1967 mustang vin number decoder bass,search car value by vin 2014,identification of vehicle suspension parameters by design optimization,how to check a car's accident history for free online - New On 2016

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250 cars were ordered from Ford at the end of the 1965 production run from the San Jose plant.
The carryover cars were ordered from Ford with the 1965 GT optional instrument cluster with the associated GT wiring harness and oil & water sensors. 1965 Radio blockoff plate – Concave on the sides with 4 sharp corners, not convex on the sides with the 2 top corners rounded off as in 1966. Disc brake round master cylinder had a brass fitting in front that the brake line screwed into. 1965-style rear end housing – The center of the ‘65 housing is round or domed from when viewed from behind. 1965-style Rubber axle bump stop “snubbers” – Mounted on the inside of the rear frame rails because of the over-ride traction bars.
Koni Shocks – Koni Shocks were standard on all ’65 Shelbys and were installed by Shelby American on 1966 GT350s up to 6S952.
Plain inner wheel housing on rear, passenger side – with no indentation in the trunk area for spare tire clearance like later 1966 cars had. LeMans Stripes – The carryovers were like the rest of the 1965 & 1966 GT350s when it came to the LeMans stripes.
Ford Rotunda racing style mirror – Not all carryovers had an outside rear view mirror from the factory, but those that did usually had the Rotunda mirror that was used on the other 1966 GT350s – not the Talbot mirror that was sometimes used on the 1965 GT350s. 1966-style crescent shaped cutout in the lower center of the instrument bezel stamping in the dash. 1966-style rear shelf with ribs and no provision for the spare tire (on cars without rear seat).
No Detroit Locker (in most carryovers) – The Detroit Locker ratcheting rear end was standard in 1965, but optional on 1966 GT350s. 1966-style wiper setup – Late 1965 & all 1966 cars had a raised area half-way around the wiper holes in the cowl (on the side toward the windshield). Water pumps and timing covers – While not technically a 1966 feature, it should be noted that all the carryovers had cast iron water pumps and ribbed timing chain covers. Pedal Pads – Sometime in 1965 Ford transitioned from pedal pads (gas, brake & clutch) that had no groove around the outside edge to pads that did have a groove around the outside edge. Fender Bolt Washers – There were two types of fender bolt washers used on 1965 & 1966 Mustangs.
All-Chrome Grille Joint Covers – On 1966 Mustangs and regular production 1966 GT350’s the grille joint covers have some argent silver paint to make that portion blend in with the rest of the grille opening. No Tach Bracket Spacers – Most 1966 GT350s got spacers under the tach mounting bracket to keep the dash pad from being compressed too much when the tach mounting screws are tightened.
Differential Tags – The carryover cars were the only GT350s to receive C5ZX-B differential tags denoting their 1965, Shelby application, open-drive differentials. Manuals (1965 or 1966?) – There were 1965 and 1966 versions of the manuals supplied to new owners; usually by placement in the glove box. Vehicle Production Sequence – Shelby VINs were assigned as the cars were delivered from Ford, but the cars were not always taken into the shop for completion as GT350s in numerical VIN order. European Vintage Racing – Vintage racing is very popular in Europe where the governing body is the FIA. Tachometer Cup & Mounting Bracket – There were two different tach cups and two different mounting brackets used in 1966 GT350s. Header Bolts – There were two different header bolt styles used on 1965 and 1966 GT350s; one is referred to as “countersunk” and the other as “Rockford”.
Grille Brackets – Regular Mustangs had hood latching hardware that doubled as a brace from the radiator support to the top center of the grille. The production at San Jose of the 250 non-prototype carryovers was done on several different days over a roughly 5 week time period.
Leather Pads (Color) – Most leather pads in 1965-66 were black on top and natural tan on bottom, but there are exceptions to this.
Leather Pads (Attachment Point) – Some belts have the leather pad attached under the latch, and some have it attached under the link (tongue). Labels – Ray Brown made the 3″ wide, aircraft style lap belts for the Cobras and 65-66 GT350s.
