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Messages - 68countrysedan

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1968 Shelby GT350/500/500KR / Re: GT350 Aluminum Intake installation
« on: February 14, 2021, 03:38:49 PM »
Can I presume that SA used cork end seals during the original manifold installation?

How did that work out for them?

1965 GT350/R-Model / Re: R Model Heads, Cam and Intake
« on: February 02, 2021, 09:22:26 PM »
According to the 1966 Shelby American Performance Equipment parts catalog, the competition  GT350 road racing engine (PN S1CR-6003-3) had the following cam installed:

Valve lift: 0.445 in
Intake Opens: 29 deg BTDC
   "       Closes: 75 "    ABDC
   "        Duration: 284 deg

Exhaust  Opens: 75 deg BBDC
    "        Closes:  29  "   ATDC
    "         Duration:  284 deg

Intake /Exhaust tappet clearance (hot): 0.018 in

Specifications taken at 0.001 in valve lift

The cam and lifter set was PN S1CR-6250-2

Unknown if this is the identical cam installed in 1965 GT350 R, but it's a start.

As for full competition cylinder heads, the catalog lists PN S1CR-6049

Ports are enlarged and polished.

-Intake: 2 1/16 in x 1 1/16 in
-Exhaust: 1 1/2 in x 1 1/16 in
-I/E Valves: 1.875 in / 1.600 in
-Heads are milled 0.050 in and water ports are welded prior to milling
-Combustion chambers are polished and volume is 47cc.

Hope this helps.

Florida Region SAAC / Re: Coming soon this ATROCITY near you !
« on: January 22, 2021, 01:08:40 PM »
IMHO electric cars, particularly performance ones, are souless. And no, I don't care if they have 3-second 0-60 times.

SAAC Forum Discussion Area / Re: Random car pictures
« on: January 21, 2021, 01:50:44 PM »
Great human interest photo with a dash of public relations thrown in.

1967 Shelby GT350/500 / Re: When did OTT LeMans stripes become a thing?
« on: January 16, 2021, 02:06:18 PM »
Just shows life's persective. I doubt few, if any, thought about their cars 5, 10, or 20 years into the future. During that time, life happens - work, family, stuff. Now, the perspective is looking back, via the restoration lens and the stratospheric rise in values.

1966 Shelby GT350/GT350H / Re: Share a picture of your 66 GT350
« on: January 13, 2021, 01:52:24 PM »
Excellent photo. It contains a simple, artistic composition. 

And your Shelby is another reminder of Detroit car design elements of line, mass, proportion that remain fresh today, unlike many current cars that repeat similar design elements, particularly when viewing the profile. 

Actually the article was a refreshing reminder that the Pantera's design (sans wing) remains fresh 50 plus years later.

The orignal Petersen contact sheets would have had the photographer's name written on the back. IDK if that information was connected to the digital images. As for the editor type holding the parts it sure looks like LeRoi "Tex" Smith, who was a Hot Rod feature editor during that time.

Its still looks like a ferrari

Would that be a good thing or a bad thing, looking like a Ferrari  ?

Bad because Ferrari styling has long been excessive and that applies to most mid-engine designs. I think the C8 is better looking, but mid-engine cars limit styling creativity. FWIW, the Ford GT design works better thanks mainly to its flying buttress design.  But otherwise, in profile, mid-engine cars tend to look similar.

PS: The C8 is a 21st century performance bargain because that's what American auto manufacturers do best: deliver performance bang for the buck.

Question is how would a film like this hope to satisfy Hollywoods new woke standards and be historically accurate.

Lets see. An American race car designed and built in America, wins Le Mans with American drivers. It'll never pass woke standards. Every one involved is too white and the global community would take a dim view of an American success story.

Would this sequel also include a scene where Gurney drives a lap and can't get the door shut? Oh, and a scene having Henry Ford II acting like a buffoon?

Mr. Szabo:

Incredible photos, and I was unaware of the Performance Cars Ltd. Switzerland GT40s.

We're fortunate that not only these detail shots were taken but you found them.  As usual, I like to consider details illustrated. Such as the tire tread surface/void configuration is very different from today's performance tire treads.
Also interesting is how they reconfigured the windows so they could roll up and down.
What is also a surprise is the racing style weber set up with no air cleaners, since I presume this car was street driven. Also, it appears that the engine isn't equipped with Gurney-Weslake heads. Guess they were race only. It would be interesting to know the engine head/cam specs.


Love your photographic historical research. What I also enjoy is studying the photos for minor details that reveal what performance cars and people involved  with them were like 55 years ago.

For instance:

I wonder why they had stewardess models for the photo. Was it an airline promotion? And this was in the day when airline stewardesses wore designer uniforms and hats.

As for the Daytona Coupe, I notice the headlight appears to be a quartz halogen type, probably Cibie. The Cobra has sealed beams, since the quartz halogens were illegal in the US.

Note the tread pattern. It's very different than what you see on race cars today.

Finally, look at the wheel balance weights. Looks like a lot of weight was added. What's up with that?

Under "First Rollout at Shelby American Plant Los Angelos summer '67" photo,  is that Phil Remington second from the right?

SAAC Forum Discussion Area / Re: Random car pictures
« on: September 15, 2020, 03:27:45 PM »
Was that a custom bodied Falcon ?

According to the Falcon Challengers story written by Max Muhleman in the July 1962 Motor Trend, Challenger I was built by Holman Moody for the Sebring 12 Hour Grand Prix of Endurance. It was built in 10 days based on a Falcon Futura body. They finished 2nd in class behind a Jim Hall Chevy powered Chapparal.

The car was powered by a 221 cubic inch Windsor, bored out to 243.9 cubic inches, just under the 244 cubic inch limit. Compression was bumped from 8.5 to 10.5:1 and a 4V carb was installed. During the race the cylinder heads were replaced due to an oiling problem. Top speed was 135 mph and drum brakes were 3-inch wide in the front and 2.5-inch in the back.

A Challenger II had 3 inches sectioned out of the body center line. 

A Challenger III, in the photo, was built with the 3-inch section along with the fastback configuration. The rear window was plexiglass with an aluminum roof. 

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