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OCTOBER2016
Contents
Technical
Features
24
32
Top 10 Fastest Mustangs
Floorpan Reinforcement Classic Tube’s classic Mustang floorpan dualexhaust reinforcements can be installed with or without welding.
What were the fastest 1964-1973 Mustangs you could buy right off the showroom floor?
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Vol. 39 No. 10
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1,000 HP Twin-Turbo Engine A simple, carbureted 347ci small-block street and strip engine that makes 1,000 horsepower.
Righteous Rental
The saga of SFM6S1431, Steve McDonald’s G.T. 350H that he’s had for 45 years and over 220,000 miles.
Departments
52
Dark Horse ’67
52
Alec and Eddy Shea had a passion and a vision—and then an action plan
06 H O O F B E ATS 08 PO N Y E X PR E S S 10 PO N Y TA L E S 16 N EW B I T S 20 R A R E F I N D S 68 R E S T O R O UN D UP 70 B E YO N D TH E B A S I CS 73 R E A D E R S’ A L B UM 74 H I N D S I G H T
On the Cover
Editor Kinnan and Jerry Heasley were sitting in the parking lot at the Carlisle Ford Nationals, discussing future stories and feature cars to shoot, when Steve and Dorrie McDonald came idling by in their black-and-gold G.T. 350H. Kinnan and Heasley looked at the car, then each other, and said, “perfect!” This month’s cover car got saved to Jerry’s digital camera. The rad burnout shot was supplied by Tom Shaw, while the Roadster Shop fastback came from both Robert McGaffin and Dom Domato, Jim Smart captured the floorpan beefing installation, and Richard Holdener was in his happy place—the dyno room at Westech—bringing us his latest twin-turbo small-block Ford build. Mustang Monthly (ISSN 0274-8460) October 2016 Volume 39, Number 10, is published monthly by TEN: The Enthusiast Network, LLC, 261 Madison Avenue, 6th Floor, New York, NY 10016. Copyright © 2016 by TEN: The Enthusiast Network Magazines, LLC. All Rights Reserved. Periodicals postage paid at New York, NY and additional mailing offices. Subscription rates for one year (12 monthly issues) U.S., APO, FPO, and U.S. Possessions $29.97. Canadian orders add $12.00 per year and international orders add $24.00 per year (for surface mail postage). Payment in advance, U.S. funds only. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: Send address corrections to Mustang Monthly, P.O. Box 420235, Palm Coast, FL 32142-0235. Contributions should be sent to: Mustang Monthly Magazine, 831 S. Douglas St., El Segundo, CA 90245. Manuscripts must meet the criteria of the Writer’s Guidelines. For a copy, send an SASE to Mustang Monthly Magazine, 831 S. Douglas St., El Segundo, CA 90245.
OCTOBER 2016
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Editorial Network Content Director Douglas R. Glad Network Director, Mustang 360° Henry De Los Santos Editor Rob Kinnan Staff Editor Mark Houlahan Managing Editor Lisa Hanks
Fat Man Bolt-On Strut Suspension
Art Direction & Design Design Director Markas Platt Art Director Jong Cadelina
Mustang 360˚ Network On The Web www.mustangmonthly.com www.musclemustangfastfords.com
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Totally Bolt-On System Strengthens Your Front Unibody Area Too!
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Top Seller! Modern power gains and wider, low profile tires just donʼt work well with the old stock suspension in classic Mustangs and Fords. This unique front strut system eliminates bump steer, and actually strengthens the entire front end while allowing height adjustments for superior handling and ride. No upper control arms means you can trim the shock towers for more engine room.
Advertising Information Please call Mustang Monthly’s Advertising Department at 949/705-3100. Related publications: Mopar Muscle, Hot Rod, Car Craft, Hot Rod Deluxe, Chevy High Performance, Super Chevy, Vette, Muscle Mustangs & Fast Fords, Dirt Sports & Off-Road, Circle Track, 4-Wheel & Off-Road, Four Wheeler, JP, Truck Trend, Truckin, 8-Lug HD Truck, Diesel Power, Super Street, European Car, Engine Masters, Muscle Car Review, Classic Trucks, Street Rodder, Lowrider, Recoil, Motor Trend, and Automobile magazines.
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Subscriber Services Subscription rates for one year (12 monthly issues) U.S., APO, FPO, and U.S. Possessions $29.97. Canadian orders add $12.00 per year and international orders add $24.00 per year (for surface mail postage). Payment in advance, U.S. funds only. For subscription assistance or address changes, email mustangmonthly@ emailcustomerservice.com, call (800) 777-6491 or (386) 447-6385 (international), or write to: Mustang Monthly, P.O. Box 420235, Palm Coast, FL 32142-0235. Please include name, address, and phone number on any inquiries. Canada Post: Return undeliverable Canadian addresses to IMEX Global Solutions, P.O. Box 25542, London, ON N6C 6B2.
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Back Issues To order back issues, visit https://www.circsource. com/store/storeBackIssues.html. Any submissions or contributions from readers shall be subject to and governed by TEN: The Enthusiast Network’s User Content Submission Terms and Conditions, which are posted at http:// www.enthusiastnetwork.com/submissions/. Occasionally, our subscriber list is made available to reputable firms offering goods and services we believe would be of interest to our readers. If you prefer to be excluded, please send your current address label and note requesting to be excluded from these promotions to TEN: The Enthusiast Network, LLC, 831 S. Douglas St., El Segundo, CA 90245, Attn.: Privacy Coordinator. Copyright © 2016 by TEN: The Enthusiast Network Magazines, LLC All Rights Reserved Printed In The USA
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TEN: The Enthusiast Network, LLC Chairman Peter Englehart Chief Executive Officer Scott P. Dickey Chief Financial Officer Bill Sutman President, Automotive Scott Bailey EVP/GM, Sports & Entertainment Norb Garrett Chief Marketing Officer Jonathan Anastas Chief Commerical Officer Eric Schwab Chief Creative Officer Alan Alpanian EVP, Operations Kevin Mullan VP, Editorial & Advertising Operations Amy Diamond SVP/GM, Automotive Performance Aftermarket Matt Boice VP, Financial Planning Mike Cummings SVP, Automotive Digital Geoff DeFrance SVP, Automotive Aftermarket David Freiburger SVP, In-Market Automotive Content Ed Loh SVP, Digital, Sports & Entertainment Greg Morrow SVP, Digital Advertising Operations Elisabeth Murray SVP, Marketing Ryan Payne
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HOOFBEATS
Rob Kinnan E D I T O R
A
ALL THINGS AND SITUATIONS ARE BOTH OBJECTIVE OR SUBJECTIVE. A car runs the quarter-mile in 12.52 seconds at 115 mph. That is an objective observation, meaning that the conclusion (“that car has run a 12.52 at 115”) is fact-based—the timing system recorded what actually happened, and unless there was a failure in the system, the car’s performance is inarguable. But how the car “looked” as it made the pass is totally subjective, meaning that it’s totally up to the opinion of the person watching the performance. “Yeah, it’s quick, but damn that car is ugly.” That’s a subjective opinion, meaning that the person giving the opinion is basing it on his or her own desires and biases. The art world is 100-percent subjective. While most agree the Mona Lisa is an incredible painting that adds to the mystery of its creation—What was the model thinking? Is that a smile or a smirk? Is she thinking, “Just finish this damn painting will ya?!” It makes you think, whether you “like” it or not. When it comes to modern art, such as Jackson Pollack paintings, subjective opinions are wildly polarized. Some find inspiration in his incoherent (to me) paint splashes onto canvas and others think it’s ridiculous overindulgence in drug-fueled narcissism.
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THE MUSTANG AS KINETIC ARTWORK
Cars are the same way. Most people see a 1958 Edsel and think it’s the ugliest thing to ever leave a production line, while others appreciate that car’s unique styling and understand its place in automotive history. Check out a ’30s or ’40s Delahaye sometime. These French cars are more pure artwork than they are transportation; their exquisitely flowing, Art Deco fenders and bodylines with nary a single 90-degree angle leave automotive designers and enthusiasts slack-jawed and drooling. I’m sure they’re horrible to drive, but damn they’re pretty to look at. Though, there are people who think they’re unattractive. Again, subjective opinions. Like the show or not, Jay Leno’s Garage on both his YouTube channel and CNBC does a fantastic job of explaining and educating car people and non-car people alike on the artwork that is the automobile and shows one man’s passion for vehicles of all types and styles. He shows and explains everything from Bugattis and Delehayes to an early ’60s Studebaker Lark, from a Stanley Steamer to a new McLaren MP4-12C, and everything else on both ends of the automotive spectrum. The show also has a segment every episode about cars as investments. Compared to the stock market, collector cars have proven to be a very good investment. Not only are they a good bet for your financial future, you can actually drive one and enjoy it, unlike the stack of papers in an investment portfolio. In the latest episode I watched, Leno used the term “kinetic artwork” and my brain immediately pictured a 1965 Mustang fastback. The word “kinetic” means “relating to motion” and an early Mustang—fastback, hardtop, or convertible—is all about artwork in motion. The car’s design (it’s “art”) played a huge role in making it
}
an instant and enormous success. Even today, the Mustang is considered one of the most stylish and iconic American cars of all time, to the point where there’s even a ’65 Mustang hardtop in the Smithsonian’s American History Museum. Of course, like everything, a Mustang’s beauty is totally subjective—some people just don’t like the way they look (but thankfully they are in the minority)—and that’s perfectly okay. You, me, and our fellow Mustang lovers may secretly consider these people “haters” and unworthy of our acceptance, but that’s one of the most enjoyable elements of our shared automotive passion. Each of us has an opinion on what’s cool and not cool, and that diversity of opinion is what makes the world an interesting place. That is, as long as we can all agree to disagree and accept each other for our individual beliefs and passions without aggression. Spirited debate is awesome, but violent argument is destructive to both sides and will only leave everybody bloody and angry. And we don’t need that at a car show anymore than we need it in the hometown of the Smithsonian.
