Posts by jwc66k

  • AM/8 Track Radio

    The two cut wires are radio power and radio lights, ground is supplied thru the chassis thru the bracket and connection to the dash. The blue-red wire is the light power thru the dash light dimmer circuit from a three socket block with a blue-red lead. The power comes from a black wire jumper assembly marked C6ZB-18A919-A from the same three socket block as the backup lights to a black wire pin on the radio. The two cut wire leads are the same as a regular AM radio and can be unsodered from an AM and reused. The three pin connector is for the speakers. Being it is intact is good. The odd pin is the right speaker, the middle is common (aka return) and the remaining one is the left speaker. The under dash speaker lead may be available or not, p/n C6ZB-19A041-A. It feed the door harnesses which is available.

    Jim

  • Wiring - original look

    National Parts Depot sells an under dash harness that is very good. I think it's made by Alloy Products. It's expensive ($500 and up) and they may want your old harness as a core just for the sockets used on the instrument cluster. It's a direct plug in so there is no need to get other wiring. If you have wiring harness experience, you can remove your old one and rewrap it with new unstickey tape. The problem there is most of the old wiring insulation is brittle and will brake if flexed. Some do-it-to-yourselfers opt for the Painless harness. I've seen a lot of crys for help for those that thought it was "painless".

    Jim

  • New Carb

    You can always get an Autolite 4100 with a 1.12 venturi off e-bay cheaper. The problem is that you have to dial it in yourself. That takes time and a bit of patients (also the cost of jets is out of sight). There are other differences as well to contend with but can be worked around (or ignored). I've gotten two 4100 carburetors (both 1.08 types) from Pony Carbs and I'm satisfied.

    Jim

  • 63 4 barrel intake manifolds

    Quote from GT Joe

    At a swap meet this weekend a discussion came up that only the 1963 HiPo engines had a four barrel intake. From my reading of Bob Mannels book, I believe that the intake could be purchased over the counter or installed late in the year on production vehicles. I do not have the casting date presently of the intake in question, but it was a C3 intake with a PCV routed to the carb spacer from the ventalation hole; as pictured in Mr. Mannel's book on page 3-24, photo3C4. What are the thoughts of others?

    Thanks, Joe.

    Reread the first line carefully, then read my interpertation - "In 1963, the only factory small block intake manifold available was the 2 barrel manifold except for the 289 HP engine which came with a 4 barrel manifold." According to Bob Mannel's book, V II, pg E-7, there is no 4 barrel manifold listed for 1963 except for the HP engine. I would have bet a case of beer that there was.

    Jim

  • Shelby Oil Pump Modification

    I built several Baha 1000 engines, all VW, for classes 2, 5 and 16 (classes now replaced by something else). This was in the 1978-79 era. We worked out of a shop in Sunnyvale for just plain folks, no Ford or Dodge factory people around. A "few" cars I worked on finished. The formula "V" stuff was a couple of years earlier. I still drive a Baja around town.

    Jim

  • RADIATOR NEEDED FOR 65 HiPo

    From what I see in the 64-66 Mustang Production Guide, that scheduled build date would be the last day of production for 1965 Mustangs. As a majority of transmissions installed (62 pct - re Mustang Does It) were automatic, finding one for a MT V8 is going to be hard.

    Jim

  • Old Stolen Car Locate Help

    This is a bit off topic, but I tried to enter all of my Mustangs in the registry to see if they are listed and none were. I know that they are all in the Haskill-Smart registry. As Smart is looking for a new place for the data - is this the "one"? Do we use this registry? I'm looking for consensus.

    Jim

  • 66 NOS carb sold on EBAY

    If it is a NOS part, the daspot may have been added to the item so it could be used as a replacement for AT cars also. I remember reading somewhere that dashpots were a "fix" for stalling used on carburetors on any MT V8 car. Don't remember if it was for 64-66 though.

    Jim

  • GT verification revisited

    Quote from jeller68

    Oddly enough, Just about every 65-66 K code I see for sale has all the GT trimmings on it.


    With only 4% of these being true GT's this is a little misleading.

    Apples and oranges again.

    The marketing figures for GTs in 1965 are 2.7 percent which comes out to about 18,000 cars. The combined "A" and "K" code totals are about 102,000 of which you may consider half the "A" and "K" code cars to have been built before the GT option was introduced. That comes out to about 35 percent of "A" and "K" code 1965 Mustangs could have the GT option, or about 36,000 Mustangs.

    For 1966, the combined "A" and "K" code engines would be about 67,600 and 4.2 percent of that is about 28,400 cars with the GT option.

    My percentages are rough and are derived from page 316 of "The Mustang Production Guide, vol 1", and the math was done on a TI pocket caculator, while drinking a glass of 2005 Robert Mondavi Private Selection Cabernet Sauvignon while waiting for the dishwasher to finish.

    Jim

  • Air extractor tape.

    The tape has the same part number as the tape used on the drivers door sill to cover the wiring to the taillights, just different dimensions. That tape was discussed somewhere else and identified as close to "gaffers" tape, a flat black finish "almost" like duct tape. I believe that the original tape also had a black adhesive side. It is not duct tape, it is not plastic electrical tape and it is not friction tape.

    Jim