SAAC Forum

Quote from: silverton_ford on October 04, 2023, 12:25:02 PM
Sad news indeed.  He was always willing to help and a good genuine person to be around.  We are going to miss Randy very much.

I have attached his Shelby American interview from the Summer 2018 issue.

Another good article on Randy and his car - http://www.myrideisme.com/Blog/shelby-350h-unrestored-and-30-years-racing/


He was also in Mustang Monthly June 2014

Randy started me on my hunt for the BOSS 302 standard flange T/A intake manifold when he told me that it was the best BOSS 302 intake manifold ever. Then he told me he would sell it to me when he was finished with it. Yeah, right, you'll never be finished with that intake manifold. We identified 10 of them, once I called Randy and told him I found the eleventh one. Randy just pointed out it was still one of the ten that had changed hands. They almost NEVER change hands! So I put an advertisement out that said call me with your stupid price and I will pay it. Roy called gave me his price and now I am building an engine around that intake.

From the referenced article;
"This engine was first built with the Tunnel Port 302 heads but later were replaced by Edelbrock Victor Jrs. I use the Trans Am dual four barrel intake and a roller cam. The best time with this engine is 11.15@120 mph. The best ever was 10.75@125 with a stroked (351ci) Boss 302."

So long Randy Gillis, thank you for the time you shared and the insight you gave. I'll always remember the time we worked together.


John

I heard the news yesterday and was quite upset. I first met Randy when I was into BOSS 429s and FE motors. As much as we acknowledge him as a great source of information on the Cleveland headed engine, both 351C and BOSS 302 his detailed knowledge swept the entire FoMoCo spectrum.

The question that I always remember him asking when someone came up with some bizarre new thing that didn't seem reasonable was how did that project get paid for? The accountants didn't just let someone say hey! What if we built a tripower for such and such. There had to be project approval and codes for expenses to be directed to the person in charge.

Very sad.


John

I'm very sorry to report that Randy Gillis passed away last Friday. Heart attack. I knew Randy for over 40 plus years. Very sad time.



John

One of the members I respect the most has a really low post count. The member I respect the least and go out of my way to ignore has a ton of Florida based posts.


Just saying.

John

Quote from: NC TRACKRAT on August 14, 2023, 03:06:33 PM
For cars like ours, people buy what they want and what they can afford.  Some can afford more than others.  The market determines value and this is a perfect example.  Someone wanted this car and this is what they thought it was worth.  No one else thought it was worth more.  For those of us who are enthusiasts rather than investors (or speculators), we don't really care what the market thinks. If the market "tanks", it won't matter to some of us.

I have advised people to never buy anything that they don't want to get stuck with. I own what I love. I lust after cars that I am not willing to pay for.

Quote from: Clifford on August 11, 2023, 07:40:45 PM

Quote from: Bill on August 11, 2023, 03:38:37 PM
Strange first post on the forum, as if, and almost like this was a strange and twisted way to get leads on 67 Shelbys for sale.

Strange, but perhaps true, or not. 

No, I just don't have much to say Shelby-wise. I don't come over to the SAAC forum very often unless it's to research something on '67s. Plus like I said my Shelby is at the end of a long line of projects awaiting my attention. Too little time, too many cars, and not enough space!

Didn't realize I never posted here before. I'm a long-time owner of 1855 by the way. My name is listed in print in the 2011 Registry. You'll normally find me yacking over at the BOSS 302 website and also under the same screen name, Clifford. Lately I've been working on my 1970 BOSS vintage race car.

I thought the call asking if my Shelby was for sale was worth sharing with other fellow 1967 GT500 owners. If your GT500 Shelby VIN is higher than 1855 then there's a good chance you'll probably be getting a phone call sometime too assuming Chad started low and is going up the list. Plus if he called me some of you other guys probably got call too and could shed some light on who he is.

I can attest that Clifford is legitimate. He has been posting in BOSS 302 world for a long time.


John

Quote from: pbf777 on August 10, 2023, 04:33:32 PM
     This coming from what is often these days identified as a "Day-Two" person, but particularly if you come up with a proper period Paxton I'd go for it!   

     Scott.

   

"Day Two Rocks" people have been plugging holes secretly in all kinds of places so that you can go see the same cars all in a row at judged shows. Let someone else get excited and have what you want.


John

Drew should be your only choice for the 3259. There are so many variables in correctly setting up the LeMans bowls that so many Holley people don't understand that can cause a fire that should make you run away.

I just did a 3259 they take a lot of attention and I only do carburetors for my own needs. Drew has the parts and the knowledge.