Like the show or not, Jay Leno’s Garage on both his YouTube channel and CNBC does a fantastic job of explaining and educating car people and non-car people alike on the artwork that is the automobile and shows one man’s passion for vehicles of all types and styles.
CALLING ALL YOUNG CAR GUYS AND GIRLS! If you’re under the age of 35 and have a ’65-’73 Mustang, get your car featured on Mustang-360.com and win a $200 gift certificate from Tony Branda through our GenerationM promotion. Just take a video of you and your Mustang and tell us why you should be our Generation-M Club winner. Post it to our Facebook page and at the end of each month we’ll pick a winner. See www.facebook.com/mustangmonthlymag for more information.
“1:18-Scale 1966 Shelby GT350-H” From “WOW” to “WHOA,” this ALL-NEW die-cast collectible will blow your mind — just like the real racer!
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Celebrate 50 years of the original “Rent-a-Racer!” Shelby Mustangs have been a favorite among car enthusiasts since the first ride rolled out in the 1960s. Built with quality engineering, they were race cars designed to be street legal. And among the most popular, the 1966 Shelby GT350-H. Nicknamed the “Rent-a-Racer,” it fueled America’s need for speed! Now, you can celebrate the 50th anniversary of this world-renowned muscle car with a masterfully engineered die cast commemorative.
Fully loaded with awesome details — inside and out! Manufactured by Acme Trading, the “1:18-Scale 1966 Shelby GT350-H” die cast is custom crafted to precisely match the extraordinary details of the original. Features include a high-gloss, raven-black paint scheme with gold racing stripes ... opening hood, trunk and side doors ... highly detailed engine block ... “chrome” accents and more. Over 200 parts in all!
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PONYEXPRESS
Mustang Monthly Readers T E X T
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LETTERS TO THE EDITOR
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WHERE ARE MY ’69-’70 MACH 1S?
I
used to buy this magazine off the newsstand, but have been a subscriber for a few years now. I have noticed in the last couple of years that the coverage of 1969 and 1970 Mustangs has decreased for these two years. But there’s been an increase in the later models. I am a fan of the ’69 and ’70 Mach 1. Is there a reason for the decline? I like to buy back issues from eBay and cut out the articles I will need when I buy a ’69 or ’70 Mach 1, which I’ll do when I retire. This is a great magazine, and I do like to read all the articles. I look forward to your reply. Steve Craggs Ontario, Canada Steve, thanks for writing, and addressing your concerns about lack of coverage of the ’69-’70 Mustangs. There hasn’t been any intentional decline in covering those models, and I don’t think it’s really true. Everybody tends to focus on their specific favorite model or niche in the Mustang world, so it’s especially apparent when a new issue doesn’t have anything on that model or niche. In other words, you can be too close to a subject to remain objective. I’m not sure how you define “later models,” but we haven’t done a lot with the ’71-’73 Mustangs, and only very sporadically do Mustang II edit, but I hear ya. And we’ll focus a little more on the ’69-‘70s cars when we can. My favorite Mustang body style of them all is the ’69 SportsRoof, so I’m with you there. Stay tuned, and thanks for the feedback.
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MY FIRST CAR IS A MUSTANG
I
got this 1967 Mustang with a 302 and C4 as my first car when I was 16 and am still daily driving it four years later. Since I’ve owned the car, I’ve rebuilt the front and rear suspensions with Grab-a-Trak parts and KYB shocks, dialed in the ride height, and swapped in a T-5 five-speed. I also work at a restoration shop, where I have a great teacher. I have added Shelby-style fiberglass parts and learned how to make them fight (sic) correctly. I’m still planning on adding a fiberglass front apron. I was also able to strip the car to the metal
and do all the bodywork. Then, I shaved the ’67 side trim and added a custom bodyline as an alternative to Shelby side scoops. Currently, the car is in blue-tinted primer, but still needs a little blocking before I’m ready to paint it. Future plans? There are plenty, but I just know I don’t ever want it to be truly finished. Justin Martin Via email Justin, project cars are rarely finished, and even when they are, they tend to get redone years later for a new fresh look. So, you’re not alone in having an unfinished project—just enjoy it in whatever stage of completion it’s in.
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PONYTALES {
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NEWS IN MUSTANG WORLD
MagnaFlow Exhaust Expands Operations
M
agnaFlow Exhaust has been at the forefront of high-quality stainless steel exhaust systems for your favorite Ford vehicles for more than 30 years. Whether it is your F-series tow rig, your wife’s Fusion, or your classic Mustang restomod, MagnaFlow has the exhaust components to increase your Ford’s horsepower and torque and give it a unique sound you’ll love. The company’s strong will to be first to market on new vehicle exhaust systems means you can expect complete cat-back systems, and more, pretty much as soon as that new model hits the showroom floor like the recent Ford Shelby GT350.
Looking to increase manufacturing ability to meet demand, as well as be able to relocate its corporate offices to the existing manufacturing facility, MagnaFlow recently completed the construction of additional manufacturing space and a new corporate headquarters. This expansion now places the entire MagnaFlow team of corporate, manufacturing, shipping, and more under one roof. What a roof it is—roughly 300,000 square feet! The upgraded facility houses all of MagnaFlow’s 350 employees in one place, making for more efficient manufacturing, shipping, product development, and so on. The ground breaking took place earlier this year, and MagnaFlow is happy to announce that the additional manufacturing space and new corporate offices are complete. Everyone has been moved in, and they are excited about the upgraded location. MagnaFlow’s toll-free 800 number ([800] 9900905) and website [www.magnaflow.com] remain the same, but there is a new corporate address: 1901 Corporate Centre Dr., Oceanside, CA 92056.
Q During the ceremonial ground breaking MagnaFlow’s leadership team grabbed some dirt via cool MagnaFlow themed shovels to begin the build out. Shown from left to right are Dan Paolone (President), Jerry Paolone (CEO), and Nick Paolone (CMO).
Topping 3,000 Fords, 2016 Marks the Biggest Carlisle Ford Nationals in History!
T Q The red-white-and-blue American flag display made up of Mustangs is a Carlisle events trademark.
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he fairground in Carlisle, Pennsylvania, is bombarded with cool cars and hot-rods several times every year, but during early June, it’s all about Fords, Fords, and more Fords! The three-day Ford party was held June 3 to 5 this year, and it was the biggest Ford Nats in history. It featured 3,135 Fords spread out over 82 acres, with an estimated 50,000 people checking them out. This show had a ton of stuff to see. For one, every type of Ford you can imagine was represented at
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PONYTALES Carlisle, and the organizers thankfully, provided areas for everything from Merkurs to Marauders, to trucks, T-birds, Focuses (Foci?), red and yellow Mustangs—you name it, there was a group there that loved it. Among the vendors, the most obvious was Ford Motor Company with a display showing off its latest performance models (including the white-hot Focus RS) and Ford Performance Racing Parts. Also in attendance was the Mustang Garage with a lift and Ford techs from nearby Fred Beans Ford (Boyertown, Pennsylvania) who installed customers’ newly purchased cold-air
kits, mufflers, suspension parts, and anything else people couldn’t resist buying. Other aftermarket companies were represented, including Classic Design Concepts and Gateway Mustang, among many others. Roush Performance was also onhand, with both indoor and outdoor displays celebrating the company’s 40th Anniversary with both old and new Roush vehicles, including a Gapp & Roush Super Stock 1969 Mustang convertible parked indoors right next to Susan Roush McClenaghan’s (Jack’s daughter) 2010 NMRA Modular Muscle race car. Across from the indoor Roush display were Antonio Fargas (Huggy Bear) and Paul Michael
Glaser (Starsky), stars of the 1970s TV show Starsky & Hutch, which was a nice compliment to the roughly 20 Starsky & Hutch-inspired “Striped Tomato” Torinos parked outside. Perhaps the biggest kicker to the show happened on Friday when the organizers arranged 150-plus redwhite-and-blue Mustangs in a display that formed an American flag. This was captured on video with a drone. As with any good show, the swap meet was huge, the burnout contest was brutal, and the bikini contest was, well, hot. If you’ve never been to a Carlisle event, we highly recommend it. —Rob Kinnan
Q Mustang Monthly’s Editor’s Choice award went to this hot green metallic fastback owned by Melissa Seiger Aungst, with an eight-stack fuel injection system on top of the small-block with cool Holman Moody cast, finned valve covers. We shot a feature on this car, which you’ll see soon.
