Quote:
Originally Posted by xb-60
Anybody know the reason why Shelby went back to Smiths gauges for 427 Cobra production, both roadsters and S/Cs?
He had already switched to SW gauges on the later 289s, so there must have been a reason to change back.
Of course the Smiths gauges look better, so there's an excellent reason 
Does the Smiths fitment mean that he went back to an AC-fitted loom as well?
Cheers,
Glen
Correct answer....$$ ? |
It is believed specifications were written and approved based on cost of delivered chassis. It could not have been low cost for Ford and Stewart Warner to create and keep up with all the “experimental” wiring and instruments in a CSX2201 through CSX2589 street cars. Ford and Stewart Warner spent engineering time as far back as 1962 to engineer what was going to come at CSX2201. CSX2008 was fitted with an experimental Ford electrical system including a prototype tachometer drive Ford alternator when it was reconstructed as a concept car. CSX2126 was a running car in February 1963 with not only prototypes of the Ford/McCord coolant radiators and expansion tanks, but prototypes of Ford designed wiring looms and Stewart Warner instruments. Most of the Ford and Stewart Warner production parts for CSX2201 through CSX2589 chassis weren’t offered as service parts.
Expense 1: Engineer, build up prototype parts and test them, and complete a prototype fitted car and test it.
Expense 2: Create the parts in America as much as a year or more before AC Cars would install them in a chassis and hold that inventory on the books.
Expense 3: Ship those parts to AC Cars.
It is also believe that Ford was losing interest in any version of Cobra by 1965 as their attention shifted to the GT40 program. More than a few ex-Shelby American employees have commented on how much their little company changed when the first GT40 chassis arrived.
Yes, AC Cars provided the wiring looms and instruments for coil spring chassis.