Messages

Ed,
Totally respect your choice after I sold KK1383 I chased a black 427 435 Horse coupe for a long time. I had just finished an engine for my attorney's 1966 427 convertible Corvette and I wanted that coupe pretty bad. I think that the owner could see how much I wanted the car because he priced it accordingly. Then my attorney sold his 1966 convertible (my second choice) and didn't let me make an offer. So I found myself back in the BOSS 302 world and still enjoy that, even though if the right 1970 SS454 Chevelle showed its face I might have to look at it.


John

Ford shipped ready to install 427 engines to the teams running Mark II, B, Mark IV. Most of the engines were recorded by valve cover ID, race reports will usually show valve cover ID.  I'm only dealing with 427 engine, built by Ford Triple E engineers and shipped to teams for install. Appreciate all the responses, marty

Marty,
My mistake you are correct the documents I have are from Engine and Foundry. I have found some of those and am continuing to look for others. You'll have to excuse me as I switched many years ago from the FE to the 302.


John

Somewhere in a box I have a couple of the Holman Moody build sheets for among other things the Riverside race regarding the 427 Ford, in a different box I have the post race evaluation reports on specific 427 engines. I can look for those in the next couple of weeks.


John

In order to get it even and looking right you'll need a holder. https://www.pannier.com/stamping/type-holders/
You'll also want stamps that have been ground so they line up in the holder
There are also machines that will stamp them - I suspect this is what was used by SA or whoever supplied their tags. I have one but the font is too small if I remember. https://www.metaltags.com/stamping-equipment.htm

I used to work for a company that overhauled components for aircraft and we had a similar stamping machine that was a World War Two surplus machine. By chance I noticed that machine had the exact same font and size as the Shelby VIN tags, I thought, Wow how convenient that would be to have. Then I thought, hmmm, why.... I was in my early 20s and this was 40 years ago and nobody cares.


John

I grew up knowing Dr. Richard Tracy, he was part of the engineering staff on our World Record holding raceplane Rare Bear. Among many other items he designed and built the wingtips on the clipped wings.

Being based at Stead was perfect for his love of fast planes. I think Rare Bear still holds a couple records. I haven't seen he and Ursula in years. Last time I saw him he was working on hypersonic stuff for .gov. Very talented, I'm sure his little composite Formula plane would have been competitive but he couldn't get any high angle CA joints to run the rear prop.

The NAA has since changed the sporting rules allowing among other things GPS verification of the record runs. This makes the record runs much easier to verify for speed in a straight line, for example the 3Km record (1.864 mile) at the time August of 1989 my Dad had to fly the airplane with a 1Km entry area go through the 3Km course, exit the 3Km course without breaking out of the 1Km distance on the other end turn the airplane around without gaining more than 500' altitude, re-enter the 3Km section continue through to the other side of the course in the opposite direction once again turn around without gaining more than 500' altitude until 4 consecutive passes were made. The speeds on these passes were verified by flying over a narrow window that equated to synchronized cameras that were timing devices that had to have the film developed before the record could be confirmed. During the record runs the altitude through the 3Km course could not vary more than 300' from entry to exit of the 3Km section of the course. So back then if you went fast enough, but couldn't get through the narrow "frame" of the camera it didn't matter the record runs could not be confirmed. My Dad said that it was the hardest flying he had ever done. Due to the rule changes his record was retired, in addition to the 3Km record his time to climb record was retired as well from a standing start to 10,000 feet in 91.9 seconds.

The weight classes were changed as well a couple of years ago Steve Hinton in Voodoo exceeded the speed that my Dad had set in 1989 by the new rules. However if it were apples to apples he would not have the record because he did not exceed the required 1% increase in the speed. I am very happy for Stevo as he is a good friend and I designed the brackets for changing the wing angle for them. So technically Rare Bear holds the retired record under the old rules, while Stevo and Voodoo hold the record under the new rules.

It's all about going fast in an unlimited machine.


John

Yes - it's interesting stuff. Very experimental when the J Car crashed. Lots of different methods to fasten have been developed over the years. https://apps.dtic.mil/sti/pdfs/ADA305407.pdf  A friend built the BD-10 Jet prototypes in Nevada using this material. After the crash of the first Fox prototype they had another aeronautical engineer look at it https://biography.omicsonline.org/united-states-of-america/aerion-corporation/dr-richard-tracy-239318 On PJ-2 they changed the angle of the tails a couple degrees to reduce the stress and crossflow problems and that fixed it (they had done several test flights on the fix) . There had been comments that the honeycomb wasn't strong enough to handle the stress - due to the wrinkles on the first plane. It was a design problem not a material or build problem. My friend oversaw these builds too https://en.wikipedia.org/wiki/LearAvia_Lear_Fan They were done with newer composites that testing showed would handle the stress but .gov wanted more "proof".
On the J chassis they added a steel roll cage and more mechanical fasteners. The original had been mainly epoxied together which at the time was a very delicate process requiring exact pressures and temps - almost lab conditions. I'm pretty sure the J car used all flat panels. Now you can even have curved panels made but it has mostly fallen to the wayside with the carbon composites being much cheaper to build stronger complex shapes with.

I grew up knowing Dr. Richard Tracy, he was part of the engineering staff on our World Record holding raceplane Rare Bear. Among many other items he designed and built the wingtips on the clipped wings.


