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In reality there have been enough pictures of 843 posted that it is probably one of the images AI relies on to "create" a red 1966 GT350 with gold stripes........

I Don't know the market on these cars.  I know a guy who sold this car with 11k miles . Why so much? https://bringatrailer.com/listing/1993-ford-saleen-mustang-sc-convertible-2/

Rarity
The 1993 Saleen SC (Supercharged) convertible is an ultra-rare, high-performance Fox Body Mustang, with only a few produced (some sources suggest as few as 2 to 4) in that final year. These cars are highly sought after by collectors, with one yellow 1993 Saleen SC convertible being a known 1-of-1 example, while others have commanded high prices, including bids exceeding $200,000. They typically feature a Vortech-supercharged 5.0L V8

It's not an investment. But you'll lose less money than buying a current Mustang GT convert.
9,000 is low miles but once you hit that 10,000 mile mark buyers will no longer look at it the same way. There seems to be a 4 digit mileage good - 5 digit bad mentality.
In reality it is an investment for the dealer. He probably gave sub 30 for the car and is looking for a 10 grand payday. With another 5 years of driving on it I'll wager it's in the $25-30 range at a private sale.

I've probably got some in the shed - good SoCal stuff. What numbers should they have on them?

7.75x15 Goodyear Blue Dot tire - https://www.summitracing.com/parts/ktc-cbbkj#:~:text=Overview,Sold%20individually.

AI SEZ: The 7.75x15 Goodyear Power Cushion H.P. Blue Dot is a 2-ply, bias-ply tubeless tire primarily reproduced for 1965-1966 Shelby Mustangs. It features an overall diameter of roughly 26.27"–27.61", a section width of ~7.7", and a tread width of approximately 5.27". It is designed for 15x5.5" or 15x6" rims

They were initially obtained by Ak Miller in his capacity as FoMoCo's Performance Advisor
This entire topic is classic Ak Miller, a major player, whose seminal involvement w early SAI is largely lost to history and not a part of the SAAC narrative.

AK was a legend. Lakes racer in the 30s. Past Pres SCTA. Many Pikes Peak wins. Drag racer - 1st VP of NHRA. We only saw in Hot Rod a small portion of his back room Ford work that got buried in their corporate world. I think his last involvement with Ford was his 70 Pikes Peak class win in a "stock" 351C Mustang. He did work on Pantera and had a great turbo system for them.
In reality he was to Ford in this time what Smokey Yunick was to Chevrolet.
His shop is still open but I don't know who's running it today.

From camp upshur - the Shelby American engine shop of this period was comprised largely of CS hires from Culver City, Gardena, and Whittier. These were the guys who built the then-terrifying engines for the 289s: roadsters, FIA, USRRC, Dragonsnakes and Daytonas
RE: Culver City - that was the real center of racing in SoCal from the 1920s thru the 60s.  https://www.culvercityhistoricalsociety.org/the-historic-culver-city-racing-scene/

I would have thought that they would have called it a 327ci under those circumstances, in order to compete head to head with the 327ci displacement bowties...  thoughts? [/font][/size]

NEVER - it implies you are late to the party and merely following the competition. Beating them with a smaller engine however is advertising gold. Engine sizes were always rounded off to something the engineers were happy with and the ad guys thought would sound good. You couldn't even trust hp ratings. The insurance went up greatly once you got over 300 horse.

I remember "Hank the Crank" rather then the "Crankshaft Company",

There is likely nothing that was not available to "qualified racers" through Ford's "XE Indy Program". Just not available to you and me whereas even as an 18 year old I could walk into a Chevy dealers parts department and buy a race ready engine immediately.

Crankshaft Co. was the "discount" place. Hank the Crank had the name and seemed to use that to charge more money.
It's always been cheaper to make horsepower and race a Chevy instead of a Ford. Take a look at GM crate engines today compared to the Motorsport catalog. GM's sales to anyone did a few things - increased the sale of parts lowering the price per item. Got Joe Cool to buy that new car on Monday knowing he could race it Sunday with the same parts he saw winning last week. As the typical Ford guys we were happy to see the Fords win but knew they were doing it with backdoor parts that if they were available to us Levi & Tshirt racers we couldn't afford them. It was Ford's pricing and corporate structure that prohibited them from profiting from racing nothing else.
The guy up the street from me was a strong local Chevy racer with a regular car repair shop. He and a partner bought a 69 COPO Camaro. He said specializing in Chevy offered him a chance at more customers and profits than Ford. His shop was the LA area go to place for Chevy building/tuning. You always knew when Grumpy Jenkins was in town - his shop doors were closed lest anyone get a view of the Grump's secrets.

