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Jim Wallace street-driving a Cobra Daytona on the Santa Ana Fwy -during rush hour no less- was truly a sight to behold.
Petersen/Wilshire to Pacific Stereo Anaheim where we held our COCOA meetings was not for the feint of heart! Musta have been 1975 or 1976 best I can recall.

hmm, that's a good point. perhaps -in the spirit of selfless re-unification- the owner of the chassis might donate it gratis to the owner of the engine.

It is your engine, sell it as you please.
There are some sub-points when assessing it's value:
-has the block been bored? 289s are shakey over .030 requiring at least a sonic to go .040, then sleeving 8 comes into play which is time consuming, uncertain and expensive;
-the block, if already bored .030 and without caps, is really valueless to anyone except that one VIN owner, the other engine parts usually live on if intact or not mortally modified.

The S1MS intakes were produced by Offenhauser and bear a small OECO stamping underneath on one of the casting plugs.

This sale, and the cars strengths and weaknesses, comports w 039's recent sale at 1.1M.
The 65 market right now looks extremely strong across the spectrum.

Hi Charles,
I totally get it.
Not a ping to the concours guys who consistently 'up the game' to all of our benefit.
Actually, running the SAI owner's manual 'book' caster w the locker was never intended (imo) for street ops, u-turns are a tough customer, better suited for high-speed longitudinal stability.
Keep up the good work.
-Steve A

1.1 super-large for a '65, YOWSA.
Those strut rods are a real head-scratcher though, glad to see the owner/restorer was more concerned w drivability than concours-correct. Very few of us left seeing street duty.

The crankshafts utilized were highly modified C1TE 8 counterweight raw forgings, originally intended for a 292 Y-block truck application.
They were initially obtained by Ak Miller in his capacity as FoMoCo's Performance Advisor for 'outlaw' use in his 'Cobra Kit Special'. This was a Tojeiro/AC chassis'd, fiberglass bodied roadster for the 1964 Pike's Peak Hillclimb event. The intent was showcasing the efficacy of Cobra Kits in which Ak worked in close collaboration w SAI in developing and promoting on behalf of Ford.
In getting this going, Ak worked w longtime associate Alex Alexander, owner of Crank Shaft Company (CSC). Hank Bechtloff was an employee of CSC who is credited with doing the work.

Specifically:
-the 292 inherently shares the same cylinder bore spacing as a 289 (which is also why Gurney utilized Y block OEM shaft rockers on his later Gurney-Weslake cylinder heads);
-the C1TE required significant machine work on shortening the snout, thinning and re-contouring the forward counter weight and forward main journal, and significant modification/creation of the aft flange which the raw forging fortuitously allowed. This got it into the 289 block;
-once in, the (originally intended) 3.300 stroke was reduced to 3.25, and crankpin diameter reduced from (intended) 2.188 to 2.00 (a 289 crankpin is 2.123);
-CSC and Ak utilized a CSC I-beam/capscrew connecting rod (itself an impressive piece circa 1964). Connecting rod inserts from a 215 Olds application were utilized;
-from this CSC did have a short term marketing of this set up with the capability of up to a 3.45 stroke through offset grinding;
-it was not a secret, nor was a seller;
-it was covered in the aftermarket press with little fanfare, the Oct 1964 Hot Rod mag being notable;
-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;
-the 325 project was concurrent with SAI's reception of the GT40 program from FAV and SAI's initial push to go 289/wet sump with their on-property staff;
-this was prior to any Dearborn involvement or any SK,XE,C6FE,C7FE parts for the 289;
-this was all to change after LeMans 1965 through classic 'mission creep' as Dearborn took increasing control to the point where they were shipping sealed E&F and HM FE engines, through the later TP302 debacle, etc. All at the expense of the SAI engine team, many of whom re-migrated to Culver City and the remaining  SAI engine shop was basically reduced to sell formulaic 'R-model' engines via catalog. (It probably wasn't until the 1969 Revson 'Shelby' B302 program utilizing  Falconer & Dunn that local engines were used;
-couple loose ends: CSC was a super top tier operation, this was no Speed—O-Motive nor later PAW, and yes Hank later split off circa 1971...still a legend.
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.     
(pics attached)                     

396k for a 'driver' 65 ain't bad (even if it did have many of it's bonafide parts-which is unknown).
This car could soak up another 100-200k to bring to pristine.

Peculiar. This 325 cu in hp/tq interplay is way off (by being the same) for a 90 degree presumably hi-perf V-8 (as opposed to say an agricultural pump-motor).
Although it could be many things, most initially look to an intake tract/ cyl head restriction, especially if/when the tq is in an 'expected ballpark'.

Vern,

Thank you for posting and populating this substantive thread. Really 'ups the game' for our forum.
Two points:
-McCoy Ford is still around, under the same family ownerwship: https://www.ocregister.com/2012/11/14/after-75-years-ford-dealership-keeps-rolling/;
-thanks, especially, for the inclusion of those 'staff meeting minutes'. They are dense in factual detail on matters in addition to the package tray carpet topic.
For instance, over the years my tracking of initial Ford VINs, to assigned 65 SAI VINs, to chassis component date codes, to engine block date codes clearly (empirically) showed that batched 271HP engine availabilty drove deliverlies (in the mid-production period) for Mustangs from Milpitas to SAI.
The April 7 minute report of Bruce Junor is the first document I've seen addressing this.
Arcane, I know! but of interest to certain 65 GT-350 owners.

-Steve A

Thanks guys!

Been trying to contact Jack for weeks on the company phone/email without response.
Has anyone had better luck recently?
Thanks!

Brian,

Thanks for all of your efforts (including the hyperlinks).
It is such a help to so many of us.

Can't help but notice the obvious: Mecum has really cornered the Shelby-American market.

-Steve A

FWIW: my ancient files label these as JFK/Idelwild, see attached (despite the thumbnail mis-label jpegs).
Aircraft is a CL-44 of Slick Airways.