Posts by s2ms

  • Cam Shaft Specs

    Quote from zray

    a solid roller cam is NOT going to be street-able. It's a race set-up only and, for a number of reasons, street use will beat the needle bearings to pieces. If you "think" you have to have a roller cam , then go with a hydraulic roller. They are routinely good for 6,500+ rpm.


    Z.

    Agreed. I ran a solid roller for a while in my 66 and at ~2000 miles the needle bearings were beat to pieces and one lifter came apart. It was not a pleasant sound or experience. The motor was rebuilt with a solid flat tappet cam.


    I'm sure there are people who successfully run a solid roller on the street but you better do your homework and find out how they do it, tighter than recommended lash settings may be one thing to consider.


    Solid rollers work in race engines because they get better oiling due to the increased splash at race RPM's plus race engines are frequently torn down and the lifters replaced.


    Just my experience, YMMV...


    Dave

  • Radio lamp replacement -

    My understanding is only 100 watt incandescent bulbs will be banned on Jan 1, 2012 with 40 watt and higher being further banned as of Jan 2014.


    Seems all those puny dash light bulbs are safe for now...


    Dave

  • Clutch fork finish

    Ray,


    That is the correct bell housing, it was used on all 65-66 289's including HiPo and GT350. There is also a date code cast in the trans mounting area which can't be seen once the tranny is installed. The fork boot is part# C6OZ-7513-C, they show up on ebay all the time.


    Dave

  • Running hipo 289 for sale, 5R09K201644 VIN

    I am posting this ad for Mark Hovander who is having trouble accessing the site. Please direct any questions to Mark's email listed below. Thanks, Dave


    **************************************************************


    Running hipo 289 for sale, 5R09K201644 VIN


    I am getting ready to begin the restoration of the first GT350 produced, so the engine currently in 5S003 is for sale. I have no paperwork on the building of this motor, it was last put together by Doug Richmond who was the last person to vintage race 003 on the East coast. The motor was built in the late 1980's for its last season of vintage racing, it probably has less than 4,000 miles on it, of which 2,000 miles were put on in the summer of 2010. With its straight open side exhaust, it is a phenomenal sounding GT350. The motor has excellent balanced compression, I have had the motor up to a couple short bursts of 6,800 RPM's and it is still making power. The motor has been totally reliable during my ownership and is very streetable. The motor is still in the car, so it can be be started and driven as is. You may see an in-car video on "YOU TUBE", by putting in the title "5S003". I have plenty of references from people who have driven the car or who have been around it at various gatherings. Here is what I can best describe on the motor:


    Block: Vin 5R09K201644, C5OA-6015-E date; 5B4 (Feb 4, 1965) Assembly date, too much paint, can't make it out

    Main caps: HiPo 289

    Crank: oval FoMoCo on one of the rear throws

    Rods: Appears to be Carillos with 12 point SPS rods bolts

    Cam: Unknown

    Oil Pan: Aftermarket steel pan

    Dampner: Appears to be a HiPo 289, street version

    Heads: Edelbrock aluminum heads with roller rockers, added by prior owner, less than 2,500 miles on them, I have dated coded hipo heads for additional price, see bottom of ad .

    Intake: Large lettered COBRA repo intake.

    Carb: Holley double pumper, air horn milled off

    Pistons: unknown, drilled for balancing.

    All brackets and pullys appear to be proper C5 part numbers

    Alternator: C6AF10300, 15V, 42 amp

    R model style valve covers and head spacers, have modern taller Cobra valve covers too, take your pick.

    Distributor: MSD, I have a hipo distributor avalable as well

    Fuel pump/water pump: aftermarket replacements

    Headers: HOOKER super comps


    If they can be found I will give the current owner of this San Jose hipo fastback first rights to get their original block back, I will answer all other emails in the order they arrive to me. I will be away for the next two weekends, but will be around during the work week. To the person who buys this motor I will also offer a beautiful set of matching heads, they were taken off of a running 289 Cobra, dated, 5A11 (Jan. 11,1965), they are perfect for this block. I also have an original set of Buddy Bar open lettered valve covers and COBRA T oil pan, as well as a hipo distributor.


    Price for the motor as it is in the car now: $6,200.03

    My email is hov@blarg.net


    Thanks,

    Mark


    [Blocked Image: http://www.1965gt350mustang.com/temp/003eng01.jpg]


    [Blocked Image: http://www.1965gt350mustang.com/temp/003eng02.jpg]


    [Blocked Image: http://www.1965gt350mustang.com/temp/003eng03.jpg]


    [Blocked Image: http://www.1965gt350mustang.com/temp/5S003_ballard.jpg]

  • Bellhousing Date Question

    Matt,


    The C5AA-6394-B casting number bell housing is a non-Mustang unit that includes 65 HiPo Fairlanes and other non-HiPo cars. The Mustang housing has casting number C5DA-6394-A. Since neither is HiPo specific I'm not sure why yours would have an orange paint code


    Dave

  • Bellhousing Date Question

    Timing chain covers and thermostat housings are also dated like this, all are made by Sheffield Co. As mentioned, the bell housing date will never be seen once the trans is mounted. Likewise, the thermostat housing date can't be seen once the upper rad hose is on.

  • Reproducing the 65 K code motor mounts

    Quote from CMDR114

    Was there anything unique about the '66 K Code mounts as compared to the A and C codes?


    Wayne

    It depends on the build date. Early 66 HiPo's use the same HiPo unique cast mount brackets as 65's. I don't remember the exact date (think it was late 1965?) but Ford switched to stamped steel mount pieces used on all mid-late production 66 A, C, and K-Codes.


    Dave

  • PCV HOSE & VALVE

    Chuck,


    You are correct, the PCV hose connects to a brass tube connector that threads directly into the back of the intake. In the picture you can see the ring clamps for both the PCV side and intake side of the hose. No carb spacer was used on 65-67 GT350's so I believe they just used a standard PCV hose that would normally connect to the carb spacer and cut it to fit.


    On original 66-67 Cobra intakes there is a second vaccum port next to the PCV port (towards the driver side) that was used for automatic cars. On 4-speed cars a threaded plug was used in that port.


    Dave