr camshaft. All up, about a 6% increase in performance. Just what I asked for.
Yesterday, 29/6/23, the reworked camshaft arrived from Clive Cams. The Bump-stick is presented very well as can be seen from the photos attached below and I believe it represents excellent value for money.
"EOTTA" = 6 cyl Mk1 Zephyr/Zodiac. "6250" = camshaft. The "B" was the worrying part ???????
It turns out the "B" signifies that it was made at the end of the Mk1 production run and was carried over into the Mk2. The fuel pump lobe is further around the shaft so the longer stroke con-rods on the Mk2 wont hit it, but since there is no fuel pump timing, that makes no difference and it will work perfectly in a Mk1.
21/5/23, I've just received information from Clive Cams about the profile of the grind that will be applied to the camshaft. Its Grind #198 and will provide +0.013" extra lift (original 0.242") and slightly more, 15, degrees of duration, than the Factory standard Zephyr camshaft. All up, about a 6% increase in performance. Just what I asked for.
Yesterday, 29/6/23, the reworked camshaft arrived from Clive Cams. The Bump-stick is presented very well as can be seen from the photos attached below and I believe it represents excellent value for money.
Rocker gear.....
When dismantling Purdey's engine, I'd noticed that the valves and rockers weren't as wet with oil as I thought they should be. So I decided to dismantle the rocker gear to see if there was anything obviously wrong there. I found the rocker shaft was clogged up with gunk at both ends, and every rocker arms oil passage was blocked either slightly or completely. I also found that every rocker arm's face had uneven wear and a couple had worn right through the hardened steel to the cast. So I bought 2 new ones, cleaned up all the rest and reassembled it. I couldn't find my old oil-stone so I used wet-n-dry and oil to repair the rocker arm faces which worked a treat. The assembly should work well now. |
Mk1, EOTTA (Zephyr Zodiac) & EOTA (Consul) Production, Dagenham, England.
Engine numbers These numbers indicate all 4 and 6 cylinder engines made for the Mk1, NOT the cars built. Some were for fully built vehicles for the home and export markets, and some were for knocked down kits, destined for export. |
Cars built England from “Consul Zephyr Zodiac. The Big Fifties Fords” by Michael Allen
Between 1/1/1951 and 22/2/1956 there were a total of 406,792 Mk1’s produced at Dagenham. Consisting of 231,481 Consul, 152,677 Zephyr Six, and 22,634 Zodiacs. These were a combination of both fully built cars and Knocked Down Kits. The K D Kits were exported to Ireland, Rhodesia, South Africa, New Zealand and Australia.
Only fully built cars were sold in the UK but some were also exported to other countries including Australia.
Consul Zephyr Zodiac
Built up, 158,012 98,386
Knocked down, 73,469 76,925
Total, 231,481 175,311 406,792
These figures include convertibles and Estate Cars, which account for less than 2% of the total
1951 1952 1953 1954 1955 1956
Consul
Built up 19,787 22,611 32,452 34,998 42,186 5,978
Knocked Down 15,880 13681 15,773 14,895 13,040 200
Total 35,667 36,292 48,225 49,893 55,226 6,178
Zephyr Zodiac
Built up 2,513 12,656 25,180 27,814 28,075 2,148
Knocked down 950 11,670 18,950 21,480 22,875 1,000
Total 3,463 24,326 44,130 49,249 50,950 3,148
Geelong Australia
Apparently, Australian Ford production figures don't exist for anything prior to 1967 and since Ford stopped manufacturing in Australia, it's believed that all their production records were removed to Dearborn, Michigan. So tracing body numbers, dates etc; is now limited to information gained from old publications.
This is what I've gathered so far.......
The following is from Norm Darwin’s, “A History of Ford in Australia”
New British Built Ford Passenger car registrations in Australia, excluding Western Australia
1951 16,238
1952 16,304
1953 15,331
1954 N/A
New Ford Sedan, Wagon (& “Other” which might include convertibles registrations) from Britain and Canada. Since there were no Zephyr Utes, Panel Vans & Trucks they aren't included here. Somewhere in these figures are the number of Zephyrs, Zodiacs and Consuls that were assembled/produced at Geelong. But unfortunately, it also includes, fully imported fully built Zed cars, and all Prefects, Anglia’s, Customline’s etc.