Latch Links – The narrow metal tongue that slides into the latch when the belts are fastened. MARECO Letters – Some latch links had MARECO in raised letters on the metal, and some did not.
The proper fuel pump for a 1965 or early 1966 GT350 is a unit manufactured by Carter for Ford.
Besides the 3939S, there is also a Carter 4201 dual-spring, HiPo fuel pump that was installed on later 1966 Shelby’s.
The 3939S fuel pumps are a very rare item today because most of the originals were discarded when they failed as they were difficult to rebuild.
Note: The very early version of the HiPo fuel pump was a 3623S, and had the upper and lower halves held together by screws instead of being crimped together.
Three different vendors supplied jacks to San Jose during the 1965-66 time period; two of which are more prevalent than others. If I'm not mistaken, when a vehicle is purchased new whatever the Vin# and data plate has on it is what the vehicle should have on it (ex. No, what I actually asked for was verification that the vin# and data plate, for a Mustang purchased new from the dealer, would be 100% correct. They stamped the VIN on the driver's side inner fender where there is about a 3" cut-out. Decoding small block chevy engine suffix codes and stamped, Decoding small block chevy engine suffix codes and stamped .
Identifying and decoding your small block chevy motor, Small block chevy identification by speedway motors created 2014.
Engine suffix stamping codes menu: in this event check the block casting id and then see what years the block id was used to pin down what year block you are.
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Ford also installed open drive differentials instead of the Detroit Lockers used in the cars destined to be 1965 GT350s. There were two VIN tag styles for the first two years of the GT350 – 1965-style and 1966-style. 1965 side vent drip pans had a short tube or pipe-like extension on the drain hole in the pan. As opposed to the 4201 fuel pump that came on the later 1966 cars and had a fuel filter at the carb.
The change of styles appears to have occurred in the late March – early April 1966 time frame.


On most 1966 cars the brake line went directly from master cylinder to proportioning valve with no brass fitting.
The 1965 GT350s and all the carryover cars had a piece of inner tube (with a slit in it for the bar to fit through) pop-riveted over the hole in the body where the traction bar passed through. Standard Mustangs had 2 brackets on the rear floor pan (one on each side) that provided extra support for the lower portion of the rear interior side panels. The 1966 chassis cars with under-rides used stock Mustang snubber brackets with no modifications. The use of black actually continued after the carryover cars – at least thru the production of SFM6S1757. The ’65 GT350s and the carryovers (except 6S023, the prototype automatic transmission car) had all-aluminum 4-spd transmission cases. In 1965 the “GT350” letters were tape (3M ScotchCal adhesive backed vinyl decal) and the side stripes were painted.
Note: The first 400 – 500 1966 cars (including the carryovers) had a smaller diameter Cobra logo on top of gauge face, and hash marks in-between the numbers pointing inward. The regular ’65 Mustang stamping in the dash did not leave quite enough clearance on the bottom for the large round speedometer in the ’65 GT instrument bezel. The 1965 cars have this, but the only ’66 cars with drive shaft loops were the 4 factory drag race cars (011, 018, 021, and 182). Of the carryover cars only the 4 factory drag race cars (011, 018, 021 and 182) were built at Shelby American with lockers. Before May of 1965, 289 HiPo engines had aluminum water pumps and smooth timing chain covers.
Type-A (commonly referred to as 1965 or rectangular) has 2 large rectangular cutouts in the framework.
In 1965 there were two humps in the rear floor pan – one on either side that allowed the parking brake cables under the car to route over the rear frame rails.
The carryover cars were built after that production change and most have the later “grooved” pedal pads. Most experts believe that 1966 versions of these manuals would be correct for carryover cars, but there is at least one known exception.
For example, you could reasonably expect that 6S240 was produced after 6S087 because their Shelby VIN numbers are quite far apart.
One tach cup was painted crinkle-black and was mounted to the dash with a “rounded” bracket.
