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funny, I run a 66 Virginia Mustang one on my 65.

Nothing wrong with it IMO . I have a original and the repro on display engines and the only way you can tell is that the original is a little more distressed in comparison in my case.

At least some originals were made in a magnesium alloy and were subject to significant corrosion in wet or wet and salty locations.

E-mail sent but I am going to send you another with a more detailed slide show.

I will do more asking around and research.

Send me a PM with your current email address and i'll send some information and pictures

There were "factory" under car headers for 427 Cobras but apparently not very popular. They had four each two pipe Y sections that bolted to down pipes conceptually like very early (few few cars) CSX20xx cars with tubular steel exhaust.  All bolted up they were sort of tri-y style. CSX3141 was equipped with a set.

Whether NOS or used, this spacer was never used on the 65, 66 nor 67 GT350's.  This space would have been used on an "A"  or "K" code Mustang, four barrel car and potentially other models, but not any SIA products.

Looks like our favorite seller.   

Cory

That one wouldn't have been on a 1964-65 Fairlane or 1965 Mustang based on discussion with the most experience person and author I know.

In many cases the repros are better then the original ones are so I wouldn't worry too much about that.

I will add that the reproductions I have had in my hands had thicker walls which made them considerably heavier than any original I have picked up.

There was more than one version of original Cobra roadster pan. (There was also a TIGER lettered pan.) The earliest ones don't fit the rear main bearing cap correctly because their curvature more half oval than half round.  The fit was so poor that raising the front of the car would allow oil to pour out the rear of the pan. The solution was use lots of a non hardening sealer. Later pans didn't have the problem as far as I know.  I had to deal with an early leaking pan once.

A specific casting defect in the top side rib was also common in some original pans.

As far as I know all versions (different makers) of reproduction pans fit the rear main bearing cap correctly.


I don't know how common the problem was but there was a reproduction pan on our red car when we bought it and it leaked out one side wall of the sump. The casting was very porous. The leak was about a tea spoon worth every day even just sitting in storage.  With the engine hot and running the leakage was faster. The underside of the car was 'well oiled' from the engine back to the rear bumpers. I drove the car about fifty miles before ending that problem.

There's a nice color photo from the front view with the hood removed in the Revs Digital Library.
The photos are copyrighted & watermarked so here's the link...hope it works.


http://library.revsinstitute.org/digital/collection/p17257coll1/id/153494/rec/2

Thanks. I have submitted a request to buy a copy. Dan

A digital copy was $40. Based on the photo the induction system and ancillaries didn't have the typical of the time period Shelby American details and that made it interesting. Ford offered basic kits for $1,230.70 retail under Ford sale number C4OZ-6B068-C in early 1963. (That was expensive. You might have been able to buy a no option Falcon for about $1,700 at the time.) The picture Ford published of the kit didn't have a lot of the parts a Shelby American race shop installed system would have. I am use to seeing systems Shelby American installed and for a few years I had the third of three prototype 48 IDM1 based systems Shelby's works installed on CSX2043.

So far this is the only installation picture from 1963 I have seen that didn't appear to be a Shelby race shop installed system on a Cobra.  I have often wondered if anybody actually bought a Ford kit or the kit was just "for sale" under a Ford number to make them race legal.  (Probably will never know.)

There's a nice color photo from the front view with the hood removed in the Revs Digital Library.
The photos are copyrighted & watermarked so here's the link...hope it works.


http://library.revsinstitute.org/digital/collection/p17257coll1/id/153494/rec/2

Thanks. I have submitted a request to buy a copy. Dan

Nice, Weber 48 IDM Weber's and a Spaulding ignition!

Did you notice the lack of a fuel log in front of the engine? Another view seems to show a metal tubing system going rearward?? I ordered a print like shown in the original post to see what I might learn from it.

The graphics were not present while the car was on display at SAAC 42 last summer.

