VIN bei frühen 65ern?

[mustang88gt]

Hallo Franz.

Merci für die Infos!

Komisch finde ich nur, dass das O für Fairlane & Torino steht obwohl's ein 351W 4V ist. Mustang wäre ja Z. Wurde der 4V nicht nur beim Mustang eingesetzt im '69?

En Gruess us Einsiedeln / CH

Urs

[immerfernweh]

mustang88gt hat geschrieben:Hallo Franz.

Merci für die Infos!

Komisch finde ich nur, dass das O für Fairlane & Torino steht obwohl's ein 351W 4V ist. Mustang wäre ja Z. Wurde der 4V nicht nur beim Mustang eingesetzt im '69?

En Gruess us Einsiedeln / CH

Urs

Hallo Urs

anbei ein Auszug aus dem aktuellen englischen Wikipedia. Die Teile bezogen auf den Windsor 351-4V sind fett gedruckt.

quote------------------------------------

1969
1969 Ford Fairlane/Torino
Body style 2-door hardtop
2-door fastback
2-door convertible
4-door sedan
4-door station wagon
Engine 250 cu in (4.1 L) I6
302 cu in (4.9 L) Windsor V8
351 cu in (5.8 L) Windsor V8
390 cu in (6.4 L) FE V8
428 cu in (7.0 L) FE V8
Transmission 3/4-speed manual
3-speed automatic
Wheelbase 116.0 in (2,946 mm)
113.0 in (2,870 mm) (wagon)
Length 201.0 in (5,105 mm)
203.9 in (5,179 mm) (wagon)
206 in (5,232 mm) (Talladega)
Width 74.6 in (1,895 mm)
Curb weight 3,010–3,556 lb (1,365–1,613 kg)*
*Shipping weight
Related Ford Ranchero
Mercury Comet
Mercury Cyclone
Mercury Montego

The 1969 Fairlane/Torino saw few cosmetic changes, but there were quite a few performance oriented changes. Ford performed the typical minor styling adjustments, but overall the 1969 models were similar to the 1968 models. The grille was revised slightly, and now had a more prominent centre dividing bar, while the taillights were more square in shape than the 1968 units. All models above the Fairlane, had an aluminium dividing bar that ran across the rear panel, between the taillights and inline with the reverse lights on SportsRoof models.

The number of models produced by Ford increased for 1969, from 14 to 16. All carryover models were the same as 1968, with the two new models being the "Cobra" 2-door SportsRoof and 2-door hardtop. Most automotive literature list these models as "Torino Cobra", with the Cobra being a sub-series to the Torino, although there is some debate about the true name of the vehicle. Most of Ford's literature at the time only used the name "Cobra" without Torino or Fairlane attached. However, the Cobra has the same body code as a Fairlane 500, so some refer to these cars as the "Fairlane Cobra". The car itself did not have any Fairlane or Torino nameplates on its exterior or interior, although 1969 NASCAR entrants were labeled "Torino Cobras." For the purpose of this article, "Cobra" will be used, as Ford marketed the car as such in 1969 without Fairlane or Torino attached.

The engine line-up was slightly revised for 1969. All models, except Torino GTs and Cobras, came standard with a new larger 250 cu in (4.1 L) I-6 engine. The larger displacement produced more power and torque than the 200 cu in (3.3 L) engine. Optional engines included the 302 cu in (4.9 L)-2V (standard on GTs), the new for 1969 351 cu in (5.8 L)-2V Windsor, 351-4V Windsor, 390 cu in (6.4 L)-4V, and the 428 cu in (7.0 L)-4V Cobra Jet (standard on Cobras). The 428 CJ was available with or without the Ram Air Induction package, however, those with Ram Air still carried the same advertised power rating. The 428 CJ without Ram Air, came with the following items: 80-ampere heavy-duty battery, 3.25:1 open differential, heavy-duty cooling package, 55-ampere alternator, chrome valve covers and dual exhaust. The Ram Air 428 CJ included all of the above, but had a 3.50:1 open differential, and the functional hood scoop. With Ram Air, "428 Cobra Jet" emblems were placed on each side of the hood scoop; without Ram Air, "428" emblems were placed on the front fender. The 428 Cobra Jet had a 735 cfm Holley four-barrel carburator.

