C3OZ-6200-C is the correct number. I did not find C4OZ-6200-B in any Ford parts book. You might want to ask for a picture of the box.
All 289 rods will have C3AE-D markings (although some might be missing the number or lack the D). The HiPo rods were handled differently and machined for the larger bolts.
Where does this number "5469 K codes produced for 1966" come from? I have heard it before, but have never seen a source document.
Actually, Ford never sold a replacement 289 HiPo piston other than standard size and .003" O/S. For high performance applications, Ford perferred you buy a service block. Aftermarket suppliers, however, did sell the more traditional oversizes. I came across a set of vintage TRW 289 HiPo pistons in .030" O/S at a swap meet once. They had the traditional long 289 skirts rather than the 302 skirts. They were forged. Got to work with slightly larger piston-to-cylinder clearances with forged pistons, but probably about as close to "stock" as you could ask for in a overbore 289 HiPo.
Fred, could your PM or email me (bobmannel@charter.net) the info on what gets done in the fuel pump restoration and the cost? Thanks.
When the C7 HiPo exhaust manifolds came out in 1967, they service all L.H. manifolds and all R.H. manifolds without the choke boss (the C4ZE manifold). The C3OE was retained for the early Fairlane R.H. side which used an automatic choke. All the C7 manifolds were notched for use with air injector air logs.
Anyone ever heard of a Ford rebuilt HiPo distributor?
I know Ford made new ones. I have seen Autolites with date codes 9F6, 9F23, 0B12, 0F10, 0G2, 0H9, 0L2, 1A20, 1D23, 1H25, and Motorcrafts with date codes 1J20, 1L6, 2B03, 3J4, 5F24, 5K20, 8C27, 9C27, 1A20, 1D20.
So, it looks like Autolites went to the end of 1971 production and Motorcraft began with 1972. If so, some of the date codes like 1A20 and 1D20 could be 1981 or even 1991?. I also noted on boxes a possible date code of 053089 and 101991. Could the later style distributors (with the covered advance housing and metal tags) gone into the early 1990s?
But, what about rebuilds?
I understand there are two designs of the C5AF-10A352-H pulley. One has the stamping fairly close (perhaps a tad over 1/8" away) to the center hub step-down and the other about 5/16" away. Whenever I see the back side of the pulleys with the close stamping, it has an outer perimeter of about 3/16", then the pulley steps down slightly until the step up at the hub. I don't believe I have seen a picture of the back side of the one with the stamping about 5/16" away. I have two of these pulleys that are supposed to be originals and have sufficient groove wear in the steel to suggest they are originals. The back side is flat with no stepdown. There is a step up at the hub. Both weigh within one-half ounce of each other (1 lb. 13.5 oz.). Anyone come across this style pulley?
Never got it.
Not attending Charlotte this year.
My notebook in which I originally wrote the numbers is #1 as 28-3/4" and #4 as 24-1/8". This does make sense as 4 is an easy direct route since the spark plug terminal faces forward. On the number one, the wire must go forward, then loop around to attach to the spark plug. Remember that this is on an original set with all straight boots. There was no angled boot on #1 to shorten the distance.
Could you get pictures? Or send it to me so I can take pictures? (I'll pay postage.) I don't need one and I am sure others might want it, but if not, I would pruchase it. Bob Mannel (bobmannel@charter.net).
On page 5-31, I show a Ford illustration of the 1965 HiPo road draft tube. See page J-55 for road draft tube application.
Ford had largely abandoned the road draft tube at the end of 1963 production for all applications. So, every early 1964 289 had a PCV valve. It was about May 1964 that Ford brought back the road draft tube except for California and New York. Ford was having a lot of clogging problems with its orifice-type PCV valve, so reverting to the road draft tube decreased this problem (which was probably a warranty issue). At the time, Ford had not developed tubes to attach to the valve cover, so reverted to the 1962-63 system. By 1965 production, new tubes were ready. However, I am sure there was a state or two upset about Ford's use of polluting road draft tubes, so they were phased out during March 1965 and early April. PCV valves with a juggle-pin design were now readily available. These valves were self-cleaning and greatly reduced clogging problems.
So, if I was a guessing man, I think the road draft tubes were a quick temporary stop gap solution until better PCV valves were more readily available. If you have ever run a road draft tube engine, you know just how bad they were. I do. With just a little piston ring blow-by pressurizing the crankcase, fumes came out the tube and oil filler cap when you were not moving forward and the smell was not pleasant, not to mention the mess. With a PCV valve, there was always an inflow through the breather and the fumes were being burned in the engine. If there was a lot of blow-by, the draft tube would nearly choke you until you were driving down the road at high speed. Then you just left an obnoxious trail. With a PCV valve, it would not be able to keep up and fumes would come out the breather. But, for just a little blow-by, the jiggle-pin PCV valve was the best system.
The September 64 date is wrong. All 1963-64 Fairlanes were 5-bolt -- without exception. All the 1965 Fairlanes HiPos were 6-bolt -- without exception. Mustangs are a bit more difficult because they ran over the 1964-65 production change. If you have a 64½ Mustang (they began in June 1964 and ran through July), you have a 5-bolt HiPo and a generator. If you have an August 64 or later HiPo, it's a 6-bolt with an alternator. I verified one Mustang that had a scheduled build date of August 10, 1964 and a 289 HiPo assembled on August 4, 1964. It was a 6-bolt 289 with alternator. The transition between generator and alternator was July 31 for the last generator and August 3 for the first alternator. In between (August 1 and 2) was a weekend.