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PONYTALES NEWSDESK
Q It’s Starsky and Huggy Bear! Antonio Fargas (Huggy Bear) and Paul Michael Glaser (Starsky) from the 1970s TV show Starsky & Hutch. Absent was David Soul, unfortunately.
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M U S T A N G M O N T H LY.C O M
Electric water pump, Thermatic® fan, digital controller & Ford adaptor kit
American Force Wheels, a manufacturer of highend truck and off-road wheel lines, launched a full line of muscle car wheels under the American Force Muscle brand. It now has a new brand-specific website at www.americanforcemuscle.com where you can find wheel info, an image gallery, and more details on the new line of wheels. Hooker’s Blackheart Mustang Giveaway announced Ron Masters of Frankfort, Indiana, was the lucky winner of the 2015 Mustang GT chock full of Holley, Hooker, MGW, NOS, and other goodies. Congratulations, Ron! You can watch the video of Ron taking delivery of his Mustang on Holley Performance’s YouTube channel https://www.youtube.com/c/holleyperformance/videos. Just search for the “Dude Where’s my Mustang” video. The Comp Performance Group, home to Comp Cams, released its 2016 Master Reference Guide, which is chock full of cam specs, valvetrain parts, tech tips, and much, much more across its massive 352 pages. Download a digital copy for free at www. compcams.com or request your free print copy (with $6.50 shipping and handling) through the same website.
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iiNew from Tuff Stuff Performance Accessories is a Black Chrome finish available on many of its underhood accessory items like high-amp alternators, A/C compressors, brake boosters, and more. Alternators are available in V-groove (shown) and serpentine applications and feature 100and 140-amp capacities. The Black Chrome finish is extremely durable and will not discolor, fade, or rust over time. These Black Chrome products are quality built in the USA using all new components. INFO: (800) 331-6562; TUFFSTUFFPERFORMANCE.COM
CATCHING COOLANT
iiOpen cooling systems on classic Mustangs can be troublesome in hot climates. It’s common to upgrade the cooling system and still forget about an expansion tank or overflow tank. Flex-alite has released a tank that not only matches its Flex-a-fit radiator product line, but can be used as either an expansion or overflow tank. The made-in-the-USA tanks are available in two sizes, 20-ounce and 32-ounce capacities, feature a clear hose to show the coolant transfer from the radiator to the tank, and have a quick-release mounting system to allow the tank to be the highest point in the system for quick and easy purging of air in the system. INFO: (800) 851-1510; FLEX-A-LITE.COM
GET CLIPPED
iiTotal Control Products has offered classic Mustang suspension solutions for nearly 20 years and its latest product comes from a clean-sheet design that uses a true double A-arm front suspension with reinforced crossmember. Designed by TCP’s parent company, Chris Alston’s Chassisworks, which has more than 40 years of manufacturing experience and 20 years of development in this specific product area, it is one of the most versatile setups. The company offers several packaged systems for everything from street cruisers to all out track car use in one design. The new TCP front clip for 1965-1970 Mustangs can be fitted with coilover or air-spring shocks and can run Ford V-8 engines, including the 5.0L Coyote modular family. INFO: (888) 388-0298; TOTALCONTROLPRODUCTS.COM
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FIREHAWK YOUR FORD
RINGBROTHERS COMPOSITES
iiOutrageous as they may be in design, every Ringbrothers Mustang build has that one part everyone wishes they could install on their own Mustang. First it was hood hinges, then door handles, and now Ringbrothers has begun to offer the same composite body panels they use in their Mustang builds. New to the lineup of carbon fiber and fiberglass offerings is the custom hood from the SPLITR Mustang build. This hood, for 1965-1966 Mustangs, features integrated intake ducts and turn-signal indicators for the driver. Built on a made-to-order basis, lead times may vary on availability. INFO: (608) 588-7399;
iiThe latest in tire technology can be found in the new Firestone Firehawk Indy 500. The Indy 500 is an ultra-high-performance (UHP) summer tire designed as the consumer-level extension of the company’s world-class Firehawk race tires used in the Verizon IndyCar Series. The race-inspired technology found in the Indy 500 tire include a new tread compound with wide shoulder blocks for enhanced cornering ability. Pulse Groove technology to help evacuate water and resist hydroplaning. The Firestone Firehawk Indy 500 tire is available in 48 sizes for 16- to 20-inch wheel fitments. INFO: (844) 259-9148;
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RAREFINDS
Jerry Heasley T E X T & P H O T O S
M ARK HOUSEMAN COULDN’T SLEEP FOR TWO OR THREE NIGHTS AFTER LEARNING ABOUT A 1969 COBRA JET MACH 1 BURIED UNDER DEBRIS IN A GARAGE IN RURAL GEORGIA. “March 9 [2016] happened to be my day off,” Houseman said. “I was sitting out by my pool in the afternoon taking a break from yard work.” His friend, Hunter, called, but Houseman almost didn’t answer his cell, which would have been a huge
[CONTACT US] Do you have a Rare Find, or know of one, and want to show it to the world? If so, email Jerry Heasley at
[email protected].
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M U S T A N G M O N T H LY.C O M
mistake. Hunter had driven to a rural location in southern Georgia to look at horses advertised for sale. The seller was a lady in her mid-60s who took care of her 93-year old mother-in-law. He was interested in several of the horses, and also went into the garage to see some bridles and saddles. He was shocked to see more than leather inside. The sight of an old Mustang piled with stuff made Hunter call his friend Houseman, who loves to buy old cars. “He said, ‘Mark, you’re not going to believe what I am looking at.” Fifty-six-year-old Houseman grew up with a father who was into antique cars. In their South Florida neighborhood, his dad had no problem knocking on doors of Palm Beach estates to talk to the butler or chauffeur about an old classic. His dad bought some phenomenal cars in those days, including a 1938 Cadillac limousine from the estate of Merriweather Post, the cereal baron. Houseman also appreciates outstanding cars, especially a great bargain. “At first, I thought it was definitely a Mustang,” Houseman said. “I doubted it was a Cobra Jet, which is about as hard to find nowadays as a Shelby.” Hunter relayed what he could about the fastback, 41,000 miles on the odometer, husband deceased
about seven years ago, had owned the car since it was eight months old, and the last license plate registration date of 1986. Before the phone call ended, Houseman had developed a bad case of Cobra Jet Fever. This car seemed what he thought it was, and the kind of deal his father had taught him to seek out. He set up a time to see the car the next day, which was a Thursday, after working his mail route in Valdosta, Georgia. The next day, Thursday, Hunter brought his wife along to look at the horses, and Houseman followed in his car. While Hunter and his wife checked out the horses, Houseman looked at a horse of a different color in the garage. “The car was in a detached two-car garage. The rolling front door wouldn’t open because there was so much stuff leaning up against it. I opened a little side door that brought me in near the back of the car. The first thing I noticed was the flat back of the trunk lid that read “Mach 1.” I was definitely looking at the back end of a fastback. I asked the lady, ‘Let me just stand here and look.’ The sight was so awesome.” She knew nothing about the Mustang, other than her husband had bought the car when it was eight months old and had been restoring it at the time he died. The Mach 1
Q Mark Houseman snapped photos of the Mach 1, as he found it in the garage in rural Georgia. The side stripes screamed Mach 1, but otherwise, the 1969 Mustang was mostly covered up.
RAREFINDS
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Q The original color proved to be Indian Fire Red, but the car had been repainted blue when it was about a year old.
just had the look of an original car. The lady had not only thought about selling, she already had a price in mind, which Houseman believed was fair. But before agreeing to buy it, he would have to unearth the old car to see how complete it was and to check for rust. That day, it was too late to do this amount of work. Houseman wanted to come back Friday, but he had an obligation he could not get out of. Before leaving that first day, though, he got as close as possible to look. Bags of concrete made opening the car doors impossible. However, the glass was missing to the driver’s side door, which meant he could peer inside to a beautiful interior, almost like new. The back seat was strewn with parts, including door panels and a front grille. Houseman scheduled a return appointment Saturday and suffered two more nights of sleep deprivation. “Saturday morning I went over there alone,” he said. “I spent three to four hours digging the car out.” The Mustang was a for-real 428 Cobra Jet. The VIN on top of the dash contained an “R” in the fifth digit, decoding it as a 428 CJ with ram air. Apparently, the big-block had been out at one time and painted, but the owner did not know if her husband had rebuilt it. Rust was limited to the front floorpans, which were already cut out with another pan awaiting installation. Houseman found the air cleaner in the trunk, but the carburetor and important
22
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A CASE OF COBRA JET FEVER
M U S T A N G M O N T H LY.C O M
Q A sheen of surface rust covers the rear roof pillars and tops of the rear quarters.
Q The 428 Cobra Jet is an R-code, which decodes as ram air, and is backed by a four-speed and a Traction-Lok rear end. The carburetor and ram air scoop were missing, but Houseman found the air cleaner assembly in the trunk.