The 428 CJ was no longer the top engine choice; the ultimate engine option was the 428-4V Super Cobra Jet (SCJ). This engine was specifically designed for drag racing, and the option package was referred to as the "Drag Pack." This engine option could be ordered with the Q-code 428-4V or the R-code 'Ram Air' equipped 428-4V. Included with 428 SCJ were cast pistons, a nodular controlled cast-iron crankshaft casting 1UA or 1UA B with an external weight on the snout behind the balancer, 427 (LeMans) capscrew connecting rods, an engine oil cooler, and either a 9 inches (230 mm) rear axle with 3.91:1 gears and a Traction-Lock limited slip or 4.30:1 gears with a Detroit Locker. The Detroit Locker and the oil cooler were industry exclusives to Ford. This package did not change Ford's advertised power rating of 335 hp (250 kW).

The Cobra was an exciting new car, and was a serious muscle car package. The Cobra came standard with a 428-4V CJ, competition suspension, 4-speed manual transmission and F70-14 tires. The car also included a blacked out grille, hood lock pins, and "Cobra" emblems. Early Cobras had a large "Cobra" decal on the front fenders, but this was later replaced with a metal emblem. The Cobra was Ford's response to the successful Plymouth Road Runner, which was a high-performance car at low cost. For this reason, the Cobra had the lesser trim level of the Fairlane 500 to help keep costs low. Road Test magazine wrote the "big engine and whopping torque get the Cobra Jet off the line with smoking tires" in their test of a 1969 Cobra with the Ram Air 428 CJ, four-speed manual, and 3.50 gears. They obtained a 15.07 seconds at 95.74 mph (154.08 km/h) quarter mile run, however this was likely hampered due to the car not being equipped with a tachometer. They also reported difficulty with the factory shifter and stated "we would have liked a Hurst shifter, and might have bettered our times with one."

The Torino GT was relatively unchanged from 1968, and continued to come standard with a 302-2V engine. The grille received minor updates, including revised divider bars and the GT emblem moved to the lower left corner of the grille. The 'C' stripe was revised, and now ran in straight lines, rather than following the body line like in 1968. All 1969 Torino GT's came equipped a non-functional fibreglass hood scoop that had turn signal indicators at the rear of the scoop (this was optional on non-Ram Air Cobras). This scoop became functional if the 428-4V with Ram Air induction was specified. The hood scoop could also be deleted from the GT for a credit. Although the Torino GT could be optioned to include all of the Cobra's performance features, the GT was a more upscale vehicle and had the more deluxe Torino trim.

Ford added one more special high-performance vehicle to its intermediate line-up, the Torino Talladega. See the NASCAR Inspired Torinos section for a detailed information on this model.

Ford Torino production decreased for 1969, and a total of 129,054 units were produced. Including Fairlane production, 366,911 cars were produced, slightly down from the 1968 numbers. Torino GTs were the majority of Torinos produced, accounting for 81,822 units produced. Ford did not provide separate production number for the Cobra.[4]

unquote------------------------------

Gruß
Frank

[mustang88gt]

Hi Frank.

Okay, wieder etwas gelernt

Komisch ist aber, dass mein Tauschmotor aus einem '69er Mustang Mach1 ist, der hier in der Schweiz gelaufen ist.

Wurde der wohl schon mal getauscht oder wurden im Werk auch schon mal Blöcke vertauscht..?

En Gruess us Einsiedeln / CH

Urs

[Doc Pony]

Hi Andy,
Hast du die Nummer an der Tür(Vin) mit der anderen eingeschlagenen Vin im Motorraum Überprüft ob die Tür auch zum Auto gehört?

