Throttle linkage

[Gaz64]

I think you'll find it is the right thread.

BSPT - British Standard Pipe Tapered, BSPP - British Standard Pipe Parallel.

[LMH]

Without actually checking it, I'm not sure but I think the PCV thread is 1/4" NPT. NPT is a 60 degree thread while BSP is 55 degree. It might thread in but it won't seal very well.
If I have to make the elbow, I could thread it with British thread but I only have four BS taps and none are pipe. I have an NPT pipe tap in 1/4".
Larry

[rsk289]

I've just checked out a C7ZE PCV I have, and it is indeed 1/4 NPT (18tpi). So the requirement is for a brass elbow to thread on to the top of the PCV (1/4 NPT), with a hose barb for 1/2" ID hose.
I have found some NOS brass 90° elbows of the correct shape on ebay, which have the 1/2" hose barb with a single lip, but have 1/4 NPT male thread. I am going to cut off the thread, then drill and tap for 1/4 NPTF. I will post a picture once done - but it may be a while as ebay's ridiculous global shipping centre was requiring me to pay $370 to ship 4 brass elbows! I've had to get them shipped to a friend in the US who will post them on to me.

All good fun,

Roger

BTW, BSP is British Standard Pipe thread - I can't see Ford using that back in the sixties. It's surprising what weird older threads do come up, though - did you know that every camera tripod mount screw, old and new, is 1/4 Whitworth (BSF)? How on earth did that happen?

[FatBoy]

Roger,

Are you sure it is 1/2" pipe you need?

Assuming the elbow pipe is 1/2" OD, you could easily sleeve it to take 3/8" ID hose, which would allow you to use the brass fitting that I have, which already has the 1/4" NPT thread on one end.

Paul

[rsk289]

Originally Posted by FatBoy

Roger,

Are you sure it is 1/2" pipe you need?

Assuming the elbow pipe is 1/2" OD, you could easily sleeve it to take 3/8" ID hose, which would allow you to use the brass fitting that I have, which already has the 1/4" NPT thread on one end.

Paul

Paul, thanks, but it needs to be 1/4 NPTF not NPTM. I have a solution in hand!

[LMH]

Roger, I think the tube going to the carb spacer is 3/8". Are you sure it's 1/2" I.D.?
Larry

[rsk289]

Larry, I just checked the PCV port on my C4OE-9A589-A carb spacer and it's definitely 1/2" diameter*, meaning 1/2" ID hose. The (incorrect) Fram PCV valve I have is also 1/2" hose size.
Don't scare me like that!

Roger

*actually 17/32"

[LMH]

LOL! Sorry Roger!
Ok, I'll go with the 1/2"!
Larry

[Jim Maxwell]

RSK, I have an original brass elbow if you need one. Jim

[rsk289]

Originally Posted by Jim Maxwell

RSK, I have an original brass elbow if you need one. Jim

PM sent, Jim
Roger

[LMH]

One more throttle linkage bracket photo to add for reference.
Larry

[CompClassics]

Here is an original linkage setup for a single four barrel...

[rsk289]

Is that one assembled correctly? Larry's picture of 2367 shows the long bellcrank lever operating the rod to the carb, whereas this picture shows the short one. Should the cross pivot be the other way around?

Roger

[FatBoy]

Typo error.

[LMH]

Looks like the manifold bracket is upside down in the photo and the linkage is reversed. It's a good photo of the parts though! Thanks John!
Larry

[keezling]

Seems like I remember at least on production Fords of the era using the spring type clamps at the pcv valve end of the hose rather than worm clamps?

[Dan Case]

Originally Posted by keezling

Seems like I remember at least on production Fords of the era using the spring type clamps at the pcv valve end of the hose rather than worm clamps?

If you are referring to the pipes in the top of the image in Post #32, those are coolant system parts.

[Dan Case]

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.)

[LMH]

Awesome Dan, thanks!
Larry

[CompClassics]

I need to explain, the top of the photo would be to the foot box (the foot box mounted bracket and rod end are still in place on the car, the long rod is to the carb. This assembly is as SAI installed it in the race shop on a 260 engined Cobra that was changed over by the race shop at SAI to a 289 in 1963.