Topics

Instead of high jacking the racing stem caps for sale thread,

https://www.saac.com/forum/index.php?topic=30790.0

I moved my comments over to the CSX2000 Series car section.

Cobra wise, street tires, black plastic caps were standard. That said, from the first production Cobra to the last customers could and did at times order race tires for street use. The whole topic of Cobras and original tires is very complicated. There were multiple street and multiple race tires made in England or America, while most were made in the U.S.A.

Valve stem caps were a Goodyear Tire and Rubber Company detail. Caps came with inner tubes and Cobras street and race, wire wheel or magnesium wheel, used inner tubes. Goodyear racing inner tubes were specifically marked heavy duty models and came with military specification metal caps with internal seal. You will see these caps in new race car pictures of Cobras and other Shelby American prepared racers. We find them in low mile unrestored Cobra tire and wheel sets when race tires were included.  They were widely used in civilian and military aviation inner tubes. In the 1970s and later I occasionally found the same model of Scharder® cap used in industrial hydraulic accumulator assemblies for high pressure nitrogen gas bladders. In the Schrader brand I was aware of the MADE IN U.S.A. marked caps connected with Cobras. A very knowledgeable historian told me that when GT40s received British made inner tubes during construction, there was a MADE IN ENGLAND marked version of the metal cap we are discussing. I have not had one of those in hand to study.

What valve stem caps were used on the Goodyear brand G8® tires used as standard equipment in Cobras before the middle of the CSX2101-CSX2200 contract, I have no idea.

Decades ago I obtained the entire spare wheel with a 7.35x15 low profile (thinks 65 series) speed rated American made Goodyear 7.35X15 3•T POWER CUSHION tire (see end note) still mounted. The early 1964 model Cobra was purchased with racing in mind and was said to have been converted to a racer immediately. The spare wheel got set aside for decades until I obtained it. It is the only original Cobra wire wheel and tire set I have had access to that MIGHT never had its air stem cap removed until I removed it for a picture session. Not a surprise really, it had a Schrader® brand black plastic cap on the valve stem. (Side Bar: A vendor has been selling new old stock ones like it on eBay® recently.)  When Dave Riley and Steven Juliano recommissioned CSX2416, Steven traded me out of the spare wheel assembly for that car. Before it left, I took a picture of the balance weight on the assembly.  Right or wrong, with only mint condition spare tire sample to go by, I obtained some new old stock Schrader black caps for our cars in case they ever get reworked. One cap goes with the one new old stock 1964-65 Cobra tire I found decades ago.



End note: There were three slightly different drawings for three slightly different molds used in two different tire manufacturing plants in two different states to make these special tires. There was also a British made version that showed up very late near the end of Cobra production.

The COBRA POWERED BY FORD cast aluminum pans were created by Shelby American, Inc. and were optional as both a street and race part in 1963 for new Cobras. I had good look at a photocopy of the original Shelby American drawings showing the revision that fixed a serious problem.  On new car invoices a line item for a "big pan" normally meant the cast aluminum COBRA POWERED BY FORD pan but could also mean a Shelby race shop fabricated steel oil pan crafted from a stock Ford pan as a place to start. The price of the line item is the clue as to which design was installed.  The Stage III engine option, example CSX2416, included all the dress up items including the cast aluminum oil pan shown well in a factory picture before the car was sent to the dealer.


The serious problem for original pans? The original drawings had a mistake in the dimensions for the arch in the back for the rear main bearing cap. Parts made to that drawing had an arch too large that left a gap between the oil pan and bearing cap the Ford seal would not fill. The oil pans were still usable but something had to be done to deal with the gap. Left unnoticed and dealt with, engine oil would run free flow out of the back of the engine in any situation that tipped the front of the engine up enough to get oil to the rear main cap area.  I installed one of the original design pans in 1985 and filled the gap with high temperature sealant, still no leakage.


The original drawing was revised to correct the problem for subsequent runs of parts.


I am not sure how many companies made copies in their own versions, but reproductions have been made and one version has thicker cross sections in many areas. We bought a car with a reproduction pan that leaked about a cup of engine oil every week through a very porous area in one of the sump side walls. I removed the pan and it found a home at very low cost, enough to cover packing and shipping mainly, to the buyer knowing it leaked.


