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I don't know which car it was, I was at Dave Dralle's shop at Willow and one was there.

John

I think we have a winner. Check out the side by side comparison in the attached image.  The dark grey gasket is from an early SAI catalog advertising the Tri-Y headers, the image stretched to adjust the skewed image back into a plan view perspective. The whitish gasket is from 6S1014.  Likely a serviced part that was installed for a short time and then removed for an unknown reason.  It is amazing that it still exist.  I'm convince that the whitish gasket is identical to the OEM gaskets installed at Shelby American.

Take care

Cory

The ones I saw that were original at Ford Power Parts in the day were asbestos, hence the white color.

[I am sure nobody at Cars & Coffee would ever be convinced that it was real.]

... I'd be willing to endure the lack of A/C and creature comforts that I would be inclined to give it a try. Even though I am sure nobody at Cars & Coffee would ever be convinced that it was real.

How true. It's always assumed when you see a Cobra in the wild it's a replica. When Pete Brock re engineered the Coupe for Superformance he made it a little bit bigger (wider & longer in the passenger compartment). You can tell when it's parked next to a real one. His red one is actually powered by a crate LS which is why he never lifts the hood at Ford events. A new Superformance is about 1/4 million+ out the door while you can build a Factory 5 for about 200 grand less.
I'm still amazed that Daytona Coupes pull less than 1/2 what a Ferrari GTO brings. It's the only American car to win the World Manufacturers title and it beat the GTO to do it.

The area where we lived in Western Washington one of our neighbors owned a GT40 MkII, along with some of my friends we knew he owned the car, however never expected ever to see it. One day when my wife and I were out in our Honda Odyssey running errands she said "you want to look out your window there is a car coming up your going to want to look at. At the next light there was a snarling beauty that was obviously not a street car, the more I looked at it I was sure it was NOT a kit car. The car drove off and I was thinking, nah, it has to be a kit. That weekend I heard from one of our neighbors friends that he had the MkII out and it was where we were at. Magic, just magical.

I do not recommend this car. I have personally driven this car. I found it to be hot, cramped with no amenities like A/C or radio. Albet I drove it for only 1/2 lap at Willow Springs at about 30 mph from turn 6 where it was being photographed for a Sports Car Graphic article back to the pits. It was a fresh McClusky restoration at that time. Later CS used it as collateral to buy the building at Las Vegas Speedway. He was behind on the payments and forced to sell it to pay off the building. When we took it to Willow Petersen had to put a million dollars of insurance on the car. I think CS got 4 million when it was sold.

Thank you for your drive report, I think IF I could afford the car I'd be willing to endure the lack of A/C and creature comforts that I would be inclined to give it a try. Even though I am sure nobody at Cars & Coffee would ever be convinced that it was real.


John

Jim is still doing great work, while others of us are no longer doing work for others anymore.



John

Absolutely to the greatest country ever!

What would vapor blasting do to polished aluminum? If its been polished to much and the detail  marking are being removed from too much blasting what about a ceramic aluminum coating as a local guy does ceramic coating on exhaust manifolds and they look great.

Vapor blasting is one of the least changing blasting agents so it would have a NetZero effect on the surface.

Garnet blasting will get you closer, however put blasting tape on the machined surfaces first.

. . . . . . without playing pretend

    But actually, isn't that what every "kit" (re-creation, reproduction, reincarnation, replication, continuation, clone, copy, fake, etc.) car is about?   

    Scott.

PLUS 1

All of those brass contacts compared to aluminum ones that a lot of caps have nowadays will contribute to that difference in weight.

    Roy

Yes, the one Randy liked were made from Alkyd polymers also.

Randy preferred those du to the better material.

damn doug did you sleep last night 

Well...depends? There's sleep and then there's sleep.

I'm not sure why even a race car would need that much pump shot. That is really a throttle response "thing".

You know, all this talk of the "drivers" blowing up the TP's at 9,200 is kind of silly.

IF you ever actually witnessed one of those Trans Am races with the team drivers, you might come to the conclusion that it was an attempted mass suicide? 8,000 rpm was NOTHIN'! They drove the cars like the winner was the one who blew the car up first 'cause they were all tryin' their best to go boom.

The key here is that manifold and now what you can flow on today's heads.


As I said, in switching to the T/A intake from the "turd", the idle vacuum dropped and so far, I can't get it to idle down to 750 like before with 15 inches. It wants 1,100. It may be the intake characteristics.
It is kinda' unique?

It came before tunnel rams existed but has tunnel ram characteristics without looking like one?

I'll get it right. It doesn't keep me from sleeping. Don't worry about that. Yea I sleep last night.

I got the C6OA-A intake to idle nicely at 800 RPM with the two modified List 9776 (450 CFM) carburetors. Still tuning.

There are far better "investment" bets than the Saleen. They really even lost popularity when they were new.


John

Found the cursive "F" bolt. Thank you again.

Excellent! Thank you guys for your help. I'm working on the details as best as I can. The motor is coming out beautifully and can't wait to run it this weekend. Going through the yellow sheet now.