1955 Sedan, 33,553 Wagon, 23 Other, 65
1956 Sedan, 23,912 Wagon, 48 Other, 57
Between 1/1/1951 and 22/2/1956 there were a total of 406,792 Mk1’s produced at Dagenham. Consisting of 231,481 Consul, 152,677 Zephyr Six, and 22,634 Zodiacs. These were a combination of both fully built cars and Knocked Down Kits. The K D Kits were exported to Ireland, Rhodesia, South Africa, New Zealand and Australia.
Only fully built cars were sold in the UK but some were also exported to other countries including Australia.
Consul Zephyr Zodiac
Built up, 158,012 98,386
Knocked down, 73,469 76,925
Total, 231,481 175,311 406,792
These figures include convertibles and Estate Cars, which account for less than 2% of the total
1951 1952 1953 1954 1955 1956
Consul
Built up 19,787 22,611 32,452 34,998 42,186 5,978
Knocked Down 15,880 13681 15,773 14,895 13,040 200
Total 35,667 36,292 48,225 49,893 55,226 6,178
Zephyr Zodiac
Built up 2,513 12,656 25,180 27,814 28,075 2,148
Knocked down 950 11,670 18,950 21,480 22,875 1,000
Total 3,463 24,326 44,130 49,249 50,950 3,148
Geelong Australia
Apparently, Australian Ford production figures don't exist for anything prior to 1967 and since Ford stopped manufacturing in Australia, it's believed that all their production records were removed to Dearborn, Michigan. So tracing body numbers, dates etc; is now limited to information gained from old publications.
This is what I've gathered so far.......
The following is from Norm Darwin’s, “A History of Ford in Australia”
New British Built Ford Passenger car registrations in Australia, excluding Western Australia
1951 16,238
1952 16,304
1953 15,331
1954 N/A
New Ford Sedan, Wagon (& “Other” which might include convertibles registrations) from Britain and Canada. Since there were no Zephyr Utes, Panel Vans & Trucks they aren't included here. Somewhere in these figures are the number of Zephyrs, Zodiacs and Consuls that were assembled/produced at Geelong. But unfortunately, it also includes, fully imported fully built Zed cars, and all Prefects, Anglia’s, Customline’s etc.
1955 Sedan, 33,553 Wagon, 23 Other, 65
1956 Sedan, 23,912 Wagon, 48 Other, 57
Interesting Newspaper article........
Singleton Argus 5th November 1954
Zephyr Six success 12-hour race
The following extract from the American "Motor Journal" describes the success of the Zephyr in the recent American Le Mans 12-hour motor race.
"Route 1 was crowded. Bob Bathurst and Bob Grossman sat in their second-hand English-built Ford and waited. In the next line, several custom-built competition cars rattled on their trailers. The light changed and the in-board lane turned into the Linden N. J. airport where the first running of the American Le Mans, a gruel ling 12-hour endurance race, was taking place. Bathurst and Grossman turned in too. They had decided to race their English Ford.
At noon39 competitors roared away to a flying start. Class D was won by Bathurst and Grossman with their 1952 English Ford. The car, an English Ford Zephyr had been purchased for 800 dollars two weeks before the race by Bathurst and a friend. Bathurst, an amateur auto enthusiast and an employee of the Ford Motor Company, had been driving a similar car for company business. He like it and felt that it could hold its own in any competition.
The rules were unfavourable for the car. In its own engine category much bigger and more powerful engines were allowed and these would be running in sport or all out competition. I mentioned this to Bathurst before the race He laughed and told me that he had just come for the fun of the thing. A gasoline company was supplying free gas and oil to all competitors and he had "borrowed" four tyres. Those tyres are now worn out from 12 hours of lapping a tricky track consistently at 80. but Bathurst doesn't care. Everybody else used more tyres and besides by midnight, the English-built Ford had beaten 15 Jaguars, 6 Austin-Healeys, 4 Porsches, a Maserati, an Aston-Martin, a Morgan TR-2, a covey of MG's, a Nash Metropolitan a Nash Healey a Volkswagen, a Singer, etc. All of these cars had been modified for competition. The Zephyr was completely stock.