They were sold over the counter for several years as mentioned:

Shelby American (May 31, 1965 parts list, under a racing Cobra part number:
"S1CR 6674 Oil-Pan, 6 ½ Qt. Capacity Cast Aluminum  Buddy Bar ea. 79.84 [retail] 55.88 [dealer]"

Ford:
"COBRA OIL PAN C4OZ-6675-A 1 KIT"


A word of caution regarding using any version made by anybody, check for adequate distance between the bottom of your oil pump pickup and the floor of the sump. Variables in casting, machining, gaskets, and oil pickup assemblies used can work together to nearly cut off oil flow under the pickup. One original Cobra owner described losing oil pressure as engine rpm went up. I never heard what the solution was but if somebody had installed a 1962 model year 221/260 oil pickup assembly, the pickup might have been touching the bottom of the oil pan. That is exactly what can happen if somebody puts a 1963 or later 260/289 stock pan over a 1962 model oil pickup; 1962 221/260 oil pans have a deeper sump than subsequent models. An associate dismantled a Cobra's engine with a 1962 model pickup and a 1963 stock steel pan used together. The pickup was rubbing the floor of the pan sump and the signs of oil starved wear were numerous inside the engine.

For use in original Cobras, note that engines sit tipped slightly forward in an original street Cobra. That changes apparent oil level as measured by a stock Fairlane dip stick.

I grew up in Huntsville and surrounding area 1959-2016. I have not seen one of these metal emblems in a long time. I have no connection to the seller but thought I would share. Woody Anderson Ford was a high volume dealer a long way back. I do not recall when they stopped using these cast metal emblems. Somebody else might. I do not recall one on our 1970 Boss 302 Mustang.


https://www.ebay.com/itm/225972157213

I have no connection to the seller. When owners and restorers of CSX2201-CSX2589 have a use for a new fuel level sensor, it normally takes weeks or longer to hunt one down.


https://www.ebay.com/itm/225806212886?hash=item3493195f16:g:5OEAAOSw2Dtk52lR&amdata=enc%3AAQAIAAAA4FquuCRGWwcB6N92qS%2BiiwJgDZCD4iOMEeS0noXPJ71p0oQoBto0wARilbN6AZV%2BRjSApMg7LZJPNItUqmsRAeDLqtd5XP4kLAhmwa7tGhUWPt6kFEbDuUEQskTNkS51mmjVA99%2FpYgEiqJF3aihdFcFUc9u%2B82gzbxgRdAkU7nvKU68U%2BXhKtr36iE2WM1j%2BmoLGKarj4RixyDEjTjDcp0HT1FYDqSoNgqfTVvhhsJl8SOTFGhAJt8q32LH50HCEZ20YH0VVKg3d4ec8qVAA8y3WVSWnIY8GIG27fU11uoN%7Ctkp%3ABk9SR5T2ia_hYg


eBay item number:225806212886

I have recently seen various 1963 model Ford ignition distributors advertised for sale as Cobra parts that were not.  I made a reference list of known units applicable for street and race Cobra over time.

To be specific, FoMoCo® models were all made as fully mechanical advance dual point assemblies.


Experimental High Performance 260: FoMoCo XF 139764 (experimental assembly) with non-functional vacuum advance unit used as block off for a large slot in housing.


High Performance 260: FoMoCo C2FF-12127-A with empty non-functional vacuum advance unit used as block off for a large slot in housing.


1962 Experimental High Performance 289: Could have been prototype types of either the C3OF-12127-D or C3OF-12127-F as examples of them dated in 1962 have surfaced for sale. They had non-functional vacuum advance units used as block offs for the large slots in housings.


High Performance 289 1963½ models until phased out circa mid-May 1963: FoMoCo C3OF-12127-F with empty non-functional vacuum advance unit used as block off for a large slot in housing.


Shelby American racing 260 and early 289 engines, "Spalding Super Flame Thrower Ignition"


High Performance 289 circa mid-May 1963½ onward and 1964 models through July 1964: FoMoCo C3OF-12127-D with no provisions for a bolt on vacuum advance unit.


High Performance 289 five bolt engines built August 1964 and six bolt automatic transmission engines built September 1964: FoMoCo C5OF-12127-E with no provisions for a bolt on vacuum advance unit.

There is some confusion in the world about the electric clocks installed in new Cobras. As Cobra subjects go, clocks are fairly simple.

CSX2001-CSX2200 used a Smiths® brand clock with adjustment features above the horizontal center line and text on the lower face "MADE  IN  ENGLAND".




CSX2201-CSX2589 cars used one of two known versions Cobra only clocks made as customized version of a 1962 Ford Galaxie clock. Provided by Ford Motor Company and installed by A.C. Cars Ltd.



 Clock
S1CS-15000 (1965 service parts list) / S1CS-15000-A (1966 service parts list)
Electrically driven clocks installed in CSX2201 through CSX2589 street car chassis by A.C. Cars were Ford sourced and Cobra unique. (The May 31, 1965 edition of the SHELBY AMERICAN PERFORMANCE EQUIPMENT book the HIGH PERFORMANCE AUTOMOBILE PARTS lists on page 63 dated May 31, 1965 itemizes the assembly as "S1CS-15000 Clock, Electric w/Chrome Bezel Ford". Note that the "Chrome" coated bezel was specifically called out.) 

