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I do know the backstory and history of this car is it still available?

Looking for NOS or very nice pair.  Thanks

There are also thick lense, thin lense, double thin lense variants.

Looking for suggestions to ship a 66 GT350 Transmission.

I found this at summit.
Does anyone have any experience using a good "off the shelf" shipping enclosure or is everyone building a wooden box/crate?

Thank you
Fran


https://www.summitracing.com/parts/sbx-5198

I have always built a wooden crate. Drain the transmission before shipping.

Previous owner converted to bolt in door glass.
Is there a distinguishable difference in judging for concours?
69 Gt 500 June 69 build date

Pete

Are you positive that a previous owner changed it over? Our July 10, 1969 build date 1969 1/2 BOSS 302 was born with bolt-in glass. Check your glass date codes, and check the slider brackets that guide the windows up and down. There is a C9 bracket that has the glass attachment studs that has threads pass through and if not installed correctly will chew up the window guides. The D0 brackets have blind holes in them and can't damage the window guides. There were some warranty issues so Ford temporarily went back to glue-in windows, fixed the problem and came back out to the later brackets. Early glass will have C9 brackets.



John

8.300 deck = Free Cubic inches...kind of

    Well, my initial thoughts were that yeah, you could put a 3.5" stroke crank in 'and' move the rings down "some" from the piston deck; both being particularly advantageous for a "big-port" Cleveland cylinder head.   

    Scott.

No I get that, I'm relating my comment to "Free" horsepower, there is no free, it all at cost..... isn't it.

Can that block be milled down to 8.2"?

    We inspected the other considerations in this possibility and as the base casting seemed unchanged from the other 8.2" examples, and beyond the obvious requirement in machining decks and china-walls shorter, that itself being somewhat time consuming, what else might be involved.  The machining depths as measured from the decks down were consistent, so one would have needed to re-cut the cylinder head locating dowel recesses and though they'd only be shorter than as intentioned by .100" the cylinder head retaining fastener thread depth would be a tad short which sorta hurts your feelings. 

    But, why would one want to?  Rather I'd just accept that this block is such, though the induction manifolding might be an additional work-around (unless one is utilizing a "three-piece" example), and take advantage of what it provides. 

    Scott.

8.300 deck = Free Cubic inches...kind of

Don't forget about the 8.7 deck height one, and where are you going to find a manifold for an 8.3 one.

      Roy

spacers!

And then, for a "good" example, as little as $2000.00 too!   

     Scott.

I haven't seen an A4 block for $2,000.00 since Dave Dralle offered me one of his for $2,800.00

Blue Mountains in Ontario, Canada is where the engine resides.  Been years since I last saw it.  The tenant only made one photo and this is it.  At least until I get back there.  I thought the core might be good to do a rebuild of a 289 hipo with the hipo goodies, but the consensus seems it is not worth it.  Maybe better just to get a K code block and go from there. 

The regular blocks and the K code blocks are the same except for the caps. The K caps are a little heftier.

If you are going to build an engine from scratch and you want a K type block, the 302 Mexican block would be one possible way to go.
Those turn up often.

Another alternative is Cobra Automotive sells reproduction hipo main caps to retrofit to otherwise none hipo blocks.

I agree with the possibility of changing the caps also. The Mexican 302 caps are almost the same as the HiPo caps.

BUT anyone contemplating this change should be aware that in doing this you may be opening a can of worms. The block will need to AT LEAST be line bored.

The caps are not interchangeable as replacement parts and are always kept with the main block.

Line boring could also lead you into squaring up the block. The thought there is that some blocks with time warp themselves and need to be corrected.

You could also look for a Motorsport/Ford Racing A3 racing block. That is what I would look at now but if you find one, it is a $2,000 block.

I was looking for a C8FE Boss 302 block to build on. Those are like gold now since so many were severely damaged when a piston failed. There were problems with the 69 B2 pistons failing and causing catastrophic engine failure.

It all depends on what your budget is and what you are building. A Trans-Am level engine is gonna cost you and it doesn't necessarily have the same resale value. All food for thought.

I bought 4 sets of all 5 maincaps from Billet Speedworks last year, one set specifically for Mark's 289 HiPo, and 3 sets for BOSS 302 (C8FE and D0ZE blocks) since you already have to align bore the block when you replace the caps from the original caps anyway why not go with Billet 4140 caps? They are geometrically stronger than the cast main caps, stud the bottom end and it's even stronger. Now the weak point is the cylinder walls.

https://billetspeedworks.com/collections/small-block-ford-main-caps#MainContent

Their online catalog doesn't show the 289 302 caps but if you call them they will make them for you.

Forget the obvious missing parts, you need to know what is out of specifications on the inside.

"The long and winding road."

Pcunder, Made my own gaskets, just scissors and a hole punch. Just a heads up and probably not really necessary but some safety wire on the interior manifold bolts might be wise. A loose bolt could ruin your day.

I would ABSOLUTELY suggest safety wire, I had one of the center plenum bolts come loose on a Mini-Plenum. The bolt made it to the #4 exhaust valve.

John

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