The countersunk-style had a countersunk indention in the bolt head and is believed to have been used during the 1965 GT350 production run. On regular production Mustangs that is the only Ford VIN stamping on the unibody that is visible after the fenders have been bolted in place, and it is used for legal purposes. That pretty much rules out the idea that this was an isolated equipment problem or a simple human error. The fact that no other Mustangs or GT350s are known to have this trait would seem to be an important clue to the reason why. The only known exceptions are the R-models which generally had cadmium satin finish hardware. We are aware of 3 sets of known original belts in carryover cars that are natural tan on both sides of the pad.
We are not currently aware of any reason for the difference or pattern to when each style would have been used. At some uncertain point long snap hooks became predominant, although short hooks continued to show up sporadically. An excellent reproduction of this filter canister is now available from several Mustang parts suppliers – including Virginia Classic Mustang, the sponsor of this site. Do not remove spark plug wires from the distributor or spark plugs while the engine is running.
Without these cars in the pipeline Shelby American would have had to shut down their assembly line for about a month and a half. For 1966 (and For NOS service fenders) that lip has three bumps (also called humps, tabs, triangles, crash triangles, diamond tabs, arrowheads, or raised areas) in it. Somewhere around SFM6S800 (give or take a hundred of so) the cars started receiving standard 1966 289-V8 motor mounts.
Although several 1966 chassis cars do currently have lowered A-arms, evidence indicates that those cars were modified by enterprising owners. Most of the later 1966 GT350s that got over-rides had a kink (offset bend) to the side about halfway along the bar to improve clearance at full jounce.
Then a rough fiberglass box was placed over the traction bar and mounting bracket on most cars.
For 1965 GT350s these were deleted at the San Jose factory because they would be in the way of the over-ride traction bars. And the prototype Hertz 4-speed car, 6S048, was painted black & gold by Shelby American. So in 1965, the cars destined to have the GT panel had an extra indentation stamped in the lower side to allow for clearance.
Only 95 of the 1966 GT350s are believed to have come with the rear shelf, and 82 of those were in the first 252 cars.
It is listed here in the 1966 section because it was only used on some of the 1965 cars, but on all of the 1966 cars.
Type-B (commonly referred to as 1966 or 4-hole) has 4 holes cut out in the framework; two in each of the rectangular areas. In 1966 the rear floor pans were flat in that area and the parking brake cables routed under the rear frame rails.
There were a number of exceptions to this general rule – including a few cars that had star washers on one fender and disc washers on the other. The carryovers were being converted at Shelby American before the start of production of the 1966 Mustangs.
The prevailing theory is that Ford and Shelby American intended that all the manuals be stamped like this, but for various reasons that didn’t always get done.
But if comparing cars closer together, like 6S081 and 6S086, it is difficult (if not impossible) to know for certain which one completed its conversion into a GT350 first. The other tach cup was chrome plated and was sometimes mounted with a “triangular” bracket. The Rockford-style has a flat head with “ROCKFORD” inset around the 3 bars that designate a grade 5 bolt. So 1965 GT350s dispensed with the Mustang hood latching hardware and had a one-piece stamped sheet-metal replacement part to support the center of the grille. If either of those were the cause then not just carryovers, but many regular Mustangs would also have been stamped like this. Is it possible that Ford used this “hidden” stamping location because they knew these were 1965 Mustangs destined to become 1966 GT350s? There were no anchor points to attach belts to, and there were no slots in the rear seat cushion to feed the belts through.


There are six specific features of these belts that deserve special attention – the plating, the leather pads, the labels, the floor snap hooks, the latch links and MARECO letters.
So far the only belts we’ve seen with those letters have been the long latch link type. Another distinguishing feature of this particular fuel pump is the button on the top of the casting. When that pump was used, the fuel filter was an inline type attached to the input of the carburetor. Production of that version of the pump ceased long before the carryovers were built and there is no evidence that a pump of that type was ever installed on a carryover at the factory. They didn’t start putting date codes on the jacks until 1967, and even then not all manufacturers did that.
