SAAC Forum

Quote from: 1967 eight barrel on April 08, 2019, 01:53:44 AM
No one has a cam cut around the max compression of the springs, but the cam requirements. The springs are chosen to work with the cam.  You're not going to be turning 7200 rpm on the street and you're going to lose all your bottom end with cam designed for that rpm range.
                                                                     -Keith

You can if you already have the springs and don't want to change them, within reason. Not saying this is the best solution but I've done it in the past and it's worked well. Additionally, this is the exact case the OP is in.

In my '66, I have 1-inch dropped springs and the Shelby/Arning drop. If I jack up the front end and remove the wheel, the spring still has enough tension to not want to come out easily. However, once I unbolt that side's sway bar, the UCA literally drops until it hits the body, if I let it. I usually place a floor jack under the LCA and then unbolt the sway bar so that I can slowly lower the suspension. Once lowered, these dropped-springs literally fall out and a compressor isn't needed.

I do have the correct spring compressor which bolts to the spring perch, in place of the shock, and compresses the spring/perch/UCA, but then you must either unbolt the perch or remove the UCA and that was more work than just unbolting the sway bar.

Quote from: silverton_ford on March 28, 2019, 12:51:07 PM

Quote from: Brent on March 28, 2019, 12:34:30 PM

Quote from: Rocket on March 28, 2019, 11:57:49 AM
Why is there no list of owners, and previous owners, like in the last '65 thru '67 registry. That was very nice to have when looking up who owned each car over the last 50 years. Maybe it can be included in the future ones. Ron

In the new Registry, literally the entire last half of the book is exactly what you're asking about; each car's detailed history with previous owners listed. Obviously some cars don't have complete info listed if the Registrars never received updates but most cars have some details.

Rocket is talking about an index of owners with corresponding VIN numbers after all of the registry entry's. You can look up by owner's last name and then see which car/cars are tied to their name, then you can flip to the entry and read the details.    The latest 1968-1970 book didn't have it either.  I imagine it is a much larger task to undertake.  Most likely very time consuming.  I think the previous book spoiled us with that part....    No complaints here, the book is an awesome reference source that not a lot of other car marque's have in our hobby.

Thanks for clarifying, Brian!

Quote from: Rocket on March 28, 2019, 11:57:49 AM
Why is there no list of owners, and previous owners, like in the last '65 thru '67 registry. That was very nice to have when looking up who owned each car over the last 50 years. Maybe it can be included in the future ones. Ron

In the new Registry, literally the entire last half of the book is exactly what you're asking about; each car's detailed history with previous owners listed. Obviously some cars don't have complete info listed if the Registrars never received updates but most cars have some details.

Quote from: CharlesTurner on March 26, 2019, 11:15:47 PM

Quote from: Brent on March 26, 2019, 05:13:40 PM
Thanks for this! You're right, I re-read page 12 of the new '65 Registry and it states that end of March is when GT350 production picked up in the new (LAX) location with the new facility's grand opening being end of May.

So I'm guessing since the first batch of 110 SJ Mustangs were completely delivered to SA-Venice by Jan 4th, '65, that before production began in March at LAX, they had transported/driven the remaining unfinished knocked-down Mustangs to the LAX site?

Might be better to split off into another topic...

Of the 110 cars received by Jan 4 (I think 5019 arriving by itself on that day could be an accounting error), all of them had work started except 5S109/110/111/112/113, which those appear to be the first ones started at LAX on 3/29.  Hard to say what the condition of unfinished cars were and if they were trailered or driven to LAX.  It took until 4/26 to finish the 45 or so street cars and some of the R models that were originally received at Venice.  I guess the balance of the 110 cars were R models started/not-started.

What's interesting is that of the 2nd batch starting to be received on 3/19, the first one wasn't completed until 4/23 (5S163).  Starting on 4/26, the completion of cars really started to take off.

Definitely interesting! Thanks for elaborating.

Congrats! Love that green color! It'll go great with all the flora of WA. Enjoy!

Quote from: CharlesTurner on March 26, 2019, 04:47:02 PM

Quote from: Brent on March 26, 2019, 03:02:30 PM
I've received my '65 Registry and it's been a great read, however, I couldn't find a particular piece of info. Does this new book state anywhere how many GT350s were completed at the Carter Rd, Venice, location? I see on Pg 14 where it discusses the first 110 Mustangs which were delivered from SJ to the Venice location, but nothing about SFM serial numbers completed before the May? move to LAX.

Thanks!

In the old registry or maybe the new one too, it's noted that up to car 5S069 was the last number finished at Venice, but the actual count was about 45 cars with completed dates before/on March 8, 1965 (not counting 001/002/003), which is the same day 5S069 was completed.