The overall position of the Zephyr in the race was another rude shock to such, experts as could be revived for comment. It finished fourth, immediately behind 3 modified Jaguars. It had no business there. The Jags have better than twice the displacement and horsepower and were driven by pros. All in all. it was Quite a race. Out of 399 flashy starters, there were only 20 cars left after 12 hours. If the race had been run under actual Le Mans rules, there would have been far fewer finishers. As it was. there was a welder working frantically in the pits welding broken suspension parts, and several cars were practically re-built on the spot. I saw new clutches, transmissions, brakes and rear ends being installed in the mad haste, and in one case a burned-out piston was replaced after a loud speaker appeal to the crowd succeeded in locating a similar part. A spectator's Austin Healey was cannibalised on the spot and provided enough parts to keep 2 cars in the race. Under International Le Mans rules, the competitor must carry all spare parts in the car. Bathurst and Grossman had no spares, but the English Ford didn't know it. It churned merrily on.
The venturesome Zephyr boys seemed out of place in the frantic pit activity. While their car was constantly being wound-up to its 85 MPH top on the short straight aways. The engine temperature never topped 140 and tyre wear was even all round. This left nothing for the pit crew to do. The car only made five pit stops in 12 hours.
By 1 o'clock the headlights of the last few cars in the parking lot were moving toward Route 1. I left in a happy frame of mind. The experts left in a stupor. The professionals left in a huff. The winners left in a Zephyr, AND they drove it home."
Zephyr Six success 12-hour race
The following extract from the American "Motor Journal" describes the success of the Zephyr in the recent American Le Mans 12-hour motor race.
"Route 1 was crowded. Bob Bathurst and Bob Grossman sat in their second-hand English-built Ford and waited. In the next line, several custom-built competition cars rattled on their trailers. The light changed and the in-board lane turned into the Linden N. J. airport where the first running of the American Le Mans, a gruel ling 12-hour endurance race, was taking place. Bathurst and Grossman turned in too. They had decided to race their English Ford.
At noon39 competitors roared away to a flying start. Class D was won by Bathurst and Grossman with their 1952 English Ford. The car, an English Ford Zephyr had been purchased for 800 dollars two weeks before the race by Bathurst and a friend. Bathurst, an amateur auto enthusiast and an employee of the Ford Motor Company, had been driving a similar car for company business. He like it and felt that it could hold its own in any competition.
The rules were unfavourable for the car. In its own engine category much bigger and more powerful engines were allowed and these would be running in sport or all out competition. I mentioned this to Bathurst before the race He laughed and told me that he had just come for the fun of the thing. A gasoline company was supplying free gas and oil to all competitors and he had "borrowed" four tyres. Those tyres are now worn out from 12 hours of lapping a tricky track consistently at 80. but Bathurst doesn't care. Everybody else used more tyres and besides by midnight, the English-built Ford had beaten 15 Jaguars, 6 Austin-Healeys, 4 Porsches, a Maserati, an Aston-Martin, a Morgan TR-2, a covey of MG's, a Nash Metropolitan a Nash Healey a Volkswagen, a Singer, etc. All of these cars had been modified for competition. The Zephyr was completely stock.
The overall position of the Zephyr in the race was another rude shock to such, experts as could be revived for comment. It finished fourth, immediately behind 3 modified Jaguars. It had no business there. The Jags have better than twice the displacement and horsepower and were driven by pros. All in all. it was Quite a race. Out of 399 flashy starters, there were only 20 cars left after 12 hours. If the race had been run under actual Le Mans rules, there would have been far fewer finishers. As it was. there was a welder working frantically in the pits welding broken suspension parts, and several cars were practically re-built on the spot. I saw new clutches, transmissions, brakes and rear ends being installed in the mad haste, and in one case a burned-out piston was replaced after a loud speaker appeal to the crowd succeeded in locating a similar part. A spectator's Austin Healey was cannibalised on the spot and provided enough parts to keep 2 cars in the race. Under International Le Mans rules, the competitor must carry all spare parts in the car. Bathurst and Grossman had no spares, but the English Ford didn't know it. It churned merrily on.