I will not go into a lot of detail here as good coverage of the subject takes a slide show several pages in length but current (10-22-2025) evidence shows some differences between 'Galaxie' and 'Cobra' models. The slide show is available separately.

Front case shells:
Galaxie = zinc and faint zinc-dichromate coated carbon steel front case shells.
Cobra = Class A type high appearance quality front bezels for the chromium finished carbon steel front case shells.

Front case assemblies:
Galaxie = zinc and zinc-dichromated carbon steel front case shells with a black foam rubber cushion glued to it.
Cobra = chromium plating only.


Second hands:
Galaxie = yes, includes a second hand.
Cobra Version 1 = no, does not include a second hand.
Cobra Version 2 = yes, includes a second hand.

Center of lens ornamentation:
Galaxie = three-piece ornament assembly.
Cobra = one-piece ornament.

Outside of Shelby American, Inc. during the Cobra era the only similar Ford clock service kit available was the C2AZ-15A000-A kit. The kit contained a Galaxie style clock, a back light lamp socket, a back light bulb, a wire loom, and the fastener set fixing the wire loom to the clock.

Galaxie clocks may be reworked to get the appearance of the Cobra models of clocks.



At the present time CSX2251 is the latest by chassis number known to have apparently received a Cobra Version 1 clock and CSX2257 is the lowest by chassis number known to have apparently received a Cobra Version 2 clock. The hunt for more data is ongoing.

Wanted To Buy: Circa mid 1980s brass Cobra belt buckle with place for chassis number. My memory is a little fuzzy on the brand name but I think a company named Babric Enterprises sold more than one design of "COBRA" belt buckles in the mid to late 1980s.  I am seeking one in the style shown below with a blank raised boss where a chassis number may be stamped.




Thanks for looking.

CSX2001-CSX2589 Cobras and potential clutch system parts compatibility issues.

If you are working on an original CSX2001-CSX2589 Cobra and the car has problems with getting a clutch system back together or it has operational problems, you might want to be aware of some technical topics. All manual transmission CSX2 prefix Cobras, which was all but sixteen each late cars (one prototype and fifteen production cars) and one prototype car used with a FE engine, were equipped with some variant of some model year five bolt bell housing design 260 or 289 c.i.d. engine. The vast majority of these cars came with 1963 or 1964 model year 289 High Performance engines.

In no particular order:

1)   Engine cylinder block assemblies of the five bolt design bell housing type must use the clutch release lever made for 260/289 five bolt design original engines. If somebody installs the design of lever introduced for 1965 model year 289 six bolt engines, the clutch system will not work properly as the functional lengths of features are different. I have been contacted a few times over several years where this was a problem when the installer was not aware that not all levers were the same functionally.



2)   Pilot tips of factory original equipment Borg-Warner T-10 transmissions for 260/289 engines and any Ford FE engine are different with the big block model gears having shorter pilot tips. If a input from a FE engine transmission is used with a 260/289 engine, a special pilot bearing is required to capture the tip of the input shaft.

3)   Some Cobras, street and race, used a gear set with an input adopted from a General Motors version of T-10 transmission. The spline count is the same as the Ford part but the diameter is different. A clutch disc assembly designed for a Ford 260/289 engine of any version alone will not fit!


K (high nickel) set = installed into aluminum cased Cobra transmissions, street and race, introduced sometime in the CSX22xx range it is believed, example CSX2246 had a K set originally, our black car CSX2310 was fitted with a K set. (The K gear ratios originated in some high performance GM cars.) Listed as the alternate gear set in the February 1964 Cobra reconfirmation of registration for roadsters and coupes with the Fédération Internationale de l'Automobile (F.I.A.) race sanctioning organization. Application Notes:  1) The Ford 289 High Performance clutch disc will not work with the K set input. A disc that will work with the GM input is required because the outer diameters of the Ford and GM splines are different. I used a McLeod® part number 260240 disc in CSX2310 and it has served very well for decades. 2) The pilot tip of the GM design input shaft is smaller in diameter than the O.E. Ford T-10 transmissions and that requires the use of a suitable pilot bearing in the rear end of the engine crankshaft.


4) Not a parts compatibility issue but something to consider, a COBRA lettered cast steel safety bell housing (a.k.a. scatter shield).  After seeing pictures of what happens when there is a flywheel or clutch failure in a Cobra using a stock die cast aluminum bell housing, I have zero interest in sitting in a Cobra with the engine running without a safety bell housing in use. The COBRA lettered models, there were several slight variations over time, are wonderful THE FIRST TIME they have to contain a problem. I have seen the aftermath of a flywheel / clutch failure in a friend's race car with a tachometer tell tale indicating the engine was running over 9,000 rpm when the failure occurred. The driver was not injured. The car chassis was not damaged. The engine and transmission were both seriously damaged, but all the major projectiles were contained. The COBRA housing did not fracture anywhere but it was deformed seriously and deemed not useable anymore.


