4V induction Cobra wise, cars exhibit a common design theme within their time frames, very early and everything else. Most cars used the same style for what people call 1963 through 1965 model years. (Note: Some of the parts for 2-4V systems are much different than for 4V installations, including the intake mounted support bracket.)
Regarding the small variations in the hand fabricated parts for most Cobras, small variations are not rare but the design types as shown in day one pictures and mostly still original unrestored cars stayed consistent throughout production. Were there exceptions not documented so far, probably. This information below is just was typical as shown in period images or found in substantially unrestored unmodified cars.
1) Rods: two each cadmium plated steel rods with 90° elbows at each end.
a. Carburetor Rod (the long one): uses an appropriate Ford spring clip at each end.
b. Throttle Pedal Bell Crank Lever to Floating Bell Crank Rod (the short one): uses a Ford clip on one end and a small washer and split key on the other (at the foot box pedal bell crank lever).
2) Floating Bell Crank: goes between foot box and engine, fabricated steel and usually cadmium plated but I have found one that was painted silver with no traces of plating or treatment for plating (i.e. the scale from brazing was still present under the paint).
3) Foot Box Bracket: Fabricated steel cadmium plated. By CSX2201 onward most brackets were fixed in place with the Grade 5 “Q” logo plated hex cap screws.
4) Return Spring Tab (inside foot box)” fabricated bare steel; natural steel color first return spring.
5) Spring Tab Carburetor: Flat fabricated steel cadmium plated; gets a second return spring attached.
6) Spring Tab Intake: Fabricated bent steel cadmium plated; gets the other end of the second return spring.
7) Intake Brackets: Two designs are well known for 1-4V applications for “low rise” intakes and a third extremely rare design was used with the few cars to get a MUSTANG GT350 style intake after the 1965 MUSTANG GT350 was introduced.
a. Very cars got a sort of flat boomerang shaped bracket painted black. The earliest car I have seen a period picture of is believed to be CSX2005. The latest by chassis number I am aware of was substantially unrestored unmodified CSX2044. Bearing in mind that cars were not started and or finished in numerical order so I would not expect all early cars by number to be exactly the same. (I don’t have one of these brackets to take a picture of.)
b. Fabricated cadmium plated steel bracket with two versions of metal thickness and two versions of which mounting hole got enlarged crudely to allow position adjustment. The image below shows both metal thicknesses I have come across and both versions of enlarged holes so far. The raise lip goes up. Attachment wise early cars have exhibited hex cap screws and flat washers while very late cars exhibited washer head hex cap screws.
c. The third version, the one for “high rise” intakes is a mystery. Only a few cars are documented to have been factory fitted with them in 1965 and all those cars got changed to something else. I have failed to find anybody, even a past owner of one of the cars in question, that remembers or knows what this bracket looked like.
8) Rod Ends: Each end of the floating bell crank between foot box and engine were run through light weight hollow shank spherical rod ends. Each rod end shank was fixed in place by capturing their respective brackets between two stop nuts, usually all metal self locking stop nuts. (Factory Weber downdraft induction systems used the same bearings and stop nuts for the central bell crank assembly shaft.)