[On The Left]

I had some time today so I made a slide to illustrate a Cobra related part. My example is what Ford defines as C3AZ-9355-A Sediment Bowl.  These bowls are more commonly called fuel filter canisters and will fit a variety of applications. I will totally ignore variations in painting and text for this study. This is just an example based purely on shape and application. To Ford they are all the same. I did not try to find pictures of the shapes I have seen but chose three very different physical shapes to illustrate with.
Cobra wise what "production" or "assembly line" fuel pumps with integral fuel filters were is very easy because all fuel pumps were 1963 model year ones.   There is no need to worry about early or later model year versions of sediment bowls and that is good because there were quite a few in design shape, paint, text, and or brand name identified.

On The Left:
That is an original 1963 "production" or "assembly line" part a brand new Cobra went home with. The original owner still owned the car when he took this picture for me. For some period of time, before Ford made some type engineering change (engineering changes are anything changed on purpose), one could buy exact replacements at their Ford dealer.  At some point in time, like after Ford no longer used the exact part or purposely changed something, the original production design became new old stock original design.  (NOS as used in the hobby for decades before the mid 1970s.)

In The Middle:
For some reason(s) we do not know Ford changed the part from 1963 production design to this service replacement design.  Another common description would call this a factory authorized replacement part and another used widely description before the mid 1970s was new replacement stock. At some point in time, like after Ford no longer offered exact part or purposely changed something, this design became new old replacement stock design.  (NORS as used in the hobby for decades before the mid 1970s.)  The confusion in parts buying includes sellers that don't know the difference in production parts and everything else or don't care about the differences for any number of reasons.  NOS gets a new meaning of new plus old.

On the Right:
Eventually Ford got to this design.  To Ford Motor Company this is the same as what  brand new Cobra was fitted with in let's say March 1963. Ford is using the same sale part number it did several decades ago.  The confusion here is sellers offering new made "modern" design parts as "NOS 1963" parts. The implication is that they are correct for a 1963 model year car. Well they are and they are not depending on what one calls correct. To Ford they are correct because they will retrofit all the way back to the 1963 model year and perform correctly. To somebody keeping a car on the road they are correct because they fulfill a need. To a car restorer trying to return a 1963 car to as close to day one everything they are just a new replacement stock part or new old replacement stock part.

This is great, it would be nice to have the years in which each one was used.

It is not that simple. For example, in May 1965 it seems there were versions cast by three foundries and machined in multiple shops.  In the early 1980s I got the idea that I would buy one of every casting version of COBRA lettered "high rise" intake for a display. By the time I bought a few I had come across something like seventeen versions of casting and a bunch of versions of machining (street, race multiple versions, use will milled heads) and assembly (heat shield, no heat shield). I literally stopped counting casting (and machining) versions and aborted the idea of a simple collection.

My questions would be, which casting and machining and assembly versions were used on :
1)   new street GT350s?
2)   new road racing GT350s?
3)   new drag racing GT350s?
4)   sold retail 1964-68?
5)     sold in new racing engines 1965-circa 1968

Since I already have had multiple inquiries about this unit from more than one country, I will add to Bob's description.

Cobras before CS 2030 did not have cockpit heater windscreen demisters. Bob has the main unit with heat exchanger core, electric fan (Bob will have to tell us if the fan blade in there), and the two often missing windscreen duct molded rubber elbows. The version Bob has offered is for CSX2031 through CSX2200 chassis.

Not included is the semi-flex round duct hoses, the under cowl funnel shaped diffusers, the formed aluminum deflectors that mount behind the windscreen over the diffusers, the dash mounted fan control switch assembly, or any mounting ancillary parts or fasteners.

Thanks for letting me know. I have come across XHP-260 and HP260 parts occassionally.

If it was a part of a Ford engineering made XHP-260 or HP260 engine assembly, the "factory" 4V induction engines, I sure would like to know the full details (casting date, casting number, machining date, Ford serial number) for my engine notes.

Thanks.

Dan