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Greetings from California! As a last resort, I can dismantle one of my "ball joint" ends and measure the the diameter of the small and large openings, but I was hoping that one of the forum members either know these dimensions, or have access to an original Lockheed rubber boot that they might measure. The boots I found are very similar in shape to the Lockheed's ( alas, I can't seem to source NOS, which I would pay dearly for). These boots have a 10mm small and 24mm large hole. Many thanks in advance for any assistance offered! I'd be thrilled if you referred me to a spares provider with 6 NOS Lockheed's!!! Hope springs eternal!!! Best! Bob

Dear rr64: The only "Dan" I'm familiar with in the Cobra world with the passion for this level of detail is Dan Case. Might that be you? Thank you for taking so much of your valuable time to share your research! I was very interested in the amazing effort you have expended in documenting the changes in parts over the Cobra construction period. Is that something you are willing to share with people like myself, who share your passion for details? If not, are you willing to entertain specific questions about observed changes in parts and their placement between cars? My CSX 2073 is essentially identical in parts and location to CSX2124, whose second owner was a high school friend of mine, and thus I spent many hours under, over, and around this car.  These two cars were invoiced to Ford dealers 10 weeks apart (2073: 5/17/63, 2124: 7/31/63). It took Leonard Parsons over four months to complete 2073; it was invoiced to Shelby 1/9/63. 2124 was completed in just five weeks (invoiced to SAI 6/21/63). Perhaps the delay in completing 2073 was the same as for  CSX 2044, which was invoiced to SAI 11/6/62, but not delivered to Professor Horn until 5/21/63, four days after 2073; both Hayward Ford and Dr. Horn wanted only 289 powered Cobras. Careful examination of these three cars billed to Shelby over a seven month period in the early production era suggests that they all had Ford generators, Ford regulators, and Harrison radiators. The DB10 relay box is also mounted on the left inner fender panel. 2073 and 2124 have Rotunda tachs, and the voltage regulator is mounted on the firewall above the driver's footbox. 2044 has a Smith Tach, but it's Ford regulator is mounted on the Passenger inner fender panel facing the battery; a BAD place for an electrical relay, given the acid fumes emitted from the old cap batteries! CSX 2034 has a LUCAS regulator mounted on the firewall next to the Lucas fuse box. Unlike 2073 and 2124, which have cream colored footboxes, 2034 and 2044 have black ones. At some point, AC switched to WHITE footboxes. They also made some cars with mechanical tachs driven off the back of the generator. Did they ever drive them off the distributor housing from SAI? SO......can you help me sort out when all these little changes took place relative to the chassis numbers? This would be a dream come true for me! Thanks in advance for considering this difficult request!! Bob

Folks: The early Worm and Sector Cobras used front Rotors that were the same as the AC Bristols. Are these also the same as those used on the Ace and Acceca?
Thanks for any help offered!

Folks: I continue to search for exact replicas or NOS Lockheed tie rod end (joint) dust cover boots for the Worm and Sector AC Bristol (late model) or early AC Cobra. I believe the Brit's call these ends ball joints, but we use that term in the US for the lower suspension point on the Rack and Pinion 289 and 427 Cobras. The original dust covers (boots) have "Lockheed", "Made in England", and a part number on them. If Lockheed is out of business, I'm wondering if I can re-produce these boots with their name embossed on them, just like the originals. I'm NOT making the actual suspension end---just the rubber boot that keeps the grease contained. I have searched repeatedly for these, but have failed to locate any. Thus, I'm thinking of re-creating them for sale to recover some of the cost. Any help or thoughts is most appreciated!!
Bob

Bert: Before contacting you, please name some of the NORCAL SAAC members who you know. I quit participating in this forum for some time when a scammer tried to get my personal information, claiming they had access to parts. So, I'm understandably Leary of your offer!

All: Thank you for taking time to communicate! It was great fun looking at the Family photos of the 356 and AC Bristol on the flicker link. Keith, I will dig out a couple photos and Email them to you. I hope I can find some NOS parts for my car! Best, Bob

Keith!! As we California surfers say to "dudes" held in highs esteem, "You Da Man, Brother"!😆How cool is it, readers, to post a 60 year-old photo of two guys standing next an AC Bristol, and have someone like Keith not only ID the car, but its history??I'm STOKED!(pleasantly surprised and excited!)😆). No wonder you are listed as a Hero Member to the Forum! Keith, in years past, I haven't subscribed to the AC magazine. I never look at the SAAC one online. Do you print hard copies of yours? I now have some time to read up more about AC cars history. I have owned by car, CSX 2073, since 1967. I bought it from the original owner. I'm in semi-desperate need for some good used,NOS, or correct reproduction Lockheed dust cover boots for the tie rods(=ball joints in Brit) for its worm and Sector steering. A couple have now split in the middle of the donut. So, let me know if we can elevate your status from "Hero" to "Big Kahuna"😋 Thanks so much for your help and time! Bob

Folks,  There is a neat photo of an AC Bristol, race-prepared car, on EBay-USA. It is item number: 372658172328, and is offered by a "aherl", in the Neatherlands. She is the daughter of a well-known European photographer, who was active in my areas, including Motorsports.
Based on the cars in the background, the photo appears to be taken in the States, presumably down in LA somewhere. However, that is just a guess. The two gentlemen in the photo look like Brits to me, but that is also another guess.  I have contacted Amy Herl, who is offering the photo for sale on EBay USA, and she has no details to offer. I would greatly appreciate any ideas the forum might have on this photo. I would think it would have to be more than just a local club racer in the early days of the SCCA( Sports Car Club of America).
Thank you!  Bob Beede

https://www.ebay.com/itm/AC-Bristol-production-cars-press-photograph-automobile-car-pre-Ford-Shelby-Cobra/372658172328?_trkparms=aid%3D111001%26algo%3DREC.SEED%26ao%3D1%26asc%3D20180816085401%26meid%3D1fb7bd818db441c1b47c6deb13a7e242%26pid%3D100970%26rk%3D1%26rkt%3D1%26sd%3D372658172328%26itm%3D372658172328&_trksid=p2481888.c100970.m5481&_trkparms=pageci%3Aaff872a1-6878-11e9-afce-74dbd1804883%7Cparentrq%3A5beb6db916a0aa669398f506fffb87b5%7Ciid%3A1

