Chuck,
The picture below is from a 65 GT350 but the hose routing is the same for 66 and 67. Depending on the year the PCV valve wil either be the hex base, non-threaded C5AE stamped valve shown in the picture or the round body C6AE stamped valve, possibly a C7 valve for later 67's. Sometime in late 66 Ford swithced to the round body PCV valves.
Dave
[Blocked Image: http://www.1965gt350mustang.com/images/5s114_06.jpg]
Some more info on this Concours Mustang site thread:
One pic shows an A-servo cover so it can't have an all original drive train. Automatic HiPo C4's have a C-servo.
Chuck,
Mine are in a single line:
[Blocked Image: http://www.1965gt350mustang.com/temp/springs.jpg]
Dave
Sorry to see you selling 6S1117 Zray but I understand your reasons. You've been a great steward for the car and the new owner will be very fortunate to have it. Good luck with the sale.
Dave
I'm currently using a Cobra scatter shield and the weird thing is (if I remember correctly, highly suspect...) you must reverse that spring for it to work with the scatter shield.
Dave
Speaking from experience....if you decide to use a Pertronix in any configuration, keep your original distributor plate with points, condenser, etc. handy in the car. It can be reinstalled in 10-15 minutes in case of a failure.
65-early 66 GT350 radiators were typically stamped G2. I'm not sure if anyone has figured out yet why Shelby rads were stamped differently or if the G2 stamp was unique to them.
hmmmmm..
no one knew about this 'gap?'....
Dave,
The "gap" is the setting for the clutch 'free play' travel. The complete procedure is described very well in the shop manual.
Dave
Probably because from what I can see in the pics they are not OEM 66 10-spokes.
Mexican caps have the same dimensions as 289 HiPo caps so will fit on any 289 block. They do have different casting numbers however so it's very easy to tell the difference between the two.
The fan spacer on 65-66 HiPos is unique with a total length of 2.36" including the pilot.
I don't know that anyone will be able to supply an exact date. I do know that the wire clamps started showing up on the '66 GT350's by March '66-probably earlier.
That's my impression as well. Hopefully Jeff will chime in on this, he has documented more San Jose cars than probably anyone.
Dave
FWIW I had my Tri-Y headers treated with a "high heat" powder coat and was disappointed as the durability didn't seem any better than high temp paint. Later had them ceramic coated and have been very impressed with the results.
Centerforce I is plenty of clutch for a Hi-Po....
I agree, don't think I'll ever use anything else.
Dave
Quote from jwc66kBy interpulation (a Hi-Tech term), the scheduled built date would be Monday, January 18, 1965. If this block was from an "early" Shelby, it would have been snapped up by now by SAAC.
Jim
Not necessarily. I've emailed Howard a number of times regarding VIN stamped blocks for sale on ebay or various forums. Several of those times he was totally unaware of the situation and at least once the block in question did originally belong to a GT350.
Dave
Based on the date code this block could potentially be from an earlier 65 GT350. It would be a good idea to contact Howard Pardee, SAAC's 65-66 GT350 Registrar, just to make sure.
Howard's email is: 65-66registrar@saac.com
Assuming the spring does not cause any issues (please correct me if I'm wrong) then install one and forget about it.....cheap insurance IMHO.
Quote from C6ZZKGTWhat I have are PosiLocks and not Polylocks and I have been running them for many years with stock chrome valve covers. They save me a lot of trouble with not having to adjust the valves as often.
-Fred-
Fred,
I tend to think of PosiLocks and Polylocks as the same, or at least very similar, things. What is the difference in the ones you use?
Thanks,
Dave
Simply stunning Brant!
