Posts by rr64_old

  • Dual Quad pictures

    Brian,

    Your welcome.


    The simple way would get a short section of hex aluminum, drill and tap holes for hose barb fittings, and then polish it. Otherwise I think Mr. Gasket brand still sells something similar.


    Dan

  • Dual Quad pictures

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    (the best I can) 1964 <hr height=1 noshade id=quote></BLOCKQUOTE id=quote></font id=quote><font face="Verdana" size=2 id=quote>


    1964, okay. The best example I know of from mid 1964 is CSX2258. Check out the various induction system photos from several positions on this website.


    http://li55-48.members.linode.com/detail.php?car=317


    Edited by - rr64 on 07/16/2011 12:21:34

  • Dual Quad pictures

    To start, what time frame do you have in mind? There was not a single linkage style or single fuel log style. Carter carburetor equipped 2-4V systems were regular production options for Cobras 1963-65 and dealer options for any 260/289 Ford 1963 to beyond the introduction of the Holley equipped 2-4V systems (two different ones) of 1966. During Cobra production the way fuel lines were done and the way linkage was done changed a few times.


    The system shown here was NOS in Ford packages that a friend bought for his 1965 Cobra. When he got it home it turned out to be a 1967 variant date codes, linkage, and fuel log wise so he didn't use it. He was not happy that the air cleaners didn't have the Stelling and Hellings stickers Cobras had in production either.


    [Blocked Image: http://i144.photobucket.com/albums/r187/rr64/1967Dated.jpg]


    The picture quality is poor but this is a unmolested mid production Cobra. (Most Cobras that came with 2-4Vs either don't have them anymore or they don't have the systems they left the factory with anymore.)


    [Blocked Image: http://i144.photobucket.com/albums/r187/rr64/CSX23XX.jpg]


    Dan


    Edited by - rr64 on 07/16/2011 06:11:14


    Edited by - rr64 on 07/16/2011 06:18:35

  • Time Machine

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    Not to "hijack" the thread, but I never heard of the Goodyear Thunderbolt tires either. I think the video is from 1967, and around that time the Goodyear Blue Streak and Blue Dot Power Cushion tires were often used for high speed applications.


    Also, around 1967, the Goodyear Polyglas tires were introduced. They were often considered the "performance tire of choice" by Detroit auto makers, and featured a wider tread width. The Polyglas GT tires with raised white letters were an original equipment tire on late 1960s muscle cars such as the Pontiac GTO, Dodge Charger R/T, Ford BOSS Mustangs and Mach I, Chevrolet Camaro Z-28 and many others, along with comparable tires from various competitors such as the Firestone Wide-Ovals.

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    This seller says these are Thunderbolt tires.


    http://cgi.ebay.com/ebaymotors/Fou…=item53e3a38772

  • Holman-Moody 260/289 Intake Images Wanted

    Hello, thanks for looking. Does anyone have an original unmolested Holman-Moody HM9424-1 260/289 aluminum low rise 1-4V 260/289 Ford intake they would share pictures of? When new the Holman-Moody version had their thunderbird shaped logo cast into it. Occassionaly I hear of one that has had the logo machined off but there must be some intact ones out there someplace.


    Dan


    PS I already have pictures of the TIGER and COBRA lettered versions of this intake.

  • GT350 R question

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    I know that Sullivan produced some of the race cams used on some of the R models and Trans Am engines

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    From what I remember the Sullivan associated with Cobra engine pieces is also this Sullivan. "Sully cams" were not ones he made maybe but ones he designed.


    [http://thehotrodsofdearborn.com/sully.html]


    Edited by - rr64 on 10/31/2010 12:46:55

  • Cobra Kit: 2X4 Holley Induction P/N: C6ZZ-6B068-A

    Have you looked around the MustangTek site? They don't have pictures of all the different designs but they have quite a few.


    [urlhttp://http://www.mustangtek.com/4160/holley4160.html][/url]


    There are two intake designs for Holley 2-4V systems. I know one as the 1966 style and the second as the 1967 style. I have only seen one version of the first design but many of the second design as casting numbers changed and lettering changed... same manifold design just different marketing. Street systems and Shelby Group II racers got different size and operation carburetors.


    I don't know how the 3-2V system worked out because I sold the car I was wanting to put the system on before I got the carburetors repaired. The first 3-2V system I saw was on a blue 1966 GT350 in 1969 and it sure looked great with all the Cobra aluminum goodies.


    Dan

  • Factory Casting Repair?

    Factory Repair? I read a thread under RESTORATION with a mention of what was believed to be a factory repair of a rare part and the apparent long length of time between a part’s starting out and when it got used. Along the lines of both time between manufacture and use and also factory repair of expensive parts, I will submit these images of a five (5) bolt bell housing HP289 engine that was installed in a new Cobra in 1964. To the best of my knowledge, based on SAAC Registry information on the car and the details furnished by the man that parted the car out and kept the engine in his basement until I bought is a few years ago, this engine has not run since 1968. The black paint on the block and heads is believed to be original.


    Here’s the casting date.

    [Blocked Image: http://i144.photobucket.com/albums/r187/rr64/IMG_1420s.jpg]


    Here’s the date on the oil pan rail.