Dear B.P. Bird;  Thank you for the effort made in your reply in 2017.  I just saw it, and found it valuable.  I also read with great interest your comments about Mr. Turner and the coil spring suspension design. Have his comments been recorded in a book one might buy?  I have access to lots of "American viewpoint" books on AC Cars and the Cobra, but few from England. I'm embarrassed to say that the American's are seemingly excessively prideful about their role in creating the Cobra.  Carroll Shelby had a way of consuming all the air in the room when it came to its creation. As far as the parts changing on early versus later cars, I will definitely agree that The Hurlocks used the same Vendors over their AC Cobra building career.  However, such was NOT the case once the cars arrived at Shelby American. My experience is that every car is a bit different. Parts were sourced from several vendors, especially fasteners. Buddy Bar Casting was pretty faithful in providing value covers and manifolds, but Shelby bought parts from lots of folks.  The use of Stewart Warner gauges has been told us Cobra guys as an outcome of Shelby's opinion that Smith gauges were unreliable. Thus, around CSX 2200, they changed to SW, adding the Rack and Pinion steering, changed out the steering column, and used a early Ford Fairland wiring harness to replace the Lucas system. This made the car more serviceable by Ford dealerships in the States, and eliminated many of the demons found in the Lucas system. Those of us following Cobras and serial numbers find all sorts of oddities in the equipment that owners swear is original. It's hard to say exactly what happened at this point, but many of us in the US accept the fact that every Cobra is a little different from the others.  Thank you for your post!  Bob Beede

Dear rr64: This would be an early worm and sector car, so more British than American. Ford generator and regulator, and Rotundra tach.
   
   Thanks for the reply!
   Bob

Dan, LOL! Yes, I guess us Americans forsook the British language when we refused to pay the tea tax! What we call "ball joints" are the suspension fittings at the bottom of the rack and pinion 289 Cobra uprights. The units tying all those links together in the cam and peg steering with Bishop steering box are called TIE ROD ENDS in the USA! I guess this goes with "hood versus bonnet", "trunk versus boot", and wrench versus spanner"! Thank you for the illlumination! Maybe that is why I never got any response to my forum inquiries 10 years ago!
   
   Other than "racing" with the 42 other Cobras at the 2012 Monterey Historics to celebrate the 50th anniversary of the Cobra, my track time is mainly Cobra Club Track days at Willow Springs in the Mohave Desert. It's a really fast track, where I get to 125mph in two places with  6000 rpm rev limit. We would love to have you guys come join us! As far as pictures, Google Robert Beede CSX 2073, 2012 Monterey Historics. There are some of me in my little red car. Jim Click and others blew my doors off when they passed me towards the end of the race; 500 HP versus my 340! All of them had a lot more rubber than me too! Cheers! (I.e. Bye for now!)

10-4!  Will do! Thanks for your time, Dan!!
   
   Bob

Dear B.P. Bird,
   
   Thank you for the very informative communication! Back in 1967, when I purchased my car (CSX 2073), I upgraded to the "thicker root" spindles, and changed the inner bearing and race to allow for the larger spindle ID. I was interested in your comments about having to change the hubs to accommodate the spindle modification. I had no problem using the hubs that came with my car, so perhaps SAI/ AC had upgraded to the beefier hub by the time they got around to building my car. I do not know when 2073 departed AC, but it left SAI in May of 1963, and received a 289 engine, not a 260. Although it is repeatedly stated that about 75 cars were produced with 260 engines, Shelby did not assemble the cars in sequence, due to multiple issues which affected an individual car's assembly rate. An example of this is CSX 2044, first purchased by Stanford Physics Professor  Dr. Horn, which is documented from the factory as having a 289 at the date of delivery.  This car had black foot boxes, characteristic of really early Cobras. Mine are that off-white color.
   
   Regardless, I was able to source a Kingpin set made in England, so I am good on that issue. I am surprised about the bushing wear, though, since my car suspension gets over lubed. The slop in the pins is very slight, but they are not as tight as when I rebuilt them. All my driving time is now on the track, so even though I have conservative tire size ( 7" tread width on 7" kidney bean wheels, this must stress the stub axel design more than I think!
   
   Thank you for the suggestion to check the MG parts for Lockheed boots for the tie rods.  As I am sure you know the worm and sector ( cam and peg) steering system has no actual ball joints.  Those came with the re-design to rack and pinion, and a spindle that bolted to the upright. The last time I searched for the boots in both the MG and Morgan spares, they sent me boots which were much different than the original ones on my car, and Bristols that I have been allowed to crawl under to inspect.
   
   Please keep me in mind if you hear of anyone with NOS tie rods for the later Ace's, Bristols, or early Cobras.
   
   Thank you, again!!
   Bob

Thanks for responding, Dan! Can you tell me where to sourced the entire NOS tiered assemblies? I could use them as well. Thank you! Bob

What became of this effort? Would the demensions of these axels be the same as the early worm and sector Cobra's?  Shelby American used to sell what they called "competition spindles" which had a larger diameter spindle requiring the change of the bearings and races to accommodate the larger ID.
   
   Looking forward to any reply!
   
   Bob