Safety Housing Side Bar: The manufacturer also sold the same design with "WEDGE" (one of their trade names) or "TIGER" lettering. Other companies made their own versions of safety housings in cast steel for five bolt bell housing engines that work fine in original Cobras.


How about COB/COX60 prefix leaf spring car chassis? Based on records available, most of the cars used five bolt bell housing design engines. Some late cars used six bolt bell housing design engines. It would be important stock parts wise to use the correct lever for the type of cylinder block design used.

For your information...

The 2023 edition of the International Mustang Meet (the 44th year) is to be held in Fairmont Hot Springs (Anaconda Montana) hosted by the Bridger Mountain Ford Club based in Bozeman Montana.

For more information the website is:

http://immford.com/services/

Wanted: Unrestored Ford 4100-A 4V carburetor marked C3OF-AJ. If that is not tough enough I am looking for a great core with its assembly tag still attached and dated 3LB.

Thanks for looking.
Dan

Wanted: I am looking for a good to excellent condition Ford cast iron 289 4V intake manifold marked C4OE-9425-B and a B machining pattern stamp that was cast during the second half of January 1964.

Thanks for looking.
Dan

Wanted To Buy: Excellent used, Ford authorized remanufactured, or new old stock 1963 design 289 High Performance Clutch Pressure Plate(s)





Also of interest would be the 1967 model year design.

Thanks for looking.
Dan

Wanted To Buy: I am searching for a cast aluminum generator sheave with integral fan for an early Cobra restoration. An original part preferred but an authentic copy would do.

The original for CSX2034 is shown below.



Thanks for looking.
Dan

If you have what you believe is the original Ford cast iron 4V intake manifold that left Shelby American in a new Cobra from about CSX2160 through the end of production, I would like to see what you have. I would like clear close up pictures of some of the ancillary components used. I am working on my list of parts that changed over time. Please send me a message through this forum.

Thanks.

Dan Case

Wanted to buy. I am looking for good used to new old stock E. Weber carburetor pre-1970 parts as listed in the picture. No reproductions please, I am aware of reproductions of various pieces from sources here and abroad.

Some parts originated in the late 1950s for Jaguar XK 120C and 140D engines or some versions of Porsche engines. Some parts were widely used in the 1950s and into the early 1960s. Using 1950s E. Weber data sheets and some Shelby American information I built a cross reference of models using the same parts.

(None of these parts were used in 48 IDA, 48 IDA 1, 46 IDA 2, 46 IDA 3, or 48 IDA 4 assemblies.)



Thanks for looking.

A relatively small number of late Cobras were fitted with HP289 engines built for use with automatic transmission and C4 automatic transmissions. I have failed to find any new car road tests showing the engine compartment of one of these cars. I have seen a factory advertisement showing the gear lever in a cockpit.

Now I am seeking new car pictures that original owners might have taken of their new toys. Know of any? I sure would like to get copies as we have some questions on how the engine installations were completed.

Thanks for looking.

Here's a sample of a original key chain and factory key set for a CSX2201 and later Cobra 1963-64. Take notice of the Ford ignition key. Cars before CSX2201 used a British Lucas brand ignition switch and key. I have no idea when this was introduced but the medallion art is the same as the S1CS-C mascot emblem introduced with CSX2133 being the first known car to get them.







Its return address is in Venice. They are plated brass or maybe bronze. Lost key sets could be mailed back to Shelby American with the presumed idea they could get the keys to the owner. Automobile insurance companies and some clubs use to provide that key return service.

As far as I know they were included in new Cobra purchases mid 1963 and 1964 until the move to Imperial Highway 1965. After the move there was a new Imperial Highway return address version.

The current auction offering (early November 2020) is missing the chain and ring clasp. Intact original factory key return key fobs and chains are rare. Most I have seen had little plating left on the medallion. Some were severely worn down by years of riding in pockets with other metal. A really nice one has been, on my scale, very expensive since the 1980s.

There was a very different version made in pewter sold as an accessory concurrent to the brass one with new cars. The pewter accessory does not have a mailing address on them.

Is there anyone in Australia on the form that would be a go between on an eBay® Australia purchase?

There is a listing for some parts at AU$14.50 each. I would like to buy two or four but the seller does not offer postage to the U.S.A.

Wanted To Buy: 2 each 48 IDM Weber carburetor air horns that are not bent up or dented. Slight rusting would not be a problem.  (My spares for 48 IDAs won't fit.)



Thanks for looking. Please send me a PM if you can help.

Dan

Wanted To Buy
I am looking for up to four (4) each of the Weber carburetor inlet banjo fitting assemblies shown below. They were used on various sizes of sand cast body and cover 45, 46, and 48 IDM carburetors between roughly 1955 and summer 1963.



Thanks for looking. Send me a PM if you have some available or a lead to check into.
Dan