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I ask this question out of ignorance:  was the Paxton supercharger a factory production option in 68 for the GT350?

3:89 's with a 302 4V sounds painful.

I would think the majority of the buyers wouldn't know the difference between a 28 spline/9" and a 31 spline/9"/daytona pinion support/4 pinion diff - not a great differentiating factor

I must admit to sometimes getting confused with the 68 GT350-it all started with back in the day reading the I think it was Road and Track review of the 68 Gt350-it was a white one and had was it called I think "High Performance " package to soup it up and they compared it to a Z/28.........never heard or saw a 302 4V with a "High Performance" Package. Sounded great though.

Now you tell me the little 4 barrel 302 (not TP not Boss) had the same rear as a CJ/427/429....and Ford ate the cost, not only the parts but the assembly.. remember Daytona pinion supports had spacers (ie: shims) vs a crush sleeve.

Hmmmmm. Did the GT350 come with a C servo hipo C4 automatic?? How many tag codes and build sheets you got?

This is one time Ford really acted out of line.

I can see Ford utilizing 28 spline 9" axles for GT350's auto and 4 spd - and I would expect Mustang J codes with 28 spline 4 spd 9" and GTs autos maybe but autos non GT using 8".

Didn't all 31 spline traction Lok rears have 4 pinion diffs and 28 spline used 2 pinion diffs? And Daytona pinion support came w/31 spline rear.

Ford was too cheap... whoops frugal/efficient to overbuild and they ruled Shelby in 68.

302 4V was a high volume build.

GT350 302 4V 31 Spline 9 inch   Was a J code 302 4V Mustang a 31 Spline 9" inch?

FWIW - pictures of original 66 (Mar 66 build) K code Mustang with stepped tube housing. No L on fill plug. No gasket. Don't have my MPL handy to check.

Aluminum tail shaft. What is still confusing to me is that the H servo in video looks to have R servo PN on it. In the cars I have been in with R servo a little push on throttle and you were leaving rubber on gear changes. I had a friend who had a new 70 Cyclone 429SCJ C6 4:33 that you had to almost try not to fry the tires. That is same with my car - the tranny is tuned to go. My car is low mileage original. Another question I have is does the casting have any changes to servo bore housing that are noticeable when looking at trans with pan removed.

I have a May 68 build 427 GTE (H servo C6) and I have been in a number of R servo C6 428/429's back in the day. I have a number of anomalies in my car. My GTE hits gears just like an R clicks off the shifts. I think I need to pull that cover off and see what I got.

In the video what is really far fetched is it looks like the PN on the rare H Servo is the same PN as a R Servo.

Bob Mannel also wrote an article specifically on 289 HiPo C4 Automatic in Fairlaner May/June 2007. It offers substantial detail. Bob is prob on this forum.

As an owner of an orig 66 hipo C4 I would say they are different-I would say shift points are above 5800 and they only stay in first if selected, otherwise they shift out of first very very fast.

How do the tips attach? The illustrations and pictures for the exhaust on WCCC website for a 68 show a one piece pipe with made on turn down tips.

I think the G was same as GTE as far as tip attachment goes-from the factory, the tailpipe was straight cut and the tip was attached. There was a tailpipe hanger (" bracket and insulator") w/tailpipe hanger clamp and a pipe clamp for tip to pipe. The bracket and insulator mounted to rear rail-it was different then Mustang.

68 Cougars 302/390/427/428 utilized full dual exhaust-no transverse mufflers

On MCs often you balance the wheel w/o the tire (the valve stem is not always the heaviest point), mark heavy spot then mount the yellow dot to coincide with wheel heavy spot-the balance again to reduce weight.

Attached weights are sometimes a bit harder to attach securely.

We just had a discussion re intake bolts on a 67 GT500 and the 67 GT 500 did not use typical Ford FE intake bolts-so they were not transferred. In addition the Ford bolts are place bolts (ie: locking) and the Grade 5 substitute is not. A little confusing.

(https://www.saac.com/forum/index.php?topic=29106.0)

Are those bolts in your picture correct?

My FE has place bolts-so I looked it up in LM MPL and for 65-72 FE's, it specs a place bolt PN 370478-S it has FORD on top. AMK has it-I think it even says FORD. Didn't Shelby use same bolts?

Were FE engine hooks painted? Weren't manifolds not installed when engine was painted?