Original 289/Weber Carb Question

[SuperNovaSS]

more pictures:

[Dan Case]

Jason, You are not the first to ask. My opinion, a custom made part to get by some modern vintage race organization rules or another. With custom vintage race transmissions, differential housings, cylinder blocks, cylinder heads, and multiple 4V intake manifolds floating around why not an IR 8V intake? There is a Ronwill speed parts and racing business in Sweden. I sent them an inquiry and got no reply.
http://www.ronwill.se/index.php?menuitem=1

C4OZ-6B068-C was a Ford Motor Company sales, not engineering, number for the entire 8V induction kit early in 1963 into 1964 using 4 each 48 IDM1 or 48 IDM5 carburetors, all the brackets, all the linkage, and the water neck / fuel log to take out of the box and install on a Cobra. The advertised suggested retail price was $1,230.70. There were new economy type cars for sale in that price territory.



S1CR-9423 was the Shelby American sales number for the final "COBRA" version of induction kit using 4 each 48 IDA or IDA1 carburetors. The kit was aimed at racers in general and not Cobras as the layout was not submitted to or approved by the FIA for Cobra roadsters. This kit did not have everything required to outfit any kind of racer; did have a Geon® instruction booklet, water hoses, water hose clamps, and gaskets. The suggested retail price was $595.00. This version of kit was sold into 1967. Dean Moon sold the exact same kit under his sales number MWM-101. It was replaced by a similar kit in mid 1967 under number SFJK-9510-E with a “SHELBY” lettered intake. Lincoln-Mercury sold a similar kit in 1967 under number S7WK-9423 with a “COUGAR” lettered intake. All versions had a suggested retail price of $595.00.

The casting in question combines sales numbers for induction kits into one part mixing 1963 and 1965/67 marketing into one item. Somehow they missed the number for 1964-65 FIA approved for Cobras system kit under Ford sales number C5OZ-6B068-A using 48 IDA/IDA1 carburetors; this kit did not have everything required to outfit a Cobra; suggested retail price of $695.00.

The RONWILL name and other number cast in mean nothing to me except there is a speed parts business over seas that race prepares Fords by that name.

The boss for the thermostat housing is machined in the style Ford converted to roughly March 1965 (Thank you Bob Mannel's book for that detail.), which requires the correct thermostat water neck to go with it.

The size of water passages are very much larger and shaped differently than any of the known factory COBRA/SHELBY/COUGAR/FAV/Ford SK/FoMoCo intakes for 4-2V.

[ALF]

Originally Posted by Dan Case

It was replaced by a similar kit in mid 1967 under number SFJK-9510-E with a “SHELBY” lettered intake.

MANY THANKS for the provided information as I use one with my 48IDA Weber'.

[Dan Case]

Originally Posted by ALF

MANY THANKS for the provided information as I use one with my 48IDA Weber'.

You are welcome. Back in the 1980s I got the idea to obtain one of every aluminum 4V intake used or sold by Shelby American for 260/289 c.i.d. engines. I started buying an intake here and there. Then I got the idea how many different versions there were. At one point in time my wish list had something like seventeen (17) versions covering three (3) casting companies two (2) shops doing the machining plus intakes were sent out to be race prepared by at least two (2) different contractors. Whew ! Since then I have learned of more 1965 and 1967 made versions. In 1965 Shelby American also offered a semi-finished piece that racers could machine any way they wanted. I dropped that collection idea.


Then I said what about intakes for Weber carburetors. That list grew quickly and that idea was also scrapped.

If either ‘intake collection’ had ever come about I would have needed a lot of wall space. The cost of such collections would also been significant to our budget even spread over many years. I settled for something smaller.

All of these are original mascots and identifiers. Some are new old stock. I am only missing one piece to have a type set. It is unlikely that I will ever get a S1CS-B Version 1 mascot. I have never seen one except in day one pictures or on an unrestored early Cobra. I started collecting for this set in the summer of 1972.

[1795]

Dan,

Those look like DCOE's to me. Same orientation, body and air horns.



Do you know if they made any modifications to the cold air intake to redirect the air for a side draft carb? On my MGB I fabricated a cold air box that would take air from the side of the radiator and block any air coming through the radiator from the air horns. A hood scoop would not feed side draft carbs very well.

Jim

[Dan Case]

Originally Posted by 1795

Dan,
Those look like DCOE's to me. Same orientation, body and air horns.
Do you know if they made any modifications to the cold air intake to redirect the air for a side draft carb? On my MGB I fabricated a cold air box that would take air from the side of the radiator and block any air coming through the radiator from the air horns. A hood scoop would not feed side draft carbs very well.
Jim

I have no idea as no pictures of such an installation in a Cobra have turned up in public that I have come across. There are pictures of what look like a painted sheet metal or wooden mock up side draft intake stored in the Petersen archive online.

https://archive.petersen.org/pages/v...it=&ref=860918


(The first down draft “Weber” intake for a Cobra was a mock up made of wood and painted to sort of look like it was an aluminum casting. A picture of the mock up was included in an early Cobra / FIA registration form set. Early on Shelby American created a collection of ‘cold air boxes’ for down draft systems. For whatever reason cold air boxes were rare after mid summer 1963. Most works prepared racers did not use cold air boxes. It also didn’t take long for Shelby American to determine that baffling or completely blocking hood scoop nacelles was real important. )

(LOL, any complete collection set of intakes would require those two wooden mock ups.)

[CompClassics]

It is my understanding that the largest side draft available for the side draft application at the time was a 45 mm, unfortunately this size would not provide the needed performance that was needed for the 260 application, nor was it easily enlarged. Instead of reinventing the wheel SAI changed their manifold configuration to utilize the readily available 45 IDM that Maserati was using on their V8 F1 engines that could easily be enlarged from 45mm to 48mm creating the 48 IDM model. Eventually Weber transitioned from sand cast manufacturing to die-cast manufacturing, supposedly with Fords help to increase production volume. The manufacturing change led to 48 IDM being made obsolete and the 48 IDA the new Weber performance carburetor and it has been for decades now.

It is very interesting to note that Jim Hall never transitioned from 48 IDM to 48 IDA Webers and used them all the way into his Can Am program in 1968.