John

Mark did a great job of setting up the tent and even made us lowly BOSS 302 owners feel welcome. Gary's 5S243 was a fun car to stare at for a while.


John

Someone was looking for her in 2005.


John

https://www.boss302.com/smf/index.php?topic=18598.msg594787#msg594787

Quote from: SFM66H on May 18, 2023, 09:14:19 PM

Quote from: JohnSlack on May 18, 2023, 06:28:21 PM
The two piece seal that are being sold today NEED to be fitted to your block. The las one I installed was.045" proud on both ends. You place them in the block, make sure that they are fully seated and then make sure that there is only .005" to 0.010" after fitting left proud of the block, then trim the cap end to similar dimensions. Then keeping the cap piece with the cap and the block piece with the block offset each end about 5/16" and place it all together. I clean the ends of each seal and carefully put a small - very small thin coating of LocTite 574 on each seal end and put it together. Use a one piece pan gasket and your done.

John,

Can you please share the specifics (brand, part number, sealant, tips, tricks, etc.) of the one piece pan gasket of which you speak?

Thank You!
Kieth

Kieth,

It's FelPro part number OS1326OT. They say use it dry, however if you don't trust that a little Ultra Black thinly applied is good.


John

The two piece seal that are being sold today NEED to be fitted to your block. The las one I installed was.045" proud on both ends. You place them in the block, make sure that they are fully seated and then make sure that there is only .005" to 0.010" after fitting left proud of the block, then trim the cap end to similar dimensions. Then keeping the cap piece with the cap and the block piece with the block offset each end about 5/16" and place it all together. I clean the ends of each seal and carefully put a small - very small thin coating of LocTite 574 on each seal end and put it together. Use a one piece pan gasket and your done.

Quote from: pbf777 on April 13, 2023, 11:43:09 AM

Quote from: JohnSlack on April 13, 2023, 01:15:39 AM
Ford didn't want to go through with the Gurney Weslake heads as they were not interested in a not inhouse head being homologated for T/A racing.

      And part of this perspective was certainly the fact that the reworked for the "302C" application cylinder head could be had at a significantly lesser cost than that of the G.W. units.   

      Also, I know it's often voiced as the cause, perhaps utilized as the scapegoat or just simply the vocabularic identifier of a bad scenario, and although was probably less than ideal, but what ever is, particularly in hindsight, but don't everybody gang-up on the poor old Tunnel Port head as it sure has reap more than it's share of the blame for the failed '68 T.A. season.  But I also believe the failures of that years racing program was due to many factors, and often many not having anything to do with particular cylinder head in use.   

      Scott.

Scott,
Correct on the Tunnelport 302 heads taking the blame, however unfortunately they got clobbered with the blame. At that point the Tunnelport engines were shipped out of Dearborn and the team was told to run them as-is, the teams were not allowed to be involved with their preparation and sadly the Dearborn engine builders were dropping the ball. Quality control wasn't up to racing standards. Part of the Tunnelport 302 engine problem #1.

In addition the engines had a front sump oil pan and the oil was staying in the back of the pan and the sump would go dryer and there wasn't sufficient oil to use. Tunnelport engine problem #2

The ports really are an issue that if more racers got to play with camshafts and valve springs probably could have been resolved. But nobody was allowed to play in that sandbox. Tunnelport engine problem #3

Valve spring material technology sucked back then
Tunnelport engine problem #4,

Want to keep going there was lots of blame but when Bud Moore got into the game with the singular goal ( remember he was not as involved with NASCAR during the 1969/1970 years) of winning the SCCA championship things changed.


John

Engineers at E&F did it. They did it in response to the issues with the Tunnelport 302. A 1968 team car was tested at Riverside with the 1968 Tunnelport heads, The Gurney Weslake heads, and another set of the future 351C heads to compare their performance. The Gurney Weslake heads actually came out on top. The 351C heads were 2nd, the 1968 Tunnelport heads were 3rd. Ford didn't want to go through with the Gurney Weslake heads as they were not interested in a not inhouse head being homologated for T/A racing.


John

Ed,
Totally respect your choice after I sold KK1383 I chased a black 427 435 Horse coupe for a long time. I had just finished an engine for my attorney's 1966 427 convertible Corvette and I wanted that coupe pretty bad. I think that the owner could see how much I wanted the car because he priced it accordingly. Then my attorney sold his 1966 convertible (my second choice) and didn't let me make an offer. So I found myself back in the BOSS 302 world and still enjoy that, even though if the right 1970 SS454 Chevelle showed its face I might have to look at it.


John