Q The body was in good shape and mostly rust-free. Options include a Rim Blow horn on the steering wheel, front-disc power brakes, power steering, 8-track/AM stereo, 3.50:1-geared Traction-Lok differential, Visibility Group, and FX0X14 belted raised white letter tires.
ram air scoop were both missing. Excited about a major find, Houseman bought the Mach 1, knowing he could buy the missing parts later. Before leaving, he noticed a drop-down ladder to the attic, and the owner had no problem with him searching. In the rafters, he found the driver’s side door glass. “I thought, ‘Oh my gosh, I’m going to find that scoop, and maybe the carburetor; so, I started digging around.” Houseman found the front and rear bumpers, which he paid for separately because he had already made the deal and purchased the car. But, he never did find the carburetor
Q A Hurst shifter with a T-handle poked through the opening in the transmission tunnel.
Q The odometer read 41,071.
or hood scoop. The only other parts missing, apparently, are the headlight buckets and side moldings, parts that are easy to find. He plans to sell the 1969 Mustang SportsRoof that he has been working on, now that he has a 1969 Cobra Jet Mach 1 to restore.
10 FEATURESTORY
Tom Shaw T E X T & P H O T O S
FASTEST MUSTANGS
What were the fastest 1964-1973 Mustangs you could buy right off the showroom floor?
W
ith all the great Mustangs built over the years, which is the fastest? 428? 289 Hi-Po? Boss 429? Boss 302 A fine can of worms it is, and one we’re happy to open up. But rather than relying on the opinions of polls, old magazine road tests, or learned sages, we’re going to let actual data do
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the talking—data from the Pure Stock Drags, a terrific race for very original, restored muscle cars (see sidebar for details) held every September in central Michigan for more than 20 years. We’ve sifted through the official results, culled the best elapsed times from participating Mustangs, and compiled the top 10 here for your amusement and outrage.
M U S T A N G M O N T H LY.C O M
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1964-1973 MUSTANGS
First, a couple of things. Not every configuration of Mustang has run at the Pure Stock Drags, so there are some holes in the data. For example, there are no Boss 429s on this list because none have participated. Not one in 21 years of racing. Early Shelbys are considered batch-built, too; 1968s and later may be allowed, but so far the question has not come up. Crazy, yes, but that’s the situation. Speaking of reality, these e.t.’s are real. The race results here have not been doctored, dinked with, massaged, tweaked, optimized, adjusted, or any of that hanky-panky. Every car gets a tech inspection, and the cars run what they run, for better or worse. Every e.t. is 100-percent legit. A few critics complain that the cars at the Pure Stock Drags are too modified. The rulebook
}
allows for reasonable overbores, low-restriction air cleaners, contemporary mufflers (but they must be original oval style with inlet and outlet in the OEM location), and a few similar but minor nods to modern reality. Like race founder Dan Jensen said, “This isn’t 1970 anymore.” Almost every engine has had a rebuild and cylinder service. There are very few standard-bore blocks around anymore. But the Pure Stock Drags requires factory-sized street tires, and that’s the great equalizer. Even the most powerful cars have to work through OEM-sized tires. The bottom line: Almost nothing is totally stock anymore, but the Pure Stock Drags is very close— the closest we know of. With the pregame out of the way, here are the 10 Fastest Mustangs taken from 21 years of action at the Pure Stock Drags.
10:
1972 SportsRoof, 14.87 @ 95.66 (2009)
Owner: Dale Wells Engine: 351 4V Horsepower: 266 @ 5,400 Torque: 301 @ 3,600 Transmission: four-speed Axle: 4.11:1 Weight: 3,600 lb
D
ale Wells is a Detroit-area guy who goes way back with Ford. As a young enthusiast, he used to sneak into the Ford proving grounds because they’d escort him out through the garage where the experimental cars were stored. Wells makes the Top 10 with his 351-powered 1972 SportsRoof, which cracked the 15-second barrier, thanks in part, to digger gears and some sharp shifting on the four-speed. Surprised? Here’s more. The 266hp 351 is not even the top option, and his timeslips show that another two- or three-tenths could probably be trimmed from his 60foot times. With some tuning and practice behind the wheel, even the plain, low-compression, SportsRoof Mustangs can get it done on the dragstrip.
09:
11966 fastback, 14.61 @ 94.08 (2013)
Owner: Mark Weymouth Engine: 289 High-Performance Horsepower: 271 @ 6,000 Torque: 312 @ 3,400 Transmission: four-speed Axle: 3.89:1 Weight: (car not weighed)
M
ark Weymouth is a regular at the Pure Stock Drags and has extensive experience with many types of muscle cars. In 2013, he brought this sharp 1966 fastback with the High-Performance 289, a horsepower engine compared to the torque engines that power most of the cars at the Pure Stock Drags, and put together a superb 14.61 e.t. with a trap speed of 94.08. Weymouth gets the nimble fastback off the line well and revs it hard in each gear. That’s where the Hi-Po loves to make power—enough to challenge or surpass the performance of some big-name bigblocks and nail down the ninth spot in this 10 Fastest list.
08:
1970 Mach 1, 14.57 @ 97.22 (2005)
Owner: Michael Cannon Engine: 428 Cobra Jet Horsepower: 335 @ 5,200 Torque: 440 @ 3,400 Transmission: four-speed Axle: 4.30:1 Weight: 3,700 lb
M
ichael Cannon showed up in 2005 with this 1970 Mach 1 and landed in the eighth spot on the 10 Fastest list with a 14.57 blast, giving the list its first taste of 428 Cobra Jet power. Equipped with steep 4.30:1 gears and a heavy-duty Top-Loader four-speed, Cannon’s Bright Yellow Mach 1 was well configured for maximum acceleration. It is common practice among Pure Stock Drags racers to make big strides in improving their e.t.’s as they return year after year, which makes us wonder why Cannon was a one-year-only guy. As we ponder that, we also tip our hat to a first-timer who stepped up and made his mark.
OCTOBER 2016
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10FASTESTMUSTANGS
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1964-1973 MUSTANGS
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07:
ow, we take a giant-sized 1971 SportsRoof, 13.52 @ 103.95 (2009) jump—more than a full second— Owner: Bob Lovell and land smack in the Engine: 429 CJ-R middle of the 13-second Horsepower: 375 @ 5,400 range, courtesy of Torque: 450 @ 3,400 Bob Lovell and his Transmission: automatic high-powered 1971 Axle: 4.11:1 SportsRoof. The 429 Weight: 3,672 lb wedge forever lives in the shadow of the exotic Boss 429, but you’ll notice our 10 Fastest list has multiple 429 wedges and zipiddy-zero Boss 429s. So, let’s show the 429 wedge some love, huh? Lovell’s Pewter Silver 1971 has the near-perfect setup for dragstrip domination: automatic trans for consistently strong holeshots, whiplash rear gears, and massive cubic inches. It’s also not weighed down with the Mach 1 extras, which save around 130 pounds according to factory specs. The old racer’s rule of thumb is that 100 pounds changes your e.t. by about a tenth of a second. One more thing—Lovell’s SportsRoof is also the first on our Fastest Mustangs list to crack the 100mph terminal speed. Huzzah!
06:
1971 hardtop, 13.23 @ 106.13 (2014)
Owner: Bill Kulenkamp Engine: 429 CJ-R Horsepower: 370 @ 5,400 Torque: 450 @ 3,400 Transmission: automatic Axle: 3.50:1 Weight: 3,834 lb
O
n paper, Bill Kulenkamp’s Springtime Special 1971 hardtop shouldn’t be faster than Bob Lovell’s SportsRoof. It has the same factory horsepower rating, but less gear, and 162 more pounds (Pure Stock Drags cars are weighed as-raced, with driver). The hardtop is less aerodynamic. But it is faster. Why? This we know: Kulenkamp is a seasoned pilot of 429 cars, having regularly raced his crazy-rare 1971 Torino 500 Brougham hardtop, also powered by a 429 CJ-R (yes, it’s factory). On top of that, before Kulenkamp installed it, this 429 was carefully tuned on a dyno, where it peaked at 421hp at 5,300rpm, and the torque peaked at 457lb-ft at 3,300rpm. Stout, eh? Could the mighty hardtop shave a few tenths with more gear? Maybe, but for now, it’s got the No. 6 spot sewn up tight.
SPECULATION ON THE BOSS 429
The vaunted Boss 429 Mustang is MIA from this 10 Fastest Mustangs, probably because these cars are too valuable to collectors. So much money has been sunk into their restoration efforts the owners are no doubt completely uninterested in beating on their six-figure Mustangs on the dragstrips and risking dirt, rock chips, broken driveline parts, and worst of all, hitting the wall and wrinkling all that precious NOS sheetmetal. Nevertheless, we’re curious what those cars
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M U S T A N G M O N T H LY.C O M
ran like when new, void of decades of bench racing memories that often make a car faster with every conversation about it. The most accurate data we can find that relates to the Pure Stock Drags Mustangs listed in this story is taken from a Motor Trend magazine test in its April 1970 issue, when the editors compared a Mach 1, a Boss 302, and a mighty Boss-9 at the dragstrip. Similar to the Mustangs discussed above, this Boss 429 had been prepped specifically for the dragstrip with a blueprinted engine, different
gears, open headers sans mufflers, and perhaps even stickier tires (not mentioned in MT’s story, but if used they would put it at a distinct advantage over any Pure Stock car). The car had been set up for B/Stock racing by Chuck Foulger, former head of Ford’s drag racing activities at the time and owner of a successful Southern California dealership. It ran the quarter in 12.3 at 112mph. Motor Trend staffer A.B. Shuman ended the story estimating, “As they’re now made, a stock Boss 429 should run high 13s in the quarter as delivered.”
