Messages

KKX shock seller is "fast Freddie".

John:
A very good description of these Lucas lights.
Don

Thanks for your hands-on feedback, Gary.
 
Until someone submits earlier documentation that proves otherwise, it is evident that there is no intended/designed difference between the '68 convertible and fastback quarter end caps; they are interchangeable, utilizing one part # and engineering #.

Don

Looks like a blue light special to me, Paul.  Smiling all the way!

My experience is they fit the quarter panel the same.  The only difference is what is shown in Bill's photos.
I have not heard of the variation causing fitment issues with the trunk lid.
Recent observation of several 68s did not reveal a distinct pattern; some end caps matched; others varied. 
No way of knowing, for certain, which may have changed out over the years.
Just looking for other DOCUMENTATION to separate fact from fiction.

My experience is that they are different. I have confirmed this by examination of various '68 Shelbys that I have sold. See photos attached. These are both original, formed from sheet molding compound (smooth back side), as opposed to hand laid up fiberglass (chop glass back) reproductions. Sheet molding compound was produced by Armstrong Industries for AO Smith. They used it to achieve more uniform tolerances, resulting in improved panel fit. See the photo for an illustration of this process.

Ford often combined part applications to streamline things in service, especially on lower volume items - e.g. Cobra Jet carbs C9AF-M (manual) and C9AF-N (automatic) were both serviced by C9AF-U (Universal).

Ford published OSI (Obsolete, superseded, interchanged) manuals in part to advise of such consolidations. Affected numbers were often noted "m/w" (mixed with) "r/b" (replaced by), etc. So, it is plausible to suspect that both end cap styles were serviced by one surviving part number.

The March 1968 date of the SA Parts Catalog documents means a superseded part happened DURING production, which I am doubtful happened, Bill.

Recent parts inquiries, and persistent past topics, continue to call out different quarter end caps as being unique to either the convertible or fastback.  Documentation submitted here says they are all the same.  I agree that there are very minor variations to the trunk spoiler area, but those may be due to different molds.  Please add other documentation that supports otherwise:

 

First 2 pics are a '66 Dearborn C4.
Last 2 pics are a '65 Dearborn 4 speed.
Same clip.

PM sent

Group II was a class spec dictated by the FIA. SCCA used those specs to determine the legality of cars competing in their classes. Shelby was allowed by Ford to build their own TA cars in 1967. They were required to use the specs from Kar Kraft to build their cars. In 68 & 69 Shelby ran cars on loan from Ford and built by Kar Kraft.
TA rules changed each year - The original SCCA GCRs (General Competition Rules) can be found on line for the TransAm series - forgot I had them printed out the scans as a PDF. Flares can be traced directly to horsepower increases needing bigger tire packages. By 73 they were allowing large fiberglass flares but still unibody (full fiberglass fenders, 1/4s, hood and cages from front to rear - more about chassis stiffening than driver protection). When the silhouette cars (full tube) were first built 1980 the only steel part required was the roof panel. In 89 those chassis got full fiberglass sorta looks like a Mustang bodies. Today TransAm is a spec series with 2 levels dictated by sealed engine power levels.
Attached are the 67 & 68 FIA Group II specs for the Mustang.
The primary purpose of Group 2 was to serve as an intermediate class, bridging the gap between Group 1's strictly standard touring cars and the specialized Group 3 GT cars by permitting controlled modifications that enhanced racing capability without departing significantly from road-legal production specifications.[8] This approach maintained a strong connection to everyday road car heritage, encouraging manufacturers to develop affordable, competitive variants that could be raced with minimal deviation from factory builds. By emphasizing close-to-production standards, Group 2 promoted broader manufacturer participation in motorsport, making it accessible for series like touring car championships while ensuring vehicles retained their production lineage

Thank you for providing to those of us "behind the fences" a glimpse into period racing (through your attachments).

Manual tags, yes;
C6 auto tags, no--at least I don't know of anyone doing them.

Excellent photos!!!
Really enjoyed; thanks for sharing.

Stor-N-Start is a marine grade gas stabilizer that is longer lasting.

You could look for an ink stamped date on the back of the cluster, or gauges.

Available from AMK.
If you want to be exact/original, look at the bolts that attach the grill mesh and match those. There were two head markings used:  SEMS (tend to be earlier) which transition to what can be described as kind of a NY Yankees symbol (common on KRs).   

These bolts could be referred to as "AO Smith installed bolts" because they attached Shelby parts installed by AO Smith, not at the Metuchen plant.

Can provide photo tomorrow if needed.