So these cars were meant to “carryover” Shelby American until the new 1966 Mustangs arrived in October. When they arrived at the Shelby facility they received some modifications that are considered fairly exclusive to the 1965 GT350s, and some other changes that were specific to the 1966 GT350s. The change to the 1966-style tag did not occur immediately with 6S253, but did happen within the next hundred or so vehicles. Later 1966 GT350s with over-ride traction bars had a molded rubber boot that sealed much better than the inner tube and did not require fiberglass boxes. This practice continued through the carryovers and the other early 1966 chassis cars that received over-rides. A few of the later 1965 GT350s and all of the 1966 GT350s, including the carryovers, were produced after that change. The change from type-A to type-B appears to have been a running change that occurred at the end of the 1965 model year. The change from one style to the other was a running change that occurred near the end of the 1965 model year. So all the 1966 Mustangs got rear belts, as did all the GT350s that were built from 1966 chassis. The carryovers are also allowed in that class by way of the 1965 Ford VIN stamped into their chassis.
It is believed that the black tachs were the ones installed in these cars at the factory, and the chrome tachs were sold over-the-counter by Shelby American and used as warranty replacements. In this case the stamping is clearly placed at the very edge of the inner fender apron, well away from the usual location and perfectly aligned with the apron edge.
But this is a relatively new part of our study and no patterns have been spotted or conclusions made at this time. The leather pads were usually black on top and natural tan on bottom, but there are several known exceptions to this.
This button and the lower half of the fuel pump are zinc-dichromate plated which gives it that gold color that contrasts nicely with the cast aluminum of the main housing. The other 2 cars, 6S001 and 6S023, were prototypes (acquired outside the usual DSO ordering process), but they also started life as 1965 Mustangs and are included in this group. Therefore these 252 cars are a fairly unique combination of most of the “go” features of 1965 (like lowered front A-frames and over-ride traction bars) with all of the “show” features of 1966 (like rear quarter-windows and side scoops). This was the exception in 1965, but became standard in 1966 because of the standard ’66 5-dial instrument panel. The prevailing theory is that Ford and Shelby American intended that 1966 versions of these manuals come in every 1966 GT350 (including the carryovers), but for various reasons that didn’t always happen.
Factory production records show that cars up to 6S800 were built during the 1965 calendar year, so they are also eligible. But no one really knows exactly when Shelby American changed from using one style to the other. But instead of the one-piece 1965-style brace, two narrow flat strap brackets were used to support the center of the grille. It is not visible without removing the outer driver’s fender or prying it up dramatically. But that wouldn’t explain why some of the carryovers were like this and others were stamped in the usual place. The lower half of the fuel pump is crimped to the main housing, which makes re-building a difficult proposition.
So the only thing reasonably certain about original carryover jacks is that they will be the shorter style and they won’t have a date code. Some liked the look of the lanyards on the 1967 cars and updated their 1966 GT350 to mimic that appearance. The outer trim on the ’65 GT bezel only goes around the top half of the bezel (creating an eyebrow effect) – not all the way around as in 1966.
The 1965 dash pad is thinner in the tach mount area and these spacers would stick out above the pad.
Because they were built from 1965 chassis there were no mounting points for the seat belt anchors to attach to.
On cars like this a peek under the Shelby VIN tag will only reveal smooth sheet metal, which can be a bit of a shock unless you know where else to look. Whatever the reason, it’s a common modification, but not something that was done during original assembly at Shelby American.
There are more details involved than those mentioned here, but conclusions about them are elusive at this time. The transition to the tabbed fender lips appears to have taken place at the stamping plant in the late December 1965 to early January 1966 time frame.
So unlike the other 1966 cars, the carryovers that had rear seats did not have rear seat belts.
Carryovers would be expected to have the long version of the latch links, and they usually have raised MARECO letters on those links.
Perhaps a car that a Shelby employee used or leased got lanyards added before being sold to the public. It is used here by special permission of Jim Cowles (of Shelby Parts & Restoration) and the Shelby American Collection. Any employee at fault would have heard about it loud and clear and never made that mistake again. It is the belief of this web site that these brackets are original only to the carryover cars.
But with the abundance of reproduction brackets available and lack of early 1966 chassis cars with pristine histories to examine, this issue may never be decisively resolved.



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10.08.2014 admin



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