SAAC Forum

Quote10 minutes I cant get back!

+1

More than once, his praise seem pretty damned faint.

CS first installed the Windsor V8 in 1961. Hummm. . .wasnt that 1962?

Very very cool.

Question: The car was heavily damaged in an accident and wound up with a fiberglass body.

Any details on who the manfacturer was and how was it fitted to the existing structure?

IMHO a lame-o review written by someone who doesn't know much about cars or racing, although it shouldn't be expected that he would. I do stipulate however that any dramatic narrative on Shelby's domestic life would have been unnecessary.



"In the tailoring of its story for untroubled consumption, it stumbles as much with its omissions as with its excesses." He got that right with the operative word being "stumbles."

Be thankful Ford built the King Cobra.

Yes, it was a glowing performance ember but it helped ignite Fox Mustang performance.

Plus, the Mustang II maintained the unbroken Mustang mechanical dna.

The 302 installed sucked then, but today, with aluminum heads, efi and toss in a supercharger and a Mustang II Cobra will live up to it's image.   

++1

don't you know that R&T is very trendy?

Great. Another potential video production on Ford racing produced by a group of Hollywood types who know nothing about the subject. I wonder if screen writer Mr. Schwartz will invest any time in research by reading Ford: The Dust and the Glory; Shelby GT40; GT40, besides the titles mentioned. I also wonder if producers would bother to employ any serious technical consultants.

Described as a "dramatic series," I ponder what "creative" character elements will be injected. Might they might include a scene where HFII sexually harrasses his secretary? Or Carroll Shelby bribes a Ferrari driver to sandbag his lap times?

No doubt CGI will be utilized, but will they film the car-to-car shots on a track that looks nothing like LeMans?

Since the dateline was 2017, I presume it didn't get made. But in Hollywood, films have been know to rise out of tortured development hell. Maybe it's not dead yet.

I attended the Bonderant School in 1993 and during orientation, he drove up on the track in a green Lincoln Mk VIII. While parked, I a fount of "impressive" automotive knowledge, opined that I didn't think that air bag suspensions would be superior to a coil spring configuration. Well he said hop in and proceeded to click off a hot lap around the track. It was a revelation how poised and controlled the car felt.  I'm sure he educated more than one member of the great unwashed enthusiast masses.

QuoteAs long as the next generation  is not a Ford GT-EV, I am okay with whatever Ford develops

100% Amen.

It has been suggested that Ford switched from the 1-5 to the 1-3 cylinder firing order because the two consecutive power strokes contributed additional wear on the number 1 main cap bearings.

QuotePerhaps the Dodge Division paid for the placement.

Good point. I hadn't considered that. Joe got the better car.
Also noticed the hood scoop detail in your photo that I hadn't seen before.

QuoteGreat to see other Mannix fans on here!

Thanks for the update. After looking at '68 Barracuda convertible photos, I think the Dart retains a styling edge. Any speculation why they stayed with the Dart for 2 seasons, since the show offered Chrysler a Barracuda showcase?

Lately I've been watching episodes of Mannix on cable, and it offers a late '60s/ early '70s LA automotive time capsule. 

Offered for your consideration are two vehicles. One is the original Mannix driver, a 1967 Oldsmobile Toronado that someone though would look cool as a convertible. IMO it doesn't look right even though it was the work of George Barris.

Since Chrysler supplied the cars, the second car of interest was Mannix's unusual '67 (?) Dodge Dart GT convertible. Unusual considering that he could have driven a Barracuda convertible. It also serves as an example how subtle custom touches transform a car. The styling was handsome to begin with. Next, a small spoiler was integrated on the rear trunk edge. Add on driving lights, custom wheels, and a Highland Green-like color and Mannix has a car that's noticed. I think Side-Oilers offered details about the car a while back.

The street scenes offer plenty of cars on view. I wonder if any Shelby's showed up on the show. BWTM. One episode ended with Mannix driving off in a 1967 Lime Gold Mustang convertible.

Ultimately, no one could have imagined that 20 years later, Carroll Shelby would be hip deep in his bib overalls creating Chrysler performance vehicles. 

Will they have a scene again where the door wont shut?

Of course the Ford GT should have a V8, although the EcoBoost V6 powered GT is very,very good.

QuoteRandy,
The updated GT-40 FIA form dated 68? listed the 4,942 displacement addendum, including the 5.0L crank set (C8FE ??) and G-W heads shown in the supporting photos.
I thought that was to homologate the JWA-Gulf  G-W engine for 68 / 69 seasons??
Were the JWA-Gulf  G-W all dry-deck using the Cooper ring sealing system?
Did they use both 2 & 4 bolt mains block configuration?

Thanks for the details

According to JWAE chief engineer John Horsman, writing in his book Racing in the Rain, Coopers Mechanical Joints developed  a head sealing system. It consisted of a seperate compressible ring inconjunction with an Aero Permanite backing gasket sealing the water passages. Horsman also comments that combustion gasses entering the coolant was an Achilles' heel of the 289 when it was raced at Reims in 1964. As a side note, Horsman adds that in the 1965 season 289 engines continued failing. Ford's tear down report noted that the failures were a complete surprise. Head sealing issues were traced to head bolts stretching.

The ring was designed to fit in a 0.060-0.062-in deep groove machined in the deck face.

During the 1968 season, Ford engine department was working on head gasket failures. Engineer Don Sullivan, along with Don Coleman were involved. Water passenges were sealed off and external pipes carried coolant to the heads. This configuration was used on the Trans-Am cars.

According to Horsman, they put the arm on Wyer to use this system. For Watkins Glen, two engines were built. One had Cooper rings (number 67/18) and the other was dry-deck (number 67/11).

Horsman wasn't keen on the dry deck sealing noting that he had no gasket failures with the Gurney-Weslake heads with Cooper rings. Ironically a dry deck configuration was used in the 1968 Le Mans winning car. It was trouble free partly, he explains, because the race was run in September when it was cooler. Finally at the 1969 Daytona 24 Hours, both dry deck engine blocks cracked.


As for the main cap question, when Ford sold their interest in Ford Advanced Vehicles (which became JWAE) they included 50 Windsor blocks with four bolts on the 2-3-4 mains.