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Thank you - 110% correct. This whole exercise is about getting people thinking CJ when they look for parts. I'll wager they will not have the car judged at a Mustang or Shelby event beyond peoples choice.

Wishful thinking on my part to consider anything different.    

Hope they at least use good original doors and preferably original fenders/hood.  Parts coupe is usually the best easy button, but the higher buy-in price seems too much for some... although it almost always ends up being the cheaper route and a better car when done.

Charles, Thanks for the tip.  Will reach out before I send it in.

If your master cylinder has it's original guts, would be good to measure the depth to give them a reference point.

Seems like a good metal guy, certainly has been there/done that.  Instead of going the full repro parts route, he could set a good example and show how to repair the car with original sheet metal from a SJ parts coupe/NOS pieces.  Done like that, nobody could knock him for the work.

Not sure if this is still a thing, but some 65-66 master cylinders I had sleeved/rebuilt over the past few years have a slightly deeper cavity in the master cylinder piston where the push rod goes in.  It causes the pedal to sit a bit lower than the clutch pedal and reduces effectiveness of the brakes.  Have had at least 3 65-66 disc brake master cylinders like this.  2 of the cars I used an adjustable push rod.  Another had the push rod length modified.  It's about 1/4" difference.

Might be worth asking White Post about it.

Is it necessary to unzip the split glass rear window before putting the top down?

It's not necessary, but unzipping will release the pressure on the window seams and extend the life of the top.

It is a 4-speed car.

6S1618 has an auto trans

I messaged them a few months back, but no reply.

It was a pretty well done car for the time it was restored and it looks like there are still a lot of trick parts on it that would be impossible to find these days.  Although, I wonder if the wheels on it now are the same ones when it was judged?  Those wouldn't pass in any concours judging these days... correct 15x6 KH wheels are a big $$ item.

I've had that happen on some NOS exhaust pipes with surface rust that I cleaned off.  Thought it might have been from the rust inhibitor I applied to the pipes.  It comes off with some work.  Aluminized pipes don't do this if I remember right, which is why they're better for cars that are driven.

From what I've gathered over the years is that Ford developed most of the suspension modifications for the GT-350 and worked with SA in testing and making adjustments.  Klaus Arning was a ford engineer whose name comes up often regarding suspension development and credited with the 1" upper control arm drop modification.

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

For clarity, that's the clip that's used under the car on the trans crossmember reinforcement on the unibody.  The toe-board one is different.

If you're referring to the one on the passenger side toe-board, it's the same as the dual line clip under the driver side floor.  The spring steel one.

Charles Turner above probably related to these special orders. (taken from a Microfiche system by a friend decades ago)  (R-model batch order shown here). I sent them back then to Howard. At that time he had not seen them at least.
The later changes were issued more in a handwritten style as supplements.

Yep, that's what I was referring to.  I have the full versions of those and others.

Unfortunately no.  Depending on how close you want it to look like original, it will take searching for a mix of NOS and original parts to restore.  Suspension/steering-wise, there's just not that many accurate reproduction parts available.

If the car had any of the original suspension, it would be worth evaluating what is there and determining if any of it is good enough to restore. 

SA placed bulk special orders to the San Jose assembly plant several times during '65 and '66 production years.  The first 3 cars were 2 orders (1 street car, 2 cars with specific deleted to be built as competition models).  Then there was the big order for the next 110 cars delivered to Venice in late Dec '64.  That included 2 orders: 15 comp builds and 90 street cars.  Those orders were modified from the first orders.  The next orders were placed for the next 100 cars, which would be delivered to LAX towards the end of March '65, another 100 cars.  Those orders were modified from the December orders.  Then there were subsequent orders. 

Howard would know better as to what changes were made to each bulk order.  I have copies of a couple of them.  They mostly note specific things like the SJ plant installing tires provided.  At some point there was an 'A' and 'B' base package defined which they referenced and then changes from those.