Quote:
Originally Posted by Dan Case
CSX2201 later 12V charging system.
The aluminum case shells or housings were produced in permanent die casting molds. Appearance wise, Cobra production alternator assemblies had exterior case shell surfaces right out of molds. Any other case shell exterior surface condition, steel shot or some other hard media blasted, tumbled with abrasive media, strong chemical etching, or combinations of any exterior condition (for example let’s say front case as cast and rear case shot blasted) are indicative of typical service parts. Many of the brand new 1963 model year alternator assemblies I have held in my hands came out of boxes from one of the Ford authorized remanufacturers. The implication is that the Ford authorized remanufacturers had stocks of individual parts and they assembled whatever they needed to fill an order from Ford. Different rebuilders often used different case rework procedures and new small parts that may or may not have been like originals to make up complete assemblies. Once the as die cast exterior is changed it can't be reworked to look day one again, not 100%.
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It was in the big commentary. I started paying attention when I serious started trying to find an unrestored significantly unmodified car to buy. That was circa 1977. Most Cobras were unrestored at the time and going to a SAAC convention 1978 -1988 could provide you with more unrestored cars to look at than you could remember. I kept a flip note book and took 35 mm pictures and made notes specific cars for years for all kinds of original parts in the engine bays. On really nice significantly unmolested cars there was either a completely smooth set of cases or some other type alternator altogether. At a SAAC regional event circa late 1970s I came across a CSX25xx street car that had been raced with a genuine 1966 GT40 alternator on it!
Production wise I have logged two different front cases, early castings without screw boss gussets and later (most) castings with.