SAAC Forum

Quote from: shelbydoug on November 30, 2023, 07:04:50 AM
While this subject is open, I have a few questions.

1) Is that oil filler cap what is expected on all '67 GT500's or do they vary?

2) The Cobra Lemans driver's side valve cover is machined for clearance to the master brake cylinder for clearance. Doesn't the CS Shelby cover need that also?

3) Does the heater hose routing vary according to emissions or non-emission GT500 applications? Where would you expect to see it on a non-emissions car?

Which cap are you asking about?  The scalloped, "cookie cutter" cap on the drivers side valve cover was only used on the closed crankcase emissions/thermactor GT 500's(and '67 427 Fairlanes/Comets/Galaxies).  They could be Autolite stamped or no script un-stamped.
The chrome, Autolite stamped cap on the intake fill tube in the first picture at the beginning of this thread, is typically the style expected for a later car.  The earlier cars used the same style/shape cap that were stamped with the FoMoCo in an oval from my understanding.  Others will know approximately when the phasing in occurred for the Autolite caps.  I was also told that not all of them were chrome, and black painted variations of each type script cap were used sparingly throughout production.  Again, maybe someone has a more definitive time frame of usage.

Something I've been wondering about is did some of the closed emission/thermactor GT500's use the oil fill tube cap and spark arrestor system pictured below if the regular, straight oil fill tube was used instead of the C4AZ-6763-A curved fill tube with the nipple on the side that Jeff posted a picture of.  If so, then that opens up another whole batch of closed crankcase emission caps, scripts, finishes, shapes/sizes.

Here is a couple pictures I have.  One is from car #590, the other car I don't have the car number.  First picture is 590, other two are of the same unknown white car.   Can you please post a picture of your engine tag if it is an original?
Thanks,
Chris

Quote from: SFM66H on November 29, 2023, 04:46:20 PM

Quote from: Side-Oilers on November 29, 2023, 03:34:30 PM

Quote from: Bill Collins on November 28, 2023, 11:08:26 AM
I think it was Popular Hot Rodding. Published between 1962 and 2014, part of the Motor Trend group. Best known for their "Project X" '57 Chevy build series.

Hi Bill,

Yes, that was Popular Hot Rodding. A formerly excellent technical car mag (sort of combining Hot Rod & Car Craft's editorial breadth) that ended up in the soup-kitchen-mess of leftover stuff that spilled on the floor during too many publishing company sales/mergers.

PHR was never affiliated with Petersen, but got mixed-in with the Motor Trend Group (about three more company takeovers after Bob Petersen sold everything in 1996) in its last year or so, and was dead by 2014...a shadow of its former self.

PHR was originally the flagship of Argus Publishers Corp, a much smaller magazine company than Petersen (located in West L.A. about 6 miles from Petersen) that also published Super Chevy, Off-Road, VW & Porsche (eventually became European Car), drag racing specials, Motorcade (a new-car quarterly), Guide to Muscle Cars, Fabulous Mustangs, and others.

Company owners Don Werner and Gordon Behn were former Petersen guys. Werner was editor of Motor Trend (circa 1959) and Behn was in the Distribution (newsstand and subscription) dept.  They decided to compete with Petersen and opened their own company (Argus) in 1962.

The young guy in this photo was the editor of PHR at the time, George Elliott. He had advanced to Exec V.P. when I started there in '81 (George hired me!) He's a great guy, fun-to-work-for, very knowledgeable, and a natural race driver (cars and motorcycles.) 

I worked at PHR from 1982-87, before Carroll asked me to come to work for him, and thus also before I was at Petersen in the '90s-early 2000s. (Car Craft & Motor Trend.)

George and I are still friends, and I talked with him a couple of months ago. He's 80-ish and still loves fast machines. If anyone has a specific question to ask him about that Shelby article, I can pass it along. 
Van

Side-Oilers,

My magazine has this caption on page 60, explaining the period detail shot on page 61 that is being discussed in this thread:

The guy working on the Shelby in the period picture has the name George Elliott on his shirt, albeit not fully legible.