See page J-62. Ford's TSB 5-4-64, Section 12001, Article #19 states in part, "Linen or rayon core wires are scheduled for 1965 to replace steel core wires in the 289-4V and 427-8V high performance engines. Steel core wires will be standard on the 427-4V only and R.P.O. (regular production option) on the other high performance packages."
Keep in mind that Ford regularly sent cars out of the factory with RPOs without the customer asking for them. So, many 65 HiPos could have been delivered with the RPO steel core wires.
The steel core wires have nothing to do with the radio. This was the cold war era and the government did not want ignition wires interferring with radio and TV broadcasts of civil defense instructions. (These were the days we actually practiced getting under our desks at school and covering our heads for a nuclear attack.)
All the 1963-64 Fairlanes came with steel core wires, and almost every one of them had radios.
There is more on wires in the Restoration forum.
A bit more follow-up. When I measured these wires, as best as I can remember, I measured from the end of the wires sticking out of the distributor cap boot to where the wire ended inside the spark plug boot. So, for overall length, one-half inch could be added for including the length of the spark plug boot.
All the boots on these wires were straight. On the 1964 Durability Comet that was in Harrah's Auto Museum at the time I examined it, the HiPo wires all had straight boots. When I looked at some NOS sets of HiPo wires, all had a couple angled boots. So, I believe that there was a difference between production HiPo wire sets and service replacement (NOS) sets. If you have a Mustang HiPo with original wires (not NOS service replacements), it would be good to document the length and type boots (angled or straight) that were used. In 1963 and 1964, I believe all original HiPo wires (excluding Ford service replacements) had straight boots. I don't have any evidence for 1965 and later.
Also, the routing of the wires generally followed the following rules:
Passenger's side wires went through both wire separators in a 1,2,3,4 order.
Driver's side wires went through both separators in a 7,5,6,8 order. #7 then went over 5,6 on its way to the spark plug. This routing is supported by vintage magazine pictures, the 1964 & 1965 engine assembly manuals, and my observation of low mileage originals.
I measured a set on a 1964 Fairlane HiPo engine. Should be close. This is a production set, not a service replacement across the parts counter. Results were:
1 - 28-3/4"
2 - 24-1/2"
3 - 26-7/8"
4 - 24-1/8"
5 - 25"
6 - 26-1/2"
7 - 25"
8 - 28"
I will see if I can locate any additional information.
I have pictures of a C5AE-6015-E HiPo block cast on 4G24 and assembled on 4K16. Since 1965 Mustang production began at the start of August, engine blocks would have been cast in July. Some might have even been assembled in very late July 1964.
There are occasionally oddball occurrences in manufacturing, so history of a car is important. If an engine fails its test (already assembled) and is deemed repairable, it can get sidelined for a considerable time before being installed. It is rare, but possible, so should be considered. Check for other evidence such as VIN stampings on the block or other internal components with date codes.
As an illustration, I found a late 1964 Fairlane HiPo rear in my late 1965 Fairlane HiPo (nine months difference). It seemed highly unlikely that another Fairlane HiPo rear would have been installed in my car -- they are just too rare. But, I did not like the date code discrepancy. When I got around to cleaning it, I encountered what I thought was a very resistant clump of dirt or tar. It turned out to be a weld. Further inspection revealed that the stamping of the center section had folded over on itself rather than formed smoothly. The fold cracked. This would have caused a leak. The repair consisted of welding the crack and resurfacing the third-member mating surface at the weld. When the repair was done, the housing was eventually put back into the production flow (my conclusion). The key evidence is that the original crack was definitely a manufacturing defect.
The documentation is on page J-67. It is a Ford TSB #22, Article 429 dated 9-17-65. For those without my book, it states in part. "This change was originally scheduled for all standard 1966 cars and trucks, but was in production for the balance of 1965 vehicles built after the week of July 9, 1965." MCA should accept this information for late 1965 Mustangs (including HiPos) with internal capacitors.
At the time I published the book, CompuServe was a solid company. Then AOL stuck a floppy in every mail box in the country for free. AOL bought CompuServe and swore it would maintain CompuServe. Then came CompuServe 2000, which actually ran on AOLs network under CS. CompuServe Classic continued, but no further updates were under development for the front end (v4.0.2). So, I had to abandon my CompuServe email account to keep up with the times. I can be reached at bobmannel@charter.net.
I hold the 1963-65 Fairlane K-code Registry. This popped up a couple years ago. The VIN is listed as scrapped and that the various pieces with the VIN were being sold without the car. I also keep pictures from ebay. It will not stop someone from making a K-code Fairlane out of a standard one and selling it to someone else who does not know the history, but if I am asked, I do provide info and evidence.
Any 64 car with a road draft tube would have it attached to the rear of the intake manifold. They were the same for Fairlane/Mustang 260/289/289 HiPos. (Falcon/Comet were different.) In Mustangs, these would all be 64½ 5-bolt motors. All 65's had the draft tube attached to the valve cover. There were three -- a 289 non-HiPo, 289 HiPo, and Falcon/Comet tube.