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10FASTESTMUSTANGS
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1964-1973 MUSTANGS
WHAT ARE THE PURE STOCK DRAGS?
I
t’s always an event when Benoit (pronounced ben-WAH) rolls into the 1971 Boss 351, 13.10 @ 108.64 (2011) burnout box because nobody smokes ’em like Big Ben. Benoit, who hails from Owner: Benoit Holloway Northern Louisiana, is another regular racer Engine: 351 HO who enjoys muscle cars of different brands Horsepower: 330 @ 5,400 and seems to excel in all. He knows how to Torque: 370 @ 4,000 put the spurs to a race horse, making him just Transmission: four-speed manual the guy to pilot a Boss 351, the midway point Axle: 4.56:1 in the Boss Mustang trilogy (302/351/429). Weight: 3,640 lb Packed with free-flowing power and set up with 4.56:1 gears, his 1971 comes off the line like a slingshot, fenders high, and three shifts later breaks the beams with e.t.’s in the very low 13s and trap speed pushing 110mph—plenty fast to carve up lots of big-inch rivals with lofty reputations. By the way, what’s the deal with Pewter Silver 1971s? We’ve got a trio of them here, back-to-back-to-back.
05:
04:
1970 Boss 302, 12.84 @ 109.07 (2014)
Owner: Mark Weymouth Engine: Boss 302 Horsepower: 290 @ 5,800 Torque: 290 @ 4,300 Transmission: four-speed manual Axle: 4.86:1 Weight: 3,424 lb 28
M U S T A N G M O N T H LY.C O M
M
Founded in 1994 by Dan Jensen and Bob Boden, the Pure Stock Muscle Car Drag Race (PSMCDR or Pure Stock Drags for short) is a Friday and Saturday event held in Central Michigan at the Mid-Michigan Motorplex, Stanton, Michigan. It is open to American (or Canadian) muscle cars built from 1955 to 1974 and is intended to showcase original and restored muscle cars in stock and very-near-stock condition. Friday is test and tune, and all runs are averaged. On Saturday, cars are paired with the car running the nextclosest elapsed time for a best-two-out-of-three shootout. That way, no matter how fast or slow you are, you’re running your closest competitor. The goal of the family friendly weekend is to have fun and improve. The pits are fun and open, the racers are happy to talk about how they go fast. There’s plenty of tire-spinning, gear-slamming, highrevvin’ action. More info can be found at psmcdr.com.
ove over, big-blocks, and make way for Mark Weymouth’s ragin’ Boss 302. With just 302ci, this giant-killer strikes deep into the 12s. You’ve gotta love how it ignores the popular options like slats, rear wing, Magnum 500 wheels, and power assists in favor of concentrating on the Boss 302’s true (and huge) dragstrip potential. A scholar of the quarter-mile who configured this Mustang for acceleration, Weymouth’s a hatchet man on the tree and can get the mighty Boss off the line with 60-foot times under two seconds. From there, he follows the same formula that put his 1966 Hi-Po fastback on the 10 Fastest list. Steer straight and let ’er rev way up into the sweet spot of the powerband, way up there where big-blocks fear to tread.
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10FASTESTMUSTANGS
03:
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1964-1973 MUSTANGS
02:
1969 Mach 1, 12.78 @ 109.28 (2004)
1968 GT Fastback, 12.54 @ 108.99 (2007)
Owner: Tom Artes Engine: 428 Cobra Jet Ram Air Horsepower: 335 @ 5,200 Torque: 440 @ 3,400 Transmission: automatic Axle: 3.91:1 Weight: 3,595 lb
Owner: Wayne Nelson Engine: 428 Cobra Jet Ram Air Horsepower: 335 @ 5,200 Torque: 440 @ 3,400 Transmission: automatic Axle: 3.91:1 Weight: 3,662 lb
ere’s a crowd favorite that hit the heights over a decade ago and still holds down the third spot on this 10 Fastest Mustangs list. Tom Artes’ so-fine 1969 Mach 1 is a well-preserved original, still in its factory Candyapple Red enamel. The 428 Cobra Jet engine has never been rebuilt. Artes has a mechanical mind, and has made a few key tweaks to the suspension to better utilize the 428’s whoppin’ torque punch. He was also very careful in putting together the exhaust system joints, and it rewarded him with a 12.78 e.t. that has held up well and made him the fastest Ford for several years. From the No. 3 spot onward, the 10 Fastest Mustangs list belongs to the 428 Cobra Jet power exclusively, and Artes’ mighty Mach 1 shows why.
ou knew a 1968 R-code GT had to be high up on the 10 Fastest Mustangs list, right? Since blowing away the field at the 1968 Winternationals in Pomona, California, the 428 CJ-powered 1968 GT earns its place at the front of the pack, scoring one of the best power-toweight ratios in muscle-car history. Wayne Nelson will tell you there’s no secret to making a 428 Cobra Jet run. Keep it stock, and make sure everything—carb, ignition advance, tire pressure—is set up right and tuned for your track conditions and prevailing weather, then let the engine do its thing. With the 428 CJ, stock is trick. Mid-12s confirm the GT as an all-time heavyhitter, and consistent 1.9-second 60-footers show its explosive power. Watching Nelson rocket off the line and shut down some of the revered A-list supercars is a thing of beauty forever.
H
Y
A CALL TO MUSTANGERS
01:
A
t the top of Mustang Mountain is Steve Vanderwall’s austere 1969 Cobra Jet hardtop. Would you have picked this car as your winner? Vanderwall Owner: Steve Vanderwall has had his share of mechanical issues over Engine: 428 Cobra Jet Ram Air the years, but he has hung in there. In 2009, Horsepower: 335 @ 5,200 he ran the 12.51 during the Pure Stock Drags’ Torque: 440 @ 3,400 Friday test and tune. Vanderwall sticks to Transmission: automatic the winning recipe: Start with the lightest Axle: 4.11:1 body style; go el strippo with no extras; use Weight: 3,657 lb deep, launch-friendly rear gears; and prevent missed shifts with an automatic transmission. Of the four 428 CJ cars on this 10 Fastest Mustangs list, Vanderwall’s is the only one to break 110mph. This will likely stand as the 1969’s best e.t., as Vanderwall is planning to debut a 1968 GT of his own this year. Advance info is sparks will fly and records will fall.
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1969 hardtop, 12.51 @ 110.81 (2009)
M U S T A N G M O N T H LY.C O M
The Pure Stock Drags has seen some Mustangs over the years, but lately, our beloved Mustangs have been under represented. So consider this your personal invitation to participate this September. Have some high-octane fun, and let your Mustang get a taste of the track. Turns out, the best car show is actually a race. WHAT: Pure Stock Muscle Car Drag Race WHERE: Mid-Michigan Motorplex, Stanton, Mich. WHEN: Sept. 16 & 17, 2016 RULES AND INFO: psmcdr.com
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HOW-TO
Jim Smart T E X T & P H O T O S
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CLASSIC MUSTANG FLOORPAN
}
Floorpan Reinforcement
INSTALL CLASSIC TUBE’S CLASSIC MUSTANG FLOORPAN DUAL-EXHAUST REINFORCEMENTS WITH OR WITHOUT A WELDER QUITE SOME TIME AGO IN Mustang Monthly we introduced you to Classic Tube’s dual-exhaust floorpan reinforcement panels for 1965-1970 Mustangs. These panels were factory installed in Mustangs ordered with dual-exhaust systems. Of course, the body assembly line crew spot-welded these panels in place, so they became an integral part of the vehicle platform.
If your Mustang came with a singleexhaust system from the factory, it will lack these reinforcement floor panels. However, if you’re planning to add a dual-exhaust system, you’re going to need some form of floor-panel reinforcement to accommodate the muffler and tailpipe hangers. Look to Classic Tube for these terrific reinforcement panels. When we introduced these reinforcement panels to you, they were rosette welded (drill, plug, weld) to an existing floorpan at Classic Tube. Time passed, and it occurred to us that these reinforcement panels do not have to be welded if have no access to a welder or don’t want to risk fire in an assembled car. You can secure these pans with a good industrial-grade panel adhesive, or even silicone sealer or adhesive, and they will remain as secure as those that are welded. You can install Classic Tube’s dual-exhaust reinforcement floor panels in about an hour, and we’ll show you the options. Exhaust hangers can be easily installed using stock mufflers. If you’re going with an aftermarket muffler, there are other options for exhaust hangers, and we’re going to show you that, too.
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Here’s Classic Tube’s line-up of dual-exhaust reinforcement floor panels. From top to bottom, you see 1965-1966 with seatbelts, 1965-1966 without seatbelts, and 1967-1970 all. These are perfect-fit panels you can install in one to two hours with outstanding results. What’s more, you can use existing muffler bracket holes, or punch your own, depending upon what you do with your exhaust system.
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A close look at the 1965-1966 panel with seatbelts: The large hole is the seatbelt anchor point. And remember, 1965-1966 panels are for 12/6 o’clock hanger brackets. From 1967-1970, the holes are diagonal.
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The reinforcement panel is fitted into place, checked dimensionally, as shown, and locked down at the seatbelt anchor point. Once proper fit is established, drill the muffler bracket holes. No adhesive has been applied yet.