    [Blocked Image: http://i144.photobucket.com/albums/r187/rr64/IMG_1421s.jpg]


    Here’s the interesting feature. One of the tooling bosses used in production to locate and hold the block appears to have been broken off prior to final machining of the block. In its place is a very nicely made steel replacement. It appears that the broken tab location was machined and this new steel piece put in its place before final machining. I think the repair was before final machining because the L shaped notch machined at the intersection of cast iron block and new boss is squarely done and looks machined all at once under magnification. Look underneath and somebody stamped an elaborate number on the replacement boss. The number was hidden by grime and paint before I got my little wire brush out.

    [Blocked Image: http://i144.photobucket.com/albums/r187/rr64/IMG_1418s.jpg]


    [Blocked Image: http://i144.photobucket.com/albums/r187/rr64/IMG_1429s.jpg]


    This is a Shelby American numbered engine block and does not carry Ford sequential block number like most Ford production five bolt HP289s in Cobras. The original block in CSX2551 is also a Shelby numbered block and it also has a repair done with the same welding style and appearing nickel alloy. The time between casting and machining for both Shelby numbered blocks is similar and both have the same date code stamped on their pan rails.


    My question. Has anybody else seen what appears to be Ford repaired HP289 blocks and or cylinder heads?


    Dan

  • Roller Cam

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    Over the next couple of weeks I'm going to pull the engine out of my K-code coupe to accomplish two things, fix the leaking rear main and detail the engine compartment. While I have the engine out, I was considering changing the cam from flat tappets to rollers due mainly to the quality of oil we have now. My 428 SCJ Mach 1 went through two cams before I changed it to roller and have been quite satisfied with the change. Any recommendations on a roller for my street driven, basically stock HiPo?

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    I took apart the five bolt HP289 that was in a car I bought. It had 3,700 mostly interstate highway miles on it with a modern synthetic oil since its rebuild. The roller camshaft and lifters were fine. The push rod ends, rocker arms, timning sprockets and chain (current style Cloyes®), camshaft thrust retainer, fuel pump eccentric, and fuel pump lever were all badly worn. The fuel pump drive and fuel pump lever were in badly galled condition. I pulled the engine apart because the timing mark jumped all over when I tried to check timing. The timing set was so worn I could almost move the chain over one notch with my fingers. I am not so sure that flat tappets and camshaft lobes are the only things you should worry about regarding ZDDP levels.


    Hydraulic oils (example ISO H46 grade used world wide) up until just a few years ago had ZDDP in them also. Oil producers are reducing or eliminating ZDDP there also. We have dozens of hydraulic powered systems at work that don't seem affected by not having ZDDP in their oil anymore but we have five that must use oil with old levels of ZDDP or the equipment will destroy itself in hours. The cost to replace everything is in the millions so we just have to keep buying oil with ZDDP for those processes.


    I for one hate to take a chance on rare old equipment if such an easy to find and buy additive takes the risk out.


    Dan


    Edited by - rr64 on 04/17/2010 14:14:37

  • R model moter info.

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    What would a cam builder adjust to help the " earlier exhaust opening," and how would it help? what would the exhaust port look like, i.e., WHERE would it be different? for hipo heads ONLY.<img src=images/icon_smile_big.gif border=0 align=middle><img src=images/icon_smile_big.gif border=0 align=middle>

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    If you are referring to my last post, Mr. Mondello told me he tailored the exhaust porting and exhaust valve pocket areas of the C6FE (a.k.a. GT40) heads his shop did for SAI to get more air moving earlier in valve opening. Said another way get more flow earlier as the exhaust valves just start to open no matter what camshaft is used.


    In context we were discussing C6FE heads other shops did for SAI as compared to what his shop did. I wanted to use a set of C6FE heads on a Cobra with an original 1964 Weber induction system and have the best low end over-all performance without giving up decent upper end in the event I drop back to some type two plane intake in either a 1-4V or 2-4V configuration. Part of the freshening of the heads (original period worked castings with all new current ancillaries) for my play engine included keeping the 1960s style porting but adding hardened exhaust seats for unleaded fuel.

  • R model moter info.

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    As mentioned before one of the 67 K code race engine dyno sheets showed a Sullivan cam being used - would have to see if it list the specs


    Below is at least what Ford/Shelby reported as the specs for a 66 R model (66 Trans Am) K code engine


    [Blocked Image: http://i44.photobucket.com/albums/f49/firetrainer/My%20details/1966ShelbyGrpIpg4.jpg]

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    Isn't that the same lobe lift as a stock HP289? If the same lift was used I wonder if different event timing was used?

  • R model moter info.

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    Rogers Cylinder Head Porting service was also used, Ive seen SA checks made out to them and also purchase orders for race heads and Have had two sets of heads with their stampings. They look like the Valley portwork specs.

    Ive also seen some later race engines that used grade 8 Allen head bolts with hardened washers rather than the Ford hex bolts

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    By the time C6FE heads were out Joe Mondello's shop was preparing heads for Shelby also. I have Shelby race shop serial numbered cylinder heads from both Valley and Mondello. Modello's exhaust side is done slightly differently and he told me circa 2002 that was done to improve flow earlier in exhaust opening.