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)
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)
.