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the evening drags, when he noticed

the Buick was starting to labor and

began moving around. He looked in

the rear view mirror and saw the

Shelby bouncing all over the place. He

got it stopped and when he went to in-

vestigate, found that the rear wheels

on the Shelby were locked up. Figur-

ing that there might be a problem

with the transmission, out came the

driveshaft, and he turned around and

went back home. It turned out that the

transmission had seized up. Manual

transmissions don’t like being flat-

towed with the driveshaft installed be-

cause the mainshaft is being turned

while the input shaft is not. As a result

the oil is not being circulated properly.

For some reason, Borg Warner T-

10s seem even more prone to this

problem. Anyhow, he ended up build-

ing a close-ratio top-loader for it, and

he took all of what was left that was

any good from the T-10 (mainly the

case and extension housing) and sold

them at a Shelby meet somewhere “up

north,” as he put it (I assumed SAAC-

4 at Downingtown, Pennsylvania in

1979, since I know he took 6S1342 to

that convention), and he had no recall

of who bought it. With no serial num-

ber on transmission cases (at least on

aluminum T-10s in Shelbys), no name

or no location, I figured finding the re-

mains was a lost cause.

Over the years (and the first few

of those with limited funds), I beat the

bushes locally for a transmission. I

missed two locally while I was still in

school (and I didn’t have two nickels to

rub together, anyway). Once I finished

school and had a job, the right trans-

mission still seemed elusive. Locally, I

missed the one from 5S225 in 1989

($900). I saw a damaged bare main

case at several swap meets around

1998-2000 (same guy had it and was

asking around $800) and a couple of

all aluminum GT350 units in the

$1500-2000 range in 2000 at both Ford

Carlisle and SAAC-25.

In 2001 Paul Zimmons was getting

ready to sell off his extensive 1965-

1966 Shelby parts stash and he asked

me to look at his list to help him arrive

at a fair selling price. He wanted to

sell everything in a single lot and was-

n’t particularly interested in selling

anything piecemeal. I looked at the

list, and what was on it but an alu-

minum T-10 for a GT350. I gave him

my opinion on what his parts inven-

tory was worth, and I also mentioned

that if he would consider selling the

aluminum transmission separately, I

would give him a fair price for it, based

on the current market value.

He thought about it and told me

that my offer was too high and he sold

it to me for a bit less than I had of-

fered. I was tickled to death that I fi-

nally had a nice aluminum

transmission for my car which was the

only major piece it was missing. It

wasn’t the original one that had been

in my car but what the heck – the orig-

inal one was long gone. Or so I


Fast forward to 2012. A lot more

had been learned in that time about

what kind of T-10s came in what Shel-

bys (and 6S1342 should have had an

aluminum main case with a cast iron

extension housing). No worries, as I

had a barn full of T-10 transmissions

and parts, including iron Mustang ex-

tension housings. One day I saw a post

on the SAAC Forum asking about an

aluminum T-10 for a GT350 with no

casting date. The general consensus on

the forum was that it was for a really

early ‘65 GT350. One of those who re-

sponded was one of my semi-local

Shelby buddies, long time GT350

owner and enthusiast, Rob Beck. I

then went to check my inbox, and, co-

incidentally, there was an email from

Rob. He said that for a number of

years he had been meaning to ask me

something; he had an aluminum main

case from a ‘66 GT350 T-10, and didn’t

I sell it to him back in the ‘70s at a


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