I'm not sure I have seen an actual date that production shifted to LAX.  There was a 1 week break in 'cars finished' between Tuesday 3/9/65 and Tuesday 3/16/65 with 5S060 being the only car 'finished' that day.  The next day, 12 cars were finished on 3/17/65.

Thanks for this! You're right, I re-read page 12 of the new '65 Registry and it states that end of March is when GT350 production picked up in the new (LAX) location with the new facility's grand opening being end of May.

So I'm guessing since the first batch of 110 SJ Mustangs were completely delivered to SA-Venice by Jan 4th, '65, that before production began in March at LAX, they had transported/driven the remaining unfinished knocked-down Mustangs to the LAX site?

I've received my '65 Registry and it's been a great read, however, I couldn't find a particular piece of info. Does this new book state anywhere how many GT350s were completed at the Carter Rd, Venice, location? I see on Pg 14 where it discusses the first 110 Mustangs which were delivered from SJ to the Venice location, but nothing about SFM serial numbers completed before the May? move to LAX.

Thanks!

Quote from: Bob Gaines on March 20, 2019, 12:56:01 AM

Quote from: BrentW on March 19, 2019, 11:37:25 PM
I assisted with judging at SAAC40, with Brant, but I guess I'm not clear on how awards are decided. I thought the head judges comprised the Board; is this not the case? Can someone outline how a car is determined to receive an award after the judge who actually rated the car submits his points sheet? Thanks!

If I understand your question correctly then you are mistaken if you think that the judge determines the award. They do indirectly. For a particular class the sheet with the deductions for all of the given category's of the car are submitted to the tally room . The tally room adds up the deductions and subtracts them from a standardized total for the given class. A award is given based on the points total.  A minimum percentage amount of points is needed for Gold ,Silver and Bronze awards . As the system stands the judge is not supposed to know what award is given for a particular car prior to the award being announced (at the banquet typically). This is because he/they are not supposed to tally the sheets before the tally room does. The judge determines the award in so much as he/they find the items to be deducted ,indicate what they are on the sheet and access the value for the given item to be deducted based on a percentage given for the area being judged. Someone else adds up the sheets and determines if a given car has the points to merit a award.     

Thanks, Bob. I understood that the individual judge didn't determine awards but I thought it was the head judges' decision. Who works in the tally room and are the Board and head judge(s) not the same?

I assisted with judging at SAAC40, with Brant, but I guess I'm not clear on how awards are decided. I thought the head judges comprised the Board; is this not the case? Can someone outline how a car is determined to receive an award after the judge who actually rated the car submits his points sheet? Thanks!

Awesome, thanks all!

Quote from: CSX2259 on March 06, 2019, 09:57:25 PM
Basically, the stages depended mostly on the carburetion system that was ordered with the engine, with the Stage III being the highest horse power available and it having the Weber 4x2V intake manifold system. The next highest HP engine was the 2x4V (Carter) intake manifold system and the last being the 1x4V (Holley) intake manifold system. All of these were based on varying degrees of preparation except the Weber 4x2V equipped engines which were only available in a full competition form. For example, you could order your 289 Cobra with s 1x4V intake system, a 2x4V intake system installed on a stock 289HP engine or have that 289HP engine race prepared to become a Stage I or a Stage II respectively. The Stage III was only available as a fully prepared racing engine and was only available with a Weber 4x2V intake system. It is also noted in the catalog that depending on the "Stage" of the engine build that there were different camshafts available with a listing for a "roller" camshaft for the Stage III engine, this has been suggested as being false because of the various racing organizations rules governing "roller" camshafts. Also just because a Cobra May have been ordered with a 1x4V or 2x4V intake system doesn't mean that they were a Stage I or Stage II equipped Cobra, it would have to have been specified as such when the Cobra was ordered new.

Thanks! If there aren't any physical differences between a Stage 1 or 2 and just ordering a Cobra with a 1x4V or 2x4V, then is the only difference that the stages were offered from SA while just ordering a Cobra with an upgraded induction system was through the dealer?

I've noticed recently with some Dragonsnake listings and other Cobra ads that 289 engine upgrades were offered as Stage I/II/III. Can anyone explain the differences each of the stages offered?

TJ's post is probably a good solution for ease of installation and cost. Revology Mustangs come with a key fob and linked push button start from Advanced Keys. It'd probably look too modern and out of place in an otherwise stock classic though.
https://advancedkeys.com/products.htm

If you go with Branda, or any freight shipment, try to find a local business you can use for the delivery. I was fortunate that when I bought my hood my car was getting painted and I could have the hood delivered to the paint shop because otherwise residential freight delivery costs more. At least, this was my experience.