The venturesome Zephyr boys seemed out of place in the frantic pit activity. While their car was constantly being wound-up to its 85 MPH top on the short straight aways. The engine temperature never topped 140 and tyre wear was even all round. This left nothing for the pit crew to do. The car only made five pit stops in 12 hours.
By 1 o'clock the headlights of the last few cars in the parking lot were moving toward Route 1. I left in a happy frame of mind. The experts left in a stupor. The professionals left in a huff. The winners left in a Zephyr, AND they drove it home."
IN DEFENCE OF ZEPHYRS from the MARAUDING FX-FJ HOLDEN HOARD
FX-FJ Holdens & the early Grey Motor v the Mk1 Zephyr
Almost everybody you speak to are FJ Holden and "Grey Motor" worshippers.
Somehow, these rubbishy things have become an Australian Icon. So, the following is my personal attempt to show just how miss-guided the multitudes of FX/FJ Holden lovers really are. I’ll deal with the engines, not the cars, here.
The FX/FJ Holden's direct Ford opposition in Australia was the Mk1 Zephyr, which in many people’s eyes was a much better car. The sole reason for the Holden's larger share of the market place was that it was cheaper than the Zephyr, which was the one single thing it had going for it.
The Zephyr's was an "Oversquare" engine (larger bore than stroke length) compared to the FJ's "Undersquare" dimensions, which meant unwanted higher piston speeds .
Years produced; 1951-1956 Zephyr, 1948-1956 Holden
Numbers produced; 175,370 Zephyr, 283,372 Holden
Capacity; 138ci/2262cc Zephyr, 132ci/2172cc Holden
Bore; 79.37/3.126" Zephyr, 76.2mm/3" Holden
Stroke; 76.2mm/3" Zephyr, 79.4mm/3.125" Holden
BHP; 68 Zephyr (71 Zodiac), 60 Holden
Max Torque; 152nm Zephyr, 136nm Holden
Comp Ratio; 6.8:1 Zephyr (7.5:1 Zodiac), 6.5:1 Holden
Valve Timing; Timing chain Zephyr, Fibre Timing gear Holden
Yes, the Zed did have a weak point, (I remember when I was a youngster, all the Holden supporters jumped on it & they still do) ...... that was the inefficient Hockey stick exhaust manifold. It was just a pipe bolted along the side of the head. Laugh as much as they like, because the 175,000+ Zephyr engines were, in every other respect, equal to or far superior to the Holden Grey.
Back to the heads, and although they both had 3 Siamesed inlet ports, the Zephyr had 6 exhaust ports, where the Grey had just 4. Seven ports in total for the Holden head, but nine for the Zephyr.
Both had 4 main bearing cranks, but where the Holden's was just bolted to the bottom of the block, the Zephyrs crank was inset well up into the crankcase with the crankcase skirts and mains webbing extending well down past the crank centre-line, providing a much stronger and more stable unit. This is a similar feature to the Ford Y block V8 of the same era.
Something for the Zephyr fans to laugh at on the Holden (as payback for the exhaust manifold).
Imagine a dusty country as Australia was in the 50's, with gravel roads everywhere...... Oil filters were essential, but if a buyer of "Australia's own car" (As the FJ was labelled) decided he ought to protect his investment in these dusty conditions, he had to buy an oil filter as an after sales accessory and have it plumbed into, and bolted onto, the engine. An oil bath air cleaner was optional too. I wonder how many of the 283,000 produced, had them fitted?
Despite being a British designed engine, the Zephyr had both, built in as standard and suited the Australian conditions much better than the so called "Australia's own car", Holden.
Oh, and the FX/FJ was 6 volt, not 12, like the Zephyr.
The Mk1 Zephyr and the 132ci Grey were both replaced with improved/modified versions of the engines in 1956. The final specifications for these later engines are as follows.
Years produced; 1956-1966 Zephyr, 1956-1963 Holden
Capacity; 2,553cc/156ci Zephyr, 2,262cc/138ci Holden
Bore; 82.55mm/3.25” Zephyr, 77.8mm/3.062” Holden
Stroke; 79.5mm/3.13” Zephyr, 79.4mm/3.13” Holden
BHP; 113 Zephyr, 76 Holden.