[Mustang-Andy]

Hi Marko,

nein, mir fehlt ja die am Stehblech und ich habe mich noch nicht getraut die Kotflügel abzunehmen. Ich weiss auch nicht ob ich das noch vor Saisonbeginn machen werde. Will endlich mal fahren und ich weiss wenn ich die abnehme, kommt mir gleich die Idee die Radhäuser blank zu schleifen und zu lackieren und und und
Eigentlich habe ich überhaupt keinen Grund daran zu Zweifeln. Ich war 2012 5 Monate in Arizona und habe den Mustang in dieser Zeit dort gekauft und auch zugelassen und gefahren (bis nach L.A. ). Bei der Zulassung gabs mit der VIN kein Problem und ich habe sämtliche Zulassungsbescheinigungen und Versicherungsbelege der Vorbesitzer dazubekommen, mein Pony ist sein ganzes Leben in Arizona zugelassen gewesen, zuletzt als Historic Vehicle

Gruss
Andy

[immerfernweh]

mustang88gt hat geschrieben:Hi Frank.

Okay, wieder etwas gelernt

Komisch ist aber, dass mein Tauschmotor aus einem '69er Mustang Mach1 ist, der hier in der Schweiz gelaufen ist.

Wurde der wohl schon mal getauscht oder wurden im Werk auch schon mal Blöcke vertauscht..?

En Gruess us Einsiedeln / CH

Urs

Hallo Urs

die dritte Stelle bei den Guss-codes gibt die Baureihe an, für die diese Teile Verwendung fanden. Für Baureihenübergreifende Teile gab es aber auch sogenannte "Generelle Zeichen". Diese sind die Zeichen A, O und S. Deshalb kann Dein Motor mit dem O durchaus aus einem Mustang stammen. Das O bedeutet nicht, dass der Block zwingend aus einem Torino stammen muss!

Hier ein Auszug aus dem Internet:

Zitat:The Model Design digit is the 3rd digit in the part number. It identifies the intended model for the part.It consists of mostly a letter but with some car models a number replaces the letter.
Most parts are designed for more then one model application. They are generic Model Design digits like A O or S. These generic digits make the part universal and/or specific to a body type.
Take this example, C8OE-9510-D is a 1968 Carburetor designed for 390 motor with Fairlane body type. But this was not designed exclusively for the Fairlane application alone as the carburetor was also used on Mustangs 390 and Cougars 390.
Some parts are designed for specific application in mind. Often when a specific Model Design digit like Z or W (Mustang or Cougar) is found on a part, the part is most often specific to the intended designed model.
Take this example, D0ZF-9510-AA is a 1970 428 CJ carburetor designed for the Model Mustang and used only on Mustangs.
The Ford usually designed parts for a specific body line. This is true, but it is important to understand that most parts are not limited to a specific body line. Most parts where also used on several models and body lines.
Take this example, C8AE-9425-F is a 1968 390 intake design for the Galaxie but the intake was also used with on all models and car lines with the 390 engine. Basic Design Digit "A" is a generic code.
The Model Design digit is often the most misunderstood piece of information found on casting numbers.

The Model Design digit is only a partial reference to the intended application but by no means does this preclude to a specific application. It should only be used as a basic guide to understanding the intended application.


Gruß
Frank

[mustang88gt]

Hi Frank.

Nun ist alles klar. Vielen Dank!

En Gruess us Einsiedeln / CH

Urs

[Urmel]

Mustang-Andy hat geschrieben:
Auch hier taucht das A wieder auf. Das Produktionsdatum passt ja halbwegs zu dem Herstellungsdatum meines Mustangs (23.DEZ.1964) wobei über ein Monat zwischen Guss des Blocks und Herstellung des Autos mir recht lang vorkommt
Hi Andi,

Nö, da ist nix Ungewöhnliches dran. Da zu der Zeit, als unsere Mustangs gebaut wurden, die Teile eher nicht wie heute just in time oder just in sequence gefertigt und geliefert wurden, kann ich mir gut vorstellen, dass der Hersteller der Blöcke die Dinger haufenweise gegossen hat und die dann in großen Stückzahlen bei Ford am Band oder im Lager standen. Gerade bei Gussteilen, die ja aufgrund der Fertigungsmethode (Gießen, Abkühlen, Schleifen, Honen,...) eh viel Zeit brauchen, kommt mir so ein Zeitversatz nicht wirklich seltsam vor.
Ist ja schließlich nicht so, dass die Teileproduktion für ein Fahrzeug erst dann beginnt, wenn der Wagen in die Produktion geht.

Schönen Gruß,
Kai