Topic: Picture of Spark plug wire routing on 67 289 with thermactor and AC

[craig429]

Does anyone have a picture showing the correct routing for the spark plug wires on a 67 289 with thermactor and AC?  It shouldn't make a difference but this as a Sport Sprint, San Jose, built in April 67.

I am not sure how the wires should be routed on the right side round the snorkel, thermactor and heater hoses.

Thanks,

[J_Speegle]

Closest I could come up with was a month earlier - from a nice original I got access to a couple of years ago in southern Cal

Hope this helps

[craig429]

Thank you very much Jeff.  That helps a lot.

Craig

[67gtasanjose]

Great picture, lots of info in it for me to use also.
Jeff, would you by chance have other underhood pictures of this car?

[jwc66k]

If you have the air tube injector into each cylinder type smog system, there are extension brackets on each side attached to the valve covers for the spark plug wires. That is for early 67, which is a continuation of the 66 California smog equipment for 289 engines. Later 67 smog used two hoses from the air pump that went to the passengers side head in the front and the drivers side at the rear and did not use brackets on the spark plug wires to clear the plumbing. I don't know the implementation date.
Jim

[67gtasanjose]

I have a Nov. 1st, 1966 scheduled build date (Nov. 2nd actual) and it has the 2 hoses directly into the heads (not the earlier 66 type). Though my engine actually came from another car, (a 67 Cougar) BOTH my original and the Cougar had the later 67 version of A.I.R. injection. I would have noticed a difference when I changed it, had they not both been identical, I wouldn't have changed out the engine. My OLD 2V (original engine) was sold to go into a 66 Mustang (in Whittier Ca.)  I worked counter sales at a salvage yard in those days (circa 1987) and Hollander interchange had the 66 and 67 as the same engines with T/E option, which there is obviously some sort of discrepency here. Hollander claimed that the heads were the same too (2V & 4V) yet I found that to be incorrect as well. The Cougar engine was a 4V-Premium Fuel (w/Thermactor) and had a higher compression ratio (closed chamber) heads than the 2V engines had. I had, till then, always thought there were only ONE design head for Thermactor 66 and 67 Fords. Maybe somebody else knows a bit more than I do, but this is as I remember it.

[J_Speegle]

............. I had, till then, always thought there were only ONE design head for Thermactor 66 and 67 Fords. Maybe somebody else knows a bit more than I do, but this is as I remember it.

Think Ford referred to the different styles as internal and external systems in a effort to describe the plumbing in or connected to the head.

Jeff, would you by chance have other underhood pictures of this car?

About 30-50 anything specifically you want to see?

Guess I could do one of out "Unrestored Spring 67 San Jose...." Threads out of the pictures. Took almost 200 during a visit where the owner flew me in to give the cars a "feel good" inspection as I like to call them

Might be the best idea rather than getting to far off thread here. Still provide me some specifics so you get what will help you

[jwc66k]

I have a Nov. 1st, 1966 build date and it has the 2 hoses directly into the heads (not the earlier 66 type). Though my engine actually came from another car, (a 67 Cougar) BOTH my original and the Cougar had the later 67 version of A.I.R. injection. I would have noticed a difference when I changed it, had they not both been identical, I wouldn't have changed out the engine. My OLD 2V (original engine) was sold to go into a 66 Mustang (in Whittier Ca.)  I worked counter sales at a salvage yard in those days (circa 1987) and Hollander interchange had the 66 and 67 as the same engines with T/E option, which there is obviously some sort of discrepency here. Hollander claimed that the heads were the same too (2V & 4V) yet I found that to be incorrect as well. The Cougar engine was a 4V-Premium Fuel (w/Thermactor) and had a higher compression ratio (closed chamber) heads than the 2V engines had. I had, till then, always thought there were only ONE design head for Thermactor 66 and 67 Fords. Maybe somebody else knows a bit more than I do, but this is as I remember it.

According to Bob Mannel's book "Mustang & Ford Small Block V8" the heads were not different between 2V and 4V from 1964 thru 1967 although smog and non-smog heads were different and the compression ratio on all was determined by differences in the pistons.
Jim

[67gta289]

The other things that I noticed in Bob Mannel's book were:

1. The change from external air logs to internal passages in the heads was part of the change from level 14 to level 15.

2. Windsor changed to level 15 in "November" 66.  Did not see a specific date.

3. Interestingly, Cleveland remained on level 14 much longer, moving to level 15 in "February" 67.  Again no specific date that I recall seeing.

As one reference point, my Dec 20 SJ engine has the internal style, has a Windsor engine (E-236-B) at level 15, with an "M" (December) only date code.  This is in full agreement with the book.

[67gtasanjose]

2. Windsor changed to level 15 in "November" 66.  Did not see a specific date.

type
As I indicated earlier, my original engine must have also been then a "level 15" because it was internal and had scheduled build date of November 1st.  (actual build date of Nov. 2nd confirmed by Marti Report) I've owned it since 1978 and at that time IMHO it had absolutely no signs of being tampered with. It had aprox 113K on it and all tags on engine were confirmed to match the build date at the time.
I'd say that the level 15 change must have been on November 1st or 2nd going by this combined information.