Thank you!  Interesting, early sand cast base with later injection mold lid. 

Quote from: eragtforty on November 14, 2023, 02:49:43 PM
Selling for friend 1967 GT500 air cleaner. He is asking 4500 but is open to offers

Eragtforty,

Can you please post a picture of the bottom side of the lid?

Quote from: azdriver on October 29, 2023, 11:12:18 AM
Why is Dennis offering so much to find #939?

Pat

Because it's the Jim Morrison car.

Quote from: davez on October 26, 2023, 05:04:39 PM
I believe the correct drums have a square hole punched between the lug holes

'67s have square holes.

Are these Ed Gullett posters from SAAC 3? 

It is usually stuck in the middle, underside of the rear fold down seat panel.  It helps keep that panel from rattling on the floor pan.  Not sure if '67s have one, but on a '69-'70, there is a raised rectangular area in the floor pan right above the rear axle, that it typically rests on. 

Quote from: azdriver on October 09, 2023, 06:37:57 PM
Have been told the two mounting holes toward the front of the shifter is a 68/up thing? Needed to line up with the adapter plate hole....


Pat

The '67 shifters have two mounting holes also.  This is off of car #591.

This is a big block shifter with the angled reverse lever.  A small block will have all three levers line up with each other when the alignment pin is installed in the shifter.

Quote from: tesgt350 on October 09, 2023, 04:16:18 PM
Why would any of it be different between the two Cars, don't they use the same Top Loader or does the Small Block use the Small Spline Trans and the Big Block use the Big Spline Trans?It that is the Case, is the Reverse Lever in a different location on the Big Spline Trans than it is on the Small Block Trans?

Small block and 390 are small input spline, 428 is big spline. Transmissions are different between the three engines.  But input shaft size has nothing to do with shifter.  The tail housings are different between the small block vs. big block and also how/where the transmission sets in the car is a little different, that's why the big block uses a shifter adapter plate also and the small block doesn't.

The '67 big block reverse rod is different than the small block because the reverse lever in the shifter for a big block is different.  C7ZZ-7B112-A is the big block reverse rod and is ~15-1/2" long.  The other two rods for the big block shifter are the same as the small block shifter and the same as '65-'66 V8 Mustang. The 3/4 gear rod is ~18-1/4", the 1/2 gear rod is ~14".

I typed a "9" instead of a "6".  C7OZ-6754-A.  I corrected it in the above post.
Chris

Quote from: shelbydoug on October 07, 2023, 06:00:04 PM
Here is the tube here installed. You can see where the tab bolts to the exhaust flange.

I have a spacer under the tab because the header flange is thinner then the iron manifold is.

When I bolt it down, it comes almost completely out of the block.

I'm aware that they usually will only seat about 5/8" into the block but this one barely makes it make it to the block. A picture here shows the ring about 1/2" away from the block and if you closely you can see the edge of the dipstick.

I tried to fix this by twisting the mounting tab so that it would come closer to the block. It still isn't enough to seat the tube.




I am very certain that this was a Ford Service Part that I bought about 30 years ago and had a white Ford sticker on it that was a C8 part number.

Now I could easily relocate or extend the mounting flange on the tube but then that re-calibrates how the dipstick will read so I need to find out what the issue is right now.


So the question remains, is there more then one dipstick application?


Since it is installed I can't get the exact length but it appears to be 9-1/2" long.
It looks like the length of the tube below the metal o-ring is 1/2".

The distance from the top of the tube to the top of the mounting flange on the tube is 2-1/2".

Like Royce said, The correct '67-'70 Mustang/Fairlane/Cougar Big Block FE tubes are C7OZ-6754-A.  That's the only one, never replaced by any C8 numbered tube.  I wonder if you might not happen to have the '68 289/302 tube, C8AZ-6754-A, that has been trimmed off a little at the end that goes into the block?   It's supposed to be a little over 10" long (similar to C7OZ) and has  mounting tab similar to the C7OZ tube but a little longer and is mounted down on the tube further from the top like you say yours is(2-1/2" down).   It also has a long bend in the middle like the FE tube.