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M U S T A N G M O N T H LY.C O M
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Pilot holes of 1 /8 inch are drilled first as a guide for the maximum size (1/2-inch) bit to come.
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Apply industrial adhesive thickly across the contact surface. You may use silicone sealer (ideally, black), which has incredible bond strength once it cures.
The Legendary Styled Alloy Wheel Available in 15", 16" and 17" TM
1965 Mustang Coupe shown with 16 x 8 Styled Alloy Wheels
LegendaryWheel.com
HOW-TO
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CLASSIC MUSTANG FLOORPAN
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The reinforcement panel has been permanently installed and secured with the seatbelt bolt and flat washers to achieve a solid seat. Alternatively, use sheet-metal screws to secure the panel until the adhesive cures. The exhaust system hanger stud package is now installed.
Classic Tube provides sheetmetal screws to secure the hanger stud bracket. You’re going to love this because you will never have to worry about your exhaust system falling off again—ever.
MODERN STEERING CONVERSIONS 1965–1973 MUSTANG, Now available for most applications • Easy Half-Day Bolt in Installation • No Cutting and No Welding Required • Full Turning Radius & Ground Clearance • True Modern Power Steering Feel & Feedback • Made in The USA With a 3 Year Warranty • Complete Kits or Individual Components • Manual Steering Boxes Available
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The left side installs the same way and is a mirror image the right. Secure the panel with the seatbelt bolt and large, flat washers. Drill the hanger bracket stud holes. We’re using a variable taper bit on the left side, which bores these holes out to size.
1965–66 Kit Shown
Find out more!!! Visit us at...www.borgeson.com
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We have applied gobs of industrial adhesive on the left side and pressed the Classic Tube reinforcement panel into place. Once seated, it is secure and will never come out.
Borgeson Universal, 9 Krieger Dr. Travelers Rest, SC 29690 860•482•8283
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You can eliminate the rubber insulator entirely and opt for a more rigid affair using the Classic Tube body bracket shown here. We’re taking this path to achieve tailpipe to floorpan clearance. Ford suggests minimum 3/4-inch clearance between pipe and floorpan.
SOURCES
Classic Tube National Parts Depot (800) 882-3711 classictube.com
Scott Drake (800) 999-0289 scottdrake.com
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Classic Tube provides these factory-muffler compatible hangers, which are like original equipment. You can, however, modify these hangers anyway you wish to work with aftermarket mufflers. We tried this trick with spacers for use with aftermarket mufflers on a 1967 Mustang.
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Here’s the Classic Tube exhaust hanger modified for use with aftermarket mufflers. Try to ignore the sloppy tailpipe welding. Our MIG welder decided to fail just as we were getting started. That’s our excuse, and we’re sticking to it!
TRIUMPHANT TRUMPETS Scott Drake Reproductions introduces these highflow 1965-1966 Mustang exhaust tip trumpets that are sans louvers and available from National Parts Depot for installation on your classic Mustang. We like these tips for their clean-cut design, void of the traditional louvers you typically see on 1965-1966 Mustang GT exhaust tips. Without the louvers, these tips yield a cleaner sound, and with just the right aftermarket mufflers, deliver a bark you will long be remembered for.
(800) 874-7595, Florida (800) 368-6451, North Carolina (800) 521-6104, Michigan (800) 235-3445, California npdlink.com
G.T. 350H Jerry Heasley T E X T & P H O T O S
SELLS FOR $1,000!
The Saga of SFM6S1431
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M U S T A N G M O N T H LY.C O M
A
ll Steve McDonald had to do was come up with $1,000 by Friday to own this black-and-gold 1966 Shelby G.T. 350H. The odometer showed 40,000odd miles, and the body had in McDonald’s words “a lot of door dings and chips. It
“Every month I cashed my paycheck and paid my $98 car payment. In 12 months, the car was mine.” also needed a front valance and bumper due to a minor fender-bender.” Of course there was a catch: The $1,000 pricetag dates back to December 1971. Two years out of high school, McDonald had been working as a technician at Bert Spriggs LincolnMercury in Annapolis,
Maryland. “I used to see this Shelby at the drag races,” he said. “We had a Mustang that we had begun to either modify or destroy—it depends on who you ask—for E/Modified Production. The owner of the Shelby ran a Mustang in B/Gas, and he used this car to tow it back to the pits.”
McDonald harbored a secret desire to buy the Shelby, but the car just wasn’t for sale. One day, though, he learned the owner’s wife was pregnant and the family was looking to purchase a four-door sedan. “They were going to trade the Shelby for a Mercury Monterey
station wagon,” McDonald recalled. The Shelby’s tradein allowance was $850 right there at Bert Spriggs Lincoln-Mercury. That’s when McDonald got in the middle of the deal with visions of Shelby ownership coloring his bland car world. All he had to do was OCTOBER 2016
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SELLS FOR $1000!
{
}
1966 SHELBY G.T. 350H
Q McDonald believes his “Rent-A-Racer,” which is how Hertz advertised this Shelby, was delivered in March of 1966 to Koons Ford in Falls Church, Virginia, for use as a rental at National Airport in Virginia. The car came out of service after about a year, and turned up on Ford dealer’s lot in Annapolis, Maryland, where it sold for $2,500.
come up with a grand. Apparently during the early ’70s a Shelby was not a particularly hot item— at least not an ex-rental Shelby with an automatic transmission. McDonald recalls everybody, at least in his drag-racing circle, wanting fourspeed transmissions in their performance cars. Luckily, the owner of Bert Spriggs Lincoln-Mercury was a good friend of the president of a local bank, so McDonald stepped into the bank president’s office and received a primer on how a borrower needed established credit to borrow money. “I didn’t have any established credit.” However, McDonald got the loan because both his
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boss and the bank president thought a Shelby Mustang was a very good investment. In fact, the bank president was so high on the Shelby that he personally guaranteed the $1,000. “Every month, I cashed my paycheck and paid my $98 car payment. After 12 months, the car was mine.” The Shelby was McDonald’s dream car come true. Right away, he fixed the frontend body damage and started driving the car every single day—in the snow, in the
M U S T A N G M O N T H LY.C O M
rain, summer, and winter, no matter the weather. McDonald even slept in the car sometimes during trips. He recalls camping next to his trusty steed, and hauling on occasion four to five people “when we were younger and dumber.” Over the years, he counts crossing the country three
times, including two trips to the Bonneville Salt Flats. Small wonder the stock 289 Hi-Po failed from a broken piston skirt. McDonald’s friend, David, worked in the Bert Spriggs parts department and was amused to find the 289 Hi-Po short-block
Q Company Hertz colors for 1966 were black and gold, and thus, the Raven Black acrylic enamel paint with Gold Le Mans stripes. However, Hertz cars also came in Wimbledon White, Sapphire Blue, Ivy Green, and Candy Apple Red, of course, with gold stripes.
Q Under the hood is a 289 “Hi-Po,” short for HighPerformance, rated at 306 horsepower.
Q Steve McDonald says his Hertz “sleeps two people rather uncomfortably,” a testament to his many years spent driving this car. The odometer has passed 227,000.
“McDonald got the loan because both his boss and the bank president thought a Shelby Mustang was a very good investment. In fact, the bank president was so high on the Shelby that he personally guaranteed the $1,000.”
Q Customers could rent a Shelby H model for $17 a day and 17 cents per mile. McDonald still drives his G.T. 350H regularly, and thus, the modern tires. No Goodyear Bluestreaks here. The wheel center caps feature the unique Hertz Sports Car Club logo.
SELLS FOR $1000!
{
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1966 SHELBY G.T. 350H
Q Hood lock pins did not come with attached wires on the Hertz model.
was still available from Ford. During the rebuild, McDonald went with hardened valve seats, but overall, the Hi-Po remains stock with original heads, intake, carburetor, valve covers, fuel pump, oil pan, exhaust manifolds, and more. McDonald and his wife Dorrie were driving the G.T. 350H when we met them at the 2016 All-Ford Nationals in Carlisle. Transmission fluid was leaking onto the pavement during our photo shoot, but the pair seemed undeterred. They have no plans to sell or trade. They have no baby on the way. The Hertz is their baby.
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Q The Shelby was also called
into duty to haul McDonald’s hang glider. He said, “We used to hang glide in the early ’70s, and we would attach it to the roof racks and drive to meets. We also had kayaks on the racks at times.”
M U S T A N G M O N T H LY.C O M
EDITOR’S NOTE: Did anybody ever rent a G.T. 350H back in the ’60s and in some way race, steal parts from, or borrow an engine for an afternoon, or in any way abuse your rental? Or do you just have an interesting story to tell? If so, please contact
[email protected].
Q Believe it or not, McDonald subjected this poor G.T. 350H to the corrosive salt of the Bonneville Salt Flats during the early ’70s. The car was driven there twice and across the country three times.
Q This is what the Shelby looked like prior to the restoration that was started in 1996. According to McDonald, “All the work except the paint, seat covering, and headliner were done by me and a friend. Paint was done by my brother-in-law for $1,100. The engine was sent to a machine shop to be balanced and hardened valve seats installed.”