It appears that Tasca is using the Ford specs for their 505 project.

    In the description, the use of "exact" and "also" prostitutes the intent. 

Somehow we'd need to find their crankshaft source. Was it a Ford experimental part or a local crank maker?

    I'm guessing but perhaps: 

"exact blueprint specs from Ford" Only tells us they used Ford engineering data.

Tasca has always been focused on drag racing with little involvement in road and/or endurance racing. With today's metallurgy and engineering 505hp out of a small block is a cake walk back in the 60s it would have been a hand grenade that the builder kept the pin.

With there being "no substitute for cubic inches" I can see the genesis of the engine being why are we giving up 38 cubic inches to the Vettes? From there a welded crank as a proof of concept. Then Ford creates the crank forging/casting(?) and sends some to SA, Tasca and probably HM for them to play with. We don't know what the failures were but I suspect rod length v rpm played into it. As noted they were spinning it at 8,000 rpm. While the longer rod in the 327 was probably held below that speed. (note: 8-9 grand through the lights was fairly common for 60s pro drag cars but not road race cars that were expected last lap after lap)

Crankshaft Co. while across the country from Tasca was well known and respected here in SoCal and probably used by SA for some of their crank work.

Can you imagine driving the Lotus 19B with 505 horse? Less than 2.5 pounds per pony. A 500 horse Mustang today has about 8 pounds per horse (and street tires that surpass 60s race tires).
 

But, I wonder if rather this article might be describing "a" 325 cid engine (Tasca's version) and not necessarily "the" 325 being discussed here?

It appears that Tasca is using the Ford specs for their 505 project. Somehow we'd need to find their crankshaft source. Was it a Ford experimental part or a local crank maker?
Tasca was known for creating his own car and engine mods - not always out of the Ford bin.
The letter is unsigned - did it not go out to potential customers (when Ford scrapped the 325 idea)?

[it made a lot of torque coming out of the slower corners]

the experimental 325ci engine in the Rob Walker GT40 driven by Bondurant and Maglioli. Bob mentioned later that he really liked the 325 as it made a lot of torque coming out of the slower corners

The increase in torque would happen with the longer stroke - 3.25".
Which BTW could make it the same bore/stroke as the 327 Chevy 4"x3.25" 326.7
What's the story on the Mustang in the central pictures? Was it mods they offered? Single euro style stripe, pony interior, GT350ish side scoops, Hurst mag wheels, Tbird taillights.

1964 F800 - no boot but same shape (size?) hole as for the Tbar.

I wonder if it was a licensing dispute that has now been settled? It's not just "Shelby Way" but the trademarked "Carroll Shelby".

The name Carroll Shelby, along with "Shelby and related signatures, is heavily trademarked. Carroll Shelby Licensing Inc. (CSL) manages these rights, which cover automobiles, apparel, and collectibles.

Hey to all,
Just re read the book by Chuck Cantwell and page 105 shows the boot and the foot note mentions a shifter boot from a Ford truck....may not be from a parking brake as we thought. Most likely an
Obsolete part from Ford, somewhere or somehow it would be nice to have the original part  number
To chase. My guess is in the 7200 range of Ford numbers.
R.R.

Pictures seem to indicate a park brake boot.

Yes - large exit hole for tubular ebrake handle not smaller dia solid shifter rod. I tried searching 50/60s Ford big truck interior pics to no avail. Maybe some of the period sales brochures would have detailed interior shots.

Will Shelby St. in Ontario, Ca be next now that the California Speedway is closed?

They'd have to get rid of Triumph, Jaguar, Ferrari, Porsche, Duesenberg, Corvette and others too.
https://www.google.com/maps/@34.0735705,-117.5707591,1622m/data=!3m1!1e3?authuser=0&entry=ttu&g_ep=EgoyMDI2MDQxMi4wIKXMDSoASAFQAw%3D%3D
There is a neighborhood in Orange County where all the street names are English sports car manufacturers.