Bad puns aside, I can’t believe it’s June! It has been a completely bonkers end to the winter and even more crazy spring, but glad to report that things are still moving along very well on the Daytona.
This is Harry. Harry is loud. Harry is not a good helper.
Dash wiring prep:
With all of that fancy exterior dash work, the wiring for the interior is now buttoned up and ready for test installation.
Here you can see the Classic Instruments SN74Z and Fuel Link modules wired and mounted on a flip-up panel. This panel will be useful for when we have to have access to these modules during calibration.
Door Panels ready for leather:
With all of the hacking away of the original doors to make room for our manual winders, custom door-skins are now fabricated and have been sent off to the upholsterer for leather work.
Here they are with the previously posted aluminum winder and latch actuator. You can also see a mockup of the leather handle so we can close the door once we squeeze in.
New rear view mirrors:
After many drawings, prototypes and great debate, we finally ended up hunting down the mirror set from Brock Racing Enterprises (BRE) Sound familiar? Peter Brock was the original designer responsible at Shelby for the first Daytona Coupe.
“Had these modern mirrors been available in 1964 when the original Cobra Daytona Coupe was built I would have mounted them in an instant.” – Peter Brock
If it’s good enough for Peter Brock, it’s for sure good enough for this garage build.
You can see that the stems on these mirrors are very long, this will allow us to be able to use them to see around the huge rear fenders of this car. The mirror housings will be painted to match the car, the stems and base will most likely remain black.
Rear quarter windows:
On the standard Daytona these would usually be fitted with a lexan air scoop to draw in air for the driver (as they were probably dying of heat). Our car will have AC! Also, the giant scoops are not as fitting with this build. These custom aluminum frames will be blacked out, and be the back mounts for custom cut safety glass. Should make the side glass area nice and clean in appearance.
Another change from the standard kit, these little guys were ground down and drilled to be embedded in the fiberglass body and allow us to hide away some of the exterior bolt-heads and fasteners.
These holes and depressions will be filled in with resin and more fiberglass and tackled during the fast approaching body-work phase.
Cutting holes for air to escape the front hood area as well as to join duct work and route fresh air to the driver and passenger. The scoop in the shot is a positive mold made of plaster, the final scoops will be fabricated out of fiberglass and be integrated into the bodywork to be as subtle as possible.
With the radiator being a closed ‘bottom to top’ breathing system, air is easily trapped in the engine bay adding to what is already a very hot situation. These hood vents will allow for some much needed heat dissipation for the engine and accessories.
With our choice of reverse headers (see next blog section), space for the oil filter was extremely limited. To solve this we ended up with a billet aluminum sandwich adaptor and mounting solution from Hedman Performance. To connect it all we have black braided AN connectors and fittings from Vibrant Performance.
Routing the lines as far away as possible from the hot exhaust is very important. We will also be wrapping the exhaust in these areas along with strategic heat shields where required.
I’ve had some interesting forum exchanges as well as social media discussion regarding our decision to go with reversed shorty headers, but I’m glad to report that the end result is not only impressive/interesting to look at, but also takes the hot exhaust further away from the driver and passengers feet – hot foot boxes are a common problem in these coupes, even with lots of insulation.
This system is comprised of stainless pieces from Vibrant Performance, including various 3 inch and 3.5 inch bends, V-band adaptors and Turbo flex sections, feeding FlowMaster Slimline 30 inch side-pipes.
Here you can see where the exhaust expands from an already big 3 inch to a massive 3.5 inch to match the FlowMaster intake.
“Snake Bite” could be a problem.
In these shots, all of the joints are tack-welded using a gas shielded MIG, as I type this blog, the fine people over at HitMan Hotrods are working on the fusion and TIG welds to marry all of these parts for good. I will have more updates soon!!