Q “I had collected parts [while] working at the dealership,” McDonald says. “Back then, the padded dash was $12, fender, $29, quarters, $125, and so on.” Q The first 85 G.T. 350H Shelbys in 1966 came with four-speed manual transmissions, but Hertz saw the evil that customers could do with this combination and the remainder of the cars were automatics, as seen here.
OCTOBER 2016
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HOW-TO
Richard Holdener T E X T & P H O T O S
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347CI SMALL-BLOCK
}
PSIchotic Stroker II
A SIMPLE, CARBURETED 347CI SMALL-BLOCK STREET OR STRIP ENGINE THAT MAKES 1,000 HP A FEW YEARS AGO, OUR SISTER MAGAZINE Muscle Mustangs & Fast Fords covered the buildup and dyno test of a 347ci small-block with off-the-shelf parts, streetoriented cam timing, and a carburetor, and the crowning touch was a CSX Racing twin-turbo setup (www.mustang-360.com/ how-to/engine/1405-dyno-testing-cxracings-twin-turbo-system-psichotic-stroker/). The results were less than expected due to a few factors, so in this story, we will fix those ailments and develop more power in a more controllable package. While this engine is on the wild side for most Mustang Monthly
readers, some of our readers love hearing about turbo engines. This small-block is right at home between the shock towers of a street or strip Mustang. Let’s take a look at how to build and tune one of these beauties, so you can be the new hero at your next Mustang show. Oh, and also, blow the doors off of most any car you’ll come across on the street! By going big on the displacement, cam timing, and head flow, we were able to produce a 347ci stroker with impressive power potential even before adding boost. The power output of any forced induction engine is the result of the boost pressure multiplied by the original output of the normally aspirated combination, so starting with more power before the boost means increased output under boost. Technically speaking, a normally aspirated engine already runs under boost (atmospheric pressure of 14.7:1), so doubling that pressure (adding 14.7 psi) will (sometimes) double the normally aspirated power output. If you start with a 300hp engine and apply 14.7psi of boost from a turbo (or two, in this case), you wind up with 600hp. If you apply the same boost to a 400hp engine, you get 800hp, 1,000hp if you start with a 500hp combination. Q The 347 short-block featured forged flat-top pistons from JE. The 10.8:1 static compression was a touch high for turbo use, but it did improve the power output of the normally aspirated engine. While this can be a street engine, you need to use the best pump gas you can find, spend the bucks for high-octane race gas, or back the timing off a little when driving on the street.
Q We were PSIched about controlling the boost on our twin-turbo, carbureted 347!
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M U S T A N G M O N T H LY.C O M
PSICHOTICSTROKERII
{
347CI SMALL-BLOCK
The math is easy, but getting the turbo engine to cooperate in the real world is sometimes a little more difficult. Despite the difficulties, it is always better to start with a more powerful normally aspirated combination when you go looking to make big power, which is exactly what we did with this 347. For those who didn’t catch the first installment of the PSIchotic Stroker, here is a brief reminder of what transpired. To maximize the normally aspirated power of the small-block Ford, we stepped up to an aftermarket block stuffed with forged internals that included a 4340 forged stroker crank and rods from Speedmaster combined with forged flat-top pistons from JE. Adding power to the short-block was a Crane hydraulic roller cam and AFR 205 Renegade heads. The Crane cam offered a .579/.595 lift split, a 236/244 duration split, and 114-degree lobe separation, while the AFR heads offered flow rates of 330cfm. Topping the 347 was a Parker Funnel Web fed by a Holley 950 Ultra HP carburetor. Other important mods included an MSD ignition, a Milodon oiling system with a windage tray, and Lucas synthetic oil. The normally aspirated 347 offered impressive power, even before adding boost by producing 519hp at 6,900rpm and 434lb-ft at 5,400rpm. This PSIchotic stroker was originally built to test the merits of the then-new 5.0L twin-turbo kit from CXRacing. The kit included
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} GRAPH 1: HP & TQ CURVES-GT35 STYLE VERSUS 76MM Equipped with the T3-based, GT35-
style turbos, the 347 produced impressive peak numbers (919hp and 731lb-ft of torque), but check out the shape of the curve. The only way we could get any type of boost response was to eliminate the waste gates entirely, and even then, the boost rose rapidly higher in the rev range. After installation of the T3-T4 adapters, larger 76mm (T4) turbos, and Turbo Smart waste gates, we had complete control of the boost supplied by the turbos. That control allowed us to dial in the air/fuel and timing curves to safely exceed 1,000hp. Note: The new combination offered not just more peak power, but more power everywhere. On a turbo engine, boost control is everything!
GRAPH 2: BOOST CURVES-GT35 STYLE VERSUS 76MM The boost curves offered by the T3 and T4 turbos tell the whole story. Removing the waste gates from the T3 twin-turbo combination resulted in very little boost down low, but the boost rose uncontrollably at higher engine speeds, thanks to the restrictive T3 housings. After installation of the adapters, T4 turbos, and Turbo Smart waste gates, we had full control of the boost. The new components provided the ideal combination of boost response and peak power. The boost curve offered by the T3 combo started out at just 2.5psi, climbed slowly, then rose rapidly at the top of the rev range to 15.5psi before we shut down the party. By contrast, the T4 combo started with 14psi, rose to a maximum of 18psi, then fell off slightly to 17.4psi at the power peak.
exhaust manifolds, turbos, intercooler, waste gates, stainless exhaust, aluminum intake tubing, and all the clamps and couplers to connect the system. Though the kit was complete enough, right down to the oil feed and drain fittings, the supplied GT35style turbos featured T3 turbine housings designed to fit the T3 flanges on the exhaust manifolds. Though plenty powerful, the small T3 exhaust housings made boost control all but impossible on the engine dyno. No matter what waste gate spring combination we tried, we could not
M U S T A N G M O N T H LY.C O M
Q The bottom end consisted of a 4340, forged crank, and 5.40-inch rods from Speedmaster. Milodon supplied the necessary main studs to allow for installation of the windage tray. It was necessary to bottom tap the main stud holes prior to installation.
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CPP offers late model performance steering for your classic Mustang. Boxes are compact, lightweight, and really pack a punch! Easy bolt-on alternative. $ Conversion Kits - starting at 675/kit Kit contents $ may vary. Boxes - starting at 379/ea
ALL PARTS ALSO SOLD SEPARATELY
These kits provide Big Brake stopping power and are the perfect compliment to wheel, tire, and suspension system upgrades. 13" kits use the Superlite 4R 4 piston caliper and 12" kits use the Dynalyte 4 piston caliper. All kits contain e-brakes. Will not work with factory full size
Made using round tubing that resists torsional twist FOR better than square tube 1965-70 versions. The connectors are MUSTANG 100% bolt-in and include all mounting hardware. Subframe connectors provide resistance to chassis flex and therefore increase the integrity and rigidity of the chassis. Available in black or silver powdercoated finish. starting at $169/kit
rear ends. Rotor finish may vary. Stainless steel braided hose kit sold separately. $ 12" Rotor - starting at /kit
BRAND
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9" REAR ENDS
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CRATE REARENDS
FRONT
STANDARD AND PRO-TOURING ORIGINAL STYLE SWAY BAR KITS GAS TANKS FOR FUEL INJECTION Frame rail mount and heim design for aggressive performance driving. Kits come complete with sway bar, poly bushings, mounting brackets and all necessary hardware. Black powdercoated finish.
Standard Plain - starting at $129/kits Standard w/Billets (shown) - starting at $189/kits Pro-Touring Plain - starting at $189/kits Pro-Touring w/Billets (shown) - starting at $279/kits
CPP carries a wide variety of fuel injection-ready tanks with built-in trays and appropriate fittings. These tanks require no modifications to mount. This is the best choice for adding a fuel injection-ready tank to your classic vehicle! These come as kits and include all the necessary pieces to mount to your vehicle. Pumps and sending units sold separately. starting at $255/kit
FUEL PUMP KITS
Improved with components designed to prevent bumpsteer. Required when installing CPP 400 Series™ Box in your original P/S Falcon or Mustang.
$
49/kit
1964½-70 MUSTANG COIL-OVER CONVERSION SYSTEM STEEL TILT Includes coil-over shocks, specially STEERING COLUMNS designed conical springs and all GRANADA PERFORMANCE UPGRADE BRAKE KIT
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NOT REMANUFACTURED
UPGRADE DRUM TO DISC BRAKES FOR YOUR 1964-73 MUSTANG starting at
$
Ready to adapt into your stock Ford wiring and accept your stock Ford steering wheel. Come with turn signal and 4-way flashers. starting at $406/ea
$ hardware. starting at 449/kit FOR A LIMITED TIME GET A FREE SPANNER WRENCH AND BEARING KIT
Eliminate the factory strut rods while incorporating a full lower "A" arm and tie the frame rails together. Allows vehicle to maintain alignment. Available for 196570 Mustang & 1961-65 Falcon, in glossblack or silver powdercoated finish.
Upper-starting at
309/kit
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starting at
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starting at 190/kit COMPLETE STEERING LINKAGE KIT
These high quality electric fuel pumps are a must for your fuel injected engines.
starting at 190/kit GAS TANK SENDING UNITS
HEAVY DUTY 31 SPLINE AXLES
Bolts directly in, with 5x4.5 bolt circle and 1/2” wheel X-FRAME BRACE KIT studs. Custom widths available. Third Members and brake Use in combination with CPP $ Subframe Connectors for kits sold separately. starting at 1049/kit added strength and stability.
