Jason asks that if anyone has any information, or photographs, of 2336, 2338, or 2339 to please contact him. The research team continues to explore solid leads in their search for 2337 and its location.
2336 Restoration
Don photographed and documented every step of the disassembly. Any variation from production characteristics was scrutinized and recorded. Component dates, engineering numbers, fasteners, body panels, interior parts, paint coatings, etc.—everything was given attention. The fiberglass components on these pre-production cars are particularly unique because each piece was hand laid. Production fiberglass reinforced plastic (FRP) was a more sophisticated process. It was remarkable to be able to see actual hand-laid versions had survived, with their nuances. Chris Engemann, who was an A. O. Smith designer, suggests that probably no more than 10 sets (a typical batch) of the early hand-laid fiberglass were ever made. Chris loaned his original engineering blueprint of the 1969 Shelby hood for study and documentation. This drawing is a marvel at 42 inches wide by 17 feet long.
While studying the decklid of 2336, some unique characteristics were noticed about the corners of the weatherstrip. At the same time, it was quite surprising to discover aqua paint under the edge of that weatherstrip. Don took pictures of those details, plus a full view of the bottom of the 2336 lid which clearly showed the hand-laid fiberglass.
Around this same time in early 2015, Jason learned of Ford archive photographs that were on-line. Most of the 1969 Shelby photos were of a convertible with black interior. Peter Disher lent his keen eye to these photos, and believed along with Jason and Don that these pictures were of 9F03Q102337, the Gulfstream Aqua prototype convertible. Jason had confided to Pete about the aqua paint discovery on the 2336 black deck lid. Pete asked for an identical 2336 picture as the one of the rear view of the archive convertible, which showed its trunk deck lid open. By magnifying both photos, Pete concluded that it was the very same deck lid in each photo. The weatherstrip characteristics were the same, not really a surprise. However, Pete pointed out that the distinct “slop” pattern of the laid fiberglass was identical; much like a fingerprint. Since each deck lid was individually made, it is highly unlikely that any two would have the same slop pattern. Jason and Don agreed with Pete’s findings. Upon carefully removing two layers of black paint, the original base color was indeed Gulfstream Aqua. According to Ford archive evidence, 2336 actually had the trunk lid from 2337. This raised big questions: what would have happened for 2337 to give up its trunk lid? There were only two prototype convertibles, so does this mean that 2337 was parted out and if so, why? The other question of what happened to the 2336 original black decklid also loomed.
The availability of the Fordimages.com archive photographs of 2337 helped immensely to produce an accurate 2336 restoration. Take the engine bay for instance. When magnified, the dates of the spark plug wires were visible; the decals were legible; the 1968-style Midland brake booster was obvious; the air breather assembly had unique features; close examination of the early “snake” valve covers; various engine compartment components; unique fender design; unique grill design; unique hood design; the unexpected “dummy”/non-functional exhaust pod/port; the 1968 KR spare tire and wheel; and on and on. Numerous unique, pre-production features in those pictures confirmed what was found on 2336.
Surprisingly, the factory convertible vinyl top and 8D (August 1968 dated) folding window glass was still on 2336. One of the toughest decisions Jason had to make was to replace that top. It likely wouldn’t survive removal and re-installation and it certainly wouldn’t compliment fresh paint. Don carefully removed it from the top frame, documenting details. Jason had an exact new top custom made using the original as a pattern, incorporating the original folding rear window glass.
The interior is original: door panels, carpet, upholstery, dash pad, instrument cluster and dash trim. The steering wheel is restored. All of the glass is original with 8E and 8G dates. The tires are vintage Goodyear Rally GTs. Don determined from archive photos and promotional brochures that the wheel center caps were unique, not production style. They are the same cap used on the 1968 Cougar XR7-G (which A.O. Smith also produced) except with an early style Cobra emblem.
Recognition
Jason’s brother, Scott, with assistance from Jerry Boone, performed the necessary metal work and the fiberglass work, plus body fitment. Jason, Skeeter White, and Tommy Guyll performed the painting. Casey Kelly handled much of the mechanical, wiring, and detailing work. Jason’s father, Gerald, built the 428CJ. As you can tell, most work is done in-house by the Billups restoration team.
With that said, many others contributed to this project: Don Bell, Vincent Liska, Peter Disher, Kevin Marti, and Lowell Otter contributed to the documentation process. Ed Meyer was instrumental throughout the entire project. Suppliers Steve Duke, Stewart Nolan, and Bob Nowicki, again, proved their expertise. Scott Fuller made the unusual “dummy” exhaust port happen. Various original parts were sourced and provided by Todd Hollar, Tim Lea, Kerry McMahon, Dave Riley, and Randy Sizemore.