Torque; 190nm Zephyr, 161nm Holden
Final Models; MkIII Zephyr & Zodiac, EJ Holden Special & Premier
So, if you're a Holden Grey Motor lover, or an "FJ" worshipper, and you stand on your soapbox bragging about them, I hope the above has enlightened you, even just a little.
FX-FJ Holdens & the early Grey Motor v the Mk1 Zephyr
Almost everybody you speak to are FJ Holden and "Grey Motor" worshippers.
Somehow, these rubbishy things have become an Australian Icon. So, the following is my personal attempt to show just how miss-guided the multitudes of FX/FJ Holden lovers really are. I’ll deal with the engines, not the cars, here.
The FX/FJ Holden's direct Ford opposition in Australia was the Mk1 Zephyr, which in many people’s eyes was a much better car. The sole reason for the Holden's larger share of the market place was that it was cheaper than the Zephyr, which was the one single thing it had going for it.
The Zephyr's was an "Oversquare" engine (larger bore than stroke length) compared to the FJ's "Undersquare" dimensions, which meant unwanted higher piston speeds .
Years produced; 1951-1956 Zephyr, 1948-1956 Holden
Numbers produced; 175,370 Zephyr, 283,372 Holden
Capacity; 138ci/2262cc Zephyr, 132ci/2172cc Holden
Bore; 79.37/3.126" Zephyr, 76.2mm/3" Holden
Stroke; 76.2mm/3" Zephyr, 79.4mm/3.125" Holden
BHP; 68 Zephyr (71 Zodiac), 60 Holden
Max Torque; 152nm Zephyr, 136nm Holden
Comp Ratio; 6.8:1 Zephyr (7.5:1 Zodiac), 6.5:1 Holden
Valve Timing; Timing chain Zephyr, Fibre Timing gear Holden
Yes, the Zed did have a weak point, (I remember when I was a youngster, all the Holden supporters jumped on it & they still do) ...... that was the inefficient Hockey stick exhaust manifold. It was just a pipe bolted along the side of the head. Laugh as much as they like, because the 175,000+ Zephyr engines were, in every other respect, equal to or far superior to the Holden Grey.
Back to the heads, and although they both had 3 Siamesed inlet ports, the Zephyr had 6 exhaust ports, where the Grey had just 4. Seven ports in total for the Holden head, but nine for the Zephyr.
Both had 4 main bearing cranks, but where the Holden's was just bolted to the bottom of the block, the Zephyrs crank was inset well up into the crankcase with the crankcase skirts and mains webbing extending well down past the crank centre-line, providing a much stronger and more stable unit. This is a similar feature to the Ford Y block V8 of the same era.
Something for the Zephyr fans to laugh at on the Holden (as payback for the exhaust manifold).
Imagine a dusty country as Australia was in the 50's, with gravel roads everywhere...... Oil filters were essential, but if a buyer of "Australia's own car" (As the FJ was labelled) decided he ought to protect his investment in these dusty conditions, he had to buy an oil filter as an after sales accessory and have it plumbed into, and bolted onto, the engine. An oil bath air cleaner was optional too. I wonder how many of the 283,000 produced, had them fitted?
Despite being a British designed engine, the Zephyr had both, built in as standard and suited the Australian conditions much better than the so called "Australia's own car", Holden.
Oh, and the FX/FJ was 6 volt, not 12, like the Zephyr.
The Mk1 Zephyr and the 132ci Grey were both replaced with improved/modified versions of the engines in 1956. The final specifications for these later engines are as follows.
Years produced; 1956-1966 Zephyr, 1956-1963 Holden
Capacity; 2,553cc/156ci Zephyr, 2,262cc/138ci Holden
Bore; 82.55mm/3.25” Zephyr, 77.8mm/3.062” Holden
Stroke; 79.5mm/3.13” Zephyr, 79.4mm/3.13” Holden
BHP; 113 Zephyr, 76 Holden.
Torque; 190nm Zephyr, 161nm Holden
Final Models; MkIII Zephyr & Zodiac, EJ Holden Special & Premier
So, if you're a Holden Grey Motor lover, or an "FJ" worshipper, and you stand on your soapbox bragging about them, I hope the above has enlightened you, even just a little.