SAAC Forum

So as I indicated before - likely not an engine in a '64 car being 3E10 (May 10th '63) is clearly a mid-late '63 car engine. At least you know if there's a COBRA it belongs to it'd be a '63 car sold in Summer of '63 I'd guess - odds are greatest for this. I'd argue perhaps on the early side of MKII Production. Dan I believe I've heard you say before no June engines built and the next batch was perhaps July/Aug which would then likely fall into a '64 production chassis.... something this timeframe would be good to learn production changes from. If memory serves this would have the timing cover oil filler neck, PCV valve covers and a road draft tube. IT would also likely have a Ford generator with it.

If you happen to have an engine in your possession - would you be willing to share the casting date on the block? This might help further determine a car missing an engine near that time window to help narrow down a bit. For example if your block is say 3C15 (March 15th 1963) it might help to understand it's from an '63 car within X build window vs. 3K15 (October 15th 1963) which is considered a '64 engine installed in a car perhaps 75 cars later. I only suggest this because not all COBRA records clearly identify an engine. As well, knowing the model year it was intended for may help understand its market accuracy and value.

Probably a dealer looking to move it on in a week for 10% more...happens every day of the week too. I've had the same scenario play out with me as well so I can relate. In my scenario I needed 2-3 days to obtain liquid cash and was on a cruise in the middle of the Atlantic with no cell coverage. During this time a dealer showed up once he got word with a bag of cash. Even though I was promised 1st right for years the owner couldn't resist what was in front of him at that moment. I eventually got a call by the owner apologizing and explaining he would understand why I'd never want to talk to him again. I took the high road and maintained the relationship until he passed about 2 years later. I hope you fall into the next one!

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Tim - thanks - yes...I had also been advised by other forum members that a C8ZE–S1 version would also be appropriate. Anything from the April, May or June manufacturing timeframe would be the most ideal.

Bob,

Good point - I'm looking for a Metuchen radiator. Not a San Jose version....

I am in need of a radiator for my 1968 428CJ. Researching a bit on the web I believe the part number would be C8ZE-M, C8ZE-M1 or C8ZE-M2. I am looking for a 8C (March), 8D (April), 8E (May) or 8F(June) dated unit. I'd be interested in either restored or good rebuildable core units.

Wayne Campbell

Solenoid was the correct black - it has been swapped out. Here's a couple other items swapped out or gone missing as well...spare tire cover, original bungee cord and NOS positive terminal protecting cap ( I sure hope that trunk lever doesn't touch or it could get crispy...

Here's the correct 3939S fuel pump that I had put on the car when I handed it over to Legendary Motorcar in December of 2019...I'm betting those NOS condition glovebox brochures probably got lost along the way too... 

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mike@griffithyears.com

And that has been attempted at some level by Mike Mooney - the current Griffith historian and registrar. Not sure where it lies today, but about 5 years ago he told me he was having a dozen or so chassis made to sell roller chassis "continuation" type cars.

I see a question of Shelby being involved - he wasn't other than a lunch with Jack Griffith were a tipsy and emboldened Jack declared his car could outrun a COBRA if he built it. The Griffith 200 was born with the help of Mark Donahue (of TRANS AM and COBRA racing fame) who was driving a 289 COBRA for Jack Griffith at the time. The cars were advertised to go 0-60 in 3.6 seconds, or they were free and they lived up to that claim. Unfortunately, being nothing but a good salesman Jack Griffith didn't see the need nor have the resources to refine the Griffith like Shelby whom used both Miles and Remington to refine the COBRA. Wire wheels remained and additional "speed and handling" equipment we saw added under Shelby's company did not take place under Jack's. In fact, Jack had money issues which led to the untimely demise of Griffith motorcars. You see today what the additional R&D on torque steer and suspension mods have yielded in Griffith during vintage race competition where they dominate COBRAs at places like Goodwood. A great vision and dream Jack had, but poor execution of the vision led to the Griffith's end.

A few things to consider...

- 190ish made of the Series 200 mostly if not all titled as 1965
- Value is driven somewhat by the drivetrain you had (271HP or 225 HP)
- Early cars (pre car #35 where almost all 289 HIPOs) with the HIPO being an option therefore after
- No designation is given on the title of car identification tag about drivetrain
- The only way to determine if it's an original 289 HP drivetrain is if you have the original close ratio top loader that came in the car (otherwise it's wide ratio)
- Original TVR rear differentials are pretty weak and so it's not uncommon to see a swap for something stronger

Pending...