Carl, you must be blessed or something. In over 35 years of selling parts and memorabilia, i have never been offered or given more than i am asking. I want some of your magic to rub off on me. If anything, i find people are always offering less when my parts are already very fair. It can be frustrating but i know it is all part of the game.
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1957 Pontiac Pathfinder Deluxe sedan restored 261 six
1974 Chevrolet Caprice Estate wagon low mileage original 400 V-8
Even with guys off this forum? I'm shocked. I would bet less than 10% ever pay only the asked for amount. Everyone I talk to says the same thing, when I sell, I get more, when I buy, I pay a bit extra.
There is NOTHING wrong with only paying what someone asks for, that is certainly not what I am trying to say. It's just that this seems to be an exceptional group. I've had dealings on other forums and there it's likely been about 10% of the guys who pay extra, pretty much exactly inverted from my experience here.
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1966 Strato Chief 2 door, 427 4 speed, 45,000 original miles
1966 Grande Parisienne, 396 1 of 23 factory air cars
Even with guys off this forum? I'm shocked. I would bet less than 10% ever pay only the asked for amount. Everyone I talk to says the same thing, when I sell, I get more, when I buy, I pay a bit extra.
There is NOTHING wrong with only paying what someone asks for, that is certainly not what I am trying to say. It's just that this seems to be an exceptional group. I've had dealings on other forums and there it's likely been about 10% of the guys who pay extra, pretty much exactly inverted from my experience here.
All the "extras" are for the entertainment you and JD provide us with, so I think you owe him half
Certainly will never forget all your help and assistance, but just thought a small contribution to help out a fellow member with his project would be good
'64 Parisienne CS "barn find" - last on the road in '86 ... Owner Protection Plan booklet, original paint, original near-mint aqua interior, original aqua GM floor mats, original 283, factory posi, and original rust.
5.0 L Coyote The 5.0 L (4951 cc, 302 cid)[12] "Coyote" V8 is the latest evolution of the Modular engine.[13] Ford engineers needed to design a V8, specifically for the Mustang GT, that would compete with the GM 6.2L LS3 used in the new Chevrolet Camaro, and the new Chrysler 6.4L Hemi ESF in the Charger, Challenger, and Grand Cherokee. This engine had to remain close to the same physical size of the outgoing 4.6, and share other specifications with it such as bore spacing, deck height, bell housing bolt pattern, etc. in order for the engine to utilize existing Modular production line tooling(the source of the 'Modular' designation for the engine family). The result was the 5.0 Coyote, which produced roughly the same amount of power as its competitors, but with a much smaller displacement. To strengthen the block enough to handle increased output, webbing was extensively used as reinforcement in the casting, rather than increasing the thickness of the walls. The intake plenum was also situated low between the two cylinder banks to meet the height constraint, thus the alternator traditionally placed low and center was moved to the side of the engine. It shares the 4.6 L's 100 mm (3.937 in) bore spacing and 227 mm (8.937 in) deck height,[14] while bore diameter and stroke have increased to 92.2mm (3.629 in) and 92.7mm (3.649 in), respectively. The engine also retains the 4.6 L's 150.7 mm (5.933 in) connecting rod length, which produces a 1.62:1 rod to stroke ratio.[15] The firing order has been changed from that shared by all previous Modular V8s (1-3-7-2-6-5-4-8) to that of the Ford Flathead V8 (1-5-4-8-6-3-7-2).[15] Compression ratio is 11.0:1, and despite having port fuel injection (as opposed to direct injection) the engine can still be run on 87 octane gasoline.
The Coyote features all new 4V DOHC cylinder heads that have shifted the camshafts outboard, which allowed for a compact roller finger follower setup with remote hydraulic valve lash adjusters and improved (raised) intake port geometry. The result is an intake port that outflows the Ford GT intake port by 4 percent and the Yates D3 (NASCAR) intake port up to 0.472" (12 mm) lift, which is the maximum lift of the Coyote's intake cams. Engine redline is 7000 rpm.[15]
The Coyote is Ford's first implementation of its cam-torque-actuated (CTA) Twin Independent Variable Cam Timing (Ti-VCT) in a V8 engine, which allows the power-train control module (PCM) to advance and retard intake and exhaust cam timing independently of each other, providing improved power, fuel economy and reduced emissions. The engine is assembled in Ford's Essex Engine Plant in Windsor, Ontario, using existing Modular tooling.[16]
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1966 Strato Chief 2 door, 427 4 speed, 45,000 original miles
1966 Grande Parisienne, 396 1 of 23 factory air cars
Yeah, I guess that was an oversight on my part. Considering the fact that there's likely only two of you left in Canada, it would be good for you two to form a support group.
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1966 Strato Chief 2 door, 427 4 speed, 45,000 original miles
1966 Grande Parisienne, 396 1 of 23 factory air cars
Hey, thanks for the kind words, Carl. I think the extra payments from so many people are a reflection of the person that you prove yourself to be time and time again - what goes around comes around, good karma and all that.
Plus, I think for the time that it takes you to do the manuals and go to the trouble of shipping them out, you are working at a deficit, so the little extra is just my way of saying "thanks". IMHO, I still got a good deal!