John

Another point to consider, with all of the good shops extremely busy currently and most are becoming very selective about who they will deal with as far as insurance companies. If you have a favorite place or preferred shop ask the owner if they have had any issues. When my 2010 Mustang GT got hit by an Uber driver last year I took my car into the shop, when discussing the repairs the head guy asked me who the insurance company was? I told him that Allstate was who Uber used, he asked me who I had I told him my insurance information. He told me that if I wanted the car repaired correctly that I should use my insurance and subrogate with Allstate. I then asked him about collector car insurance and told him I had Hagerty. He responded that they are the best to deal with when restoring a car after an accident in his experience by far. So before you choose the cheapest rate ask the guys on the other end.


John

Perfectly understandable, John. Especially since the very first sentence that FL SAAC posted on this topic was, "Originally a white-with-blue-stripes '65 Shelby, car #48 was pulled and repainted in Hertz black and gold for presentation to Hertz rental company." Clearly indicating 5S048. I just assumed that "'65"was a typo on his part after reading the rest of his posts.

Either way, I'm happy you know what a carryover is and are willing to stand up for them when you spot perceived misinformation. THANKS!

Steve

I do indeed like the special features of the carryover cars, very much.

John

My apologies to all, I misread the original post and incorrectly interpreted the post from FLSAAC to be discussing 5S048 as a carryover which is obviously not the case. So again I apologize since he was obviously referring to 6S048.


John

This car is not a carryover car. Carryover cars were part of the order specifically to extend the ability of Shelby American to stay in production while the factory was not able to deliver cars to build as Shelby GT350s. As someone who posts here often you would think that you would be one of the people trying to avoid nonsensical hype, but no hear you are starting a fire, fanning the flames with inaccuracies and yelling fire.

As 1965 GT350 #48 it was reworked into a Shelby Hertz prototype....but not a carryover car.

Hype, the car is cool as the Hertz prototype, you don't need to add any more hype to it's Pedigree.



John

Good information thank you all.


John

A few of us have a 2x4 Dominator intake and offset distributor. You also need the correct carbs to make it work,  do you have that also?

        Roy

Plus, the correct carburetors need to have the correct metering blocks.

Here is a link for a couple of discussions about the metering blocks on the BOSS302.com website. There is a link in the different threads that gets you back to more details.

John

Assuming that these are Mustang harnesses and not specifically "SHELBY" harnesses I need the "1969   Headlight Harness without Tach           $150"

Is this the harness that goes between the firewall connection to the under dash harness and goes all over the front end to the Voltage regulator et al.?

John

FYI

Rick McCloskey Takes Us Back to Cruisin' Van Nuys Boulevard | Fueled News
https://fuelcurve.com/cruisin-van-nuys-boulevard/

Also look into 1320Videos.com

One of my friends that cruised with me was the son of the lieutenant in the LAPD that was in charge of The Valley Traffic Division he supervised the street racing task force and the special force that oversaw Van Nuts Blvd.

He would on occasion tell Mark that we should leave the cars at home and go see a movie. On those nights there was usually a big bust either regarding street racing activities or cruising on Van Nuys Blvd. So seeing a movie kept us from getting busted and kept him from being embarrassed with his son getting into trouble.in the final days of the Blvd being a legitimate cruise scene he would tell us that the businesses were complaining more and more about the mess from the cruisers. There were starting to confrontations between low riders from the San Fernando city area and the hot rodders from the North, West, Central and yes even the South Valley guys from South of the Blvd. (Ventura Blvd ) there were rarely any guys from South of the Blvd that figured out how to build a quick car other than spend their Mommy and Daddy's money to make up for the general lack of talent. However the South Valley guys always had the best looking girls with them.

Let me digress, with all of the social and business issues going on the pressure became high to permanently shut down the Blvd. One warm summer Wednesday night in July of 1979 we had planned on cruising the Blvd and hanging out in the Bank of America parking lot on the North end of the Blvd. Mark's Father told us don't get caught on the South end of the Blvd. after 7:30. Not because of arrests, just because it would be a huge hassle to get back North.

At 7:20 barriers were established that made all of the cross streets the only way off the Blvd. Police cars were parked across the Blvd. All North/South traffic was diverted to the East West streets. By 7:30 the traffic was horrible. I sat in the B of A parking lot ready to head North as there was no side street available. Eventually a black and white showed up and escorted those of us that were landlocked in the Northbound direction to where we could turn West on Roscoe Blvd and get to the 405 Freeway and head home. That was it, it was done, it would never return for a couple of years every Wednesday or Saturday night the barricades were up until we understood. No meant no. By then the hot rodders were cruising on Reseda Blvd. And the low riders were cruising San Fernando Rd.


John

[A better compromise would be to run a Boss 302 dual point distributor with a vacuum advance but all of them will work fine.]

Yes but the vacuum advance will give you about two more miles per gallon.

A better compromise would be to run a Boss 302 dual point distributor with a vacuum advance but all of them will work fine.

Doug,
Not trying to be offensive but that's a $3,000.00 answer to a couple of hundred dollar question. Just use the C5OE hipo distributor and enjoy the car. Even though gasoline prices are really high right now it will still take you a long time to recoup the cost of a BOSS 302 dual point distributor.

John