BRAND
NEW!
FOR 1965-66 MUSTANG
starting at
189/kit
$
Strengthens and improves chassis rigidity and overall vehicle handling. No drilling and no welding. More rigidity and less hardware than a traditional Monte Carlo bar and export brace. Rod ends provide an adjustable attachment to ensure a perfect fit every time. Available in black or silver powdercoated finish.
CALTRACS TRACTION BARS
If you have a leaf-spring car, we have a set of bars for you. For daily driven cars to 8-second outlaw cars. starting at
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339/kit
MUSTANG V8 SPINDLE KIT FOR 1965-67
Upgrade your original V8 spindles to the larger and stronger bearing pins. Kit will also upgrade 6 cylinder spindles for disc brake upgrades. starting at $299/kit
FOR ALL POPULAR APPLICATIONS
BILLET HOOD HINGES
Comes complete with stainless steel gas struts and mounting hardware. Available starting at $475/pr in plain, black or polished.
COIL SPRINGS
High quality OE fit and finish stock height and lowered coil springs. Sold in pairs and come black powdercoated finish. starting at
MUSTANG II IFS TRUE INDEPENDENT PERFORMANCE SYSTEM
These kits come with crossmember, coil springs, spindles, 11-3/4" diameter rotor performance brakes, gas shocks, upper & lower control arms, new power rack & pinion, sway bar, forged hubs and our Big Bore™ calipers, plus mounting hardware. Available in 4.5 and 4.75 lug patterns. $
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95/pr
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1489/kit
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ClassicPerform.com
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279/kit
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866-593-5736 378 E. Orangethorpe Ave. | Placentia, CA 92870
714-522-2000 | Fax: 714-522-2500
Prices subject to change without notice. Please note that kits and prices may vary between certain applications.
PSICHOTICSTROKERII
Q Oil control is critical on a turbo engine, so we installed a complete Milodon oiling system that included this HV oil pump, windage tray, and pick up.
Q Looking to make serious power, we needed the right cam profile. This Crane hydraulic roller profile offered a .579/.595 lift split, a 236/244 duration split, and turbofriendly 114-degree LSA.
adequately control the rising boost curve. We even tried removing the waste gates entirely, but this simply reduced boost response lower into the rev range. The small T3 turbine housings were just too responsive (and restrictive) for our high-horsepower application. Back during our first test, we had to limit the engine speed of the test to 6,600rpm to keep the boost pressure down below 16psi. The combination of no waste gates and the rising boost curve produced a less than ideal result on our carbureted stoker.
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M U S T A N G M O N T H LY.C O M
The cure was to dial in the boost curve on the 347 with two very important changes. We knew we needed to change the small T3 turbine housings, but this change required replacing the T3 flange on the exhaust manifolds. Rather than redesign the manifolds, we simply made adapters to step up the T3 flange to the larger T4 flange. These adapters allowed the installation of larger T4-based, 76mm turbos from CXRacing capable of supporting higher than 700hp each, and we had more than enough turbo for the 347 stroker. The larger T4 exhaust housings were supplied with 1.15 AR turbine housings. We also replaced the OCTOBER 2016
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S TO A TWO EASY STEP
COOL, QUIET,E COMFORTABL INTERIOR
IT’S WHAT THE PROS USE!
ONTROL L ACOUSTIC C THERMA
Available at
PSICHOTICSTROKERII supplied waste gates with 45mm Hypergates from Turbo Smart. The extra exhaust flow provided precise boost control, allowing us to dial in the desired boost pressure using a manual waste-gate controller. With control of the boost supplied by the twin-turbo system, we were free to dial in the
SummitRacing.com
Eastwood.com
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STEP 1. BOOM MAT DAMPING MATERIAL Controls road noise and vibrations www.BoomMat.com
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SpeedwayMotors.com
Jegs.com
Q AFR supplied a set of their impressive 205 Renegade heads for this project. The heads were secured using 1/2-inch ARP head studs and Fel-Pro 1011-2 head gaskets. The AFR heads offered both impressive airflow (330cfm) and a thick deck to ensure sealing under boost.
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Kits available for: Mustang, Cougar, Fairlane and many other vehicles.
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BILLET WIRE LOOMS
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BILLET SWITCH KITS
POWER BEAR CLAW LATCHES
POWER WINDOW SWITCHES
Electric-Life accessories give your classic car modern convenience and luxury without modifying its classic looks.
800-548-2168 ELECTRIC-LIFE.COM M U S T A N G M O N T H LY.C O M
Q In addition to the a 2.08/1.60 stainless steel valve package, the AFR Renegade heads featured a spring package that offered sufficient rate and coilbind clearance for our near .600 lift cam.
jetting on the CSU blow-through carburetor. With our air/fuel and timing curves optimized for race fuel, we cranked up the boost to 17.4psi. At which point, the twin-turbo 347 cracked the magic 1,000hp barrier with peak numbers of 1,003hp and 891lb-ft of torque. Boost is worthless without control.
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PSICHOTICSTROKERII
{
347CI SMALL-BLOCK
}
Q Run on the dyno with a Funnel Web intake, Holley 950 Ultra HP carb, and 1 3/4 inch Hooker headers, the stout little 347 stroker produced 516hp at 6,900rpm and 434lb-ft at 5,400rpm.
Q For turbo use, the Hooker headers were replaced by stainless turbo manifolds from CXRacing.
Q The smaller T3-based, GT35-style turbos limited boost control, so we fabricated these T3 to T4 adapters to allow installation of larger T4 turbos.
Q The GT35-style turbos were replaced by larger 76mm units from CXRacing. Exhaust flow was further improved on the T4-based, 76mm turbos by selecting larger 1.15 AR turbine housings.
Q Our twin-turbo 347 required a dedicated blow-though carburetor, so the Holley 950 Ultra HP was replaced by an 850 model modified by Carb Solutions Unlimited (CSU). For boost, mods to the CSU carb included revised boosters, metering blocks, and an adjustable, boost-referenced power valves. CSU also supplied the necessary carb bonnet to direct boost properly through carburetor.
Q The twin -turbo kit featured an efficient air-to-air intercooler. Note the dual-in and single-out configuration of the end tanks. The kit also came with all the necessary aluminum (polished and beaded) tubing, couplers, and clamps, but we modified some of the tubing to fit our carbureted application.
FROM STREET TO STRIP and ALL POINTS IN BETWEEN. . . ®
“Nothing beats Rockett Brand Racing Gasoline.”
Rockett Brand7 Racing Fuel is recognized by professional race teams and performance enthusiasts for formulating the most technologically advanced racing fuels on the market today. It is the only racing fuel backed by 60+ years of fuel formulating experience, professional technical and engineering support, and uncompromising product quality. Q Equipped with the adapters and 76mm turbos, the power
output of the carbureted 347 jumped from 919hp and 731lbft of torque to 1,003hp and 891lb-ft of torque. The key to any successful turbo engine is boost control!
SOURCES Aeromotive
Holley/Hooker
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FEATURESTORY
Jim Smart T E X T & P H O T O S
ONE DARK HORSE
Alec and Eddy Shea had a passion and a vision—and then an action plan 52
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o appreciate Alec and Eddy Shea’s Dark Horse 1967 Mustang fastback project, you’d had to have followed this effort from the beginning. “I am a modern young man and an avid car lover with old-school values. You’d think someone at my age would be more attracted to blingbling gizmos and the electronics in today’s new cars,” 20-year-old Alec Shea tells Mustang Monthly. “I’ve always been infatuated with American muscle cars, especially those from a bygone era.” Alec shares this passion with his father, Eddy. They wanted to embark on a father-son project together building a legacy—a classic Mustang muscle car. When Alec and Eddy became committed to building Dark Horse, it became an obsession—it was all they could think about. “Everything seemed to fall into
place for us. We needed to find a 1967 Mustang fastback, exactly what we wanted. With that this project began taking me places. I packed up my duffel bag and headed to Boise, Idaho, to meet Scott Brideau of Car Concepts,” Alec tells Mustang Monthly. “Without Brideau, this project never would have been possible.” Brideau began this project with a C-code 289 2V Brittany Blue 1967 Mustang fastback and went to work in earnest. “The Sheas were looking for a high-end build that would offer the classic look of a Mustang fastback, yet be up to date in terms of performance and safety. The color had to be black with a matching leather interior. The engine had to be a 427 with an eight-stack induction system,” Brideau says. “I had a California black plate fastback in my shop that fit the bill as a donor for this project. Our first steps
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1967 MUSTANG FASTBACK
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were to establish performance tire and wheel sizes, along with a great stance, while maintaining a vintage look.” “One of the obstacles going in was selecting a high-performance suspension that would not require a front wheel with too much positive offset, which would give the appearance of a modern, or frontwheel drive, wheel. We selected the Griggs GR350 system because it provided the handling and front-track width we were looking for. In back, we chose a custom-width Griggs torque arm-equipped 8.8-inch Ford 33-spline rear axle with 3.73 gears and WaveTrac. To make all this performance work properly, the unibody would need to be strengthened,” Brideau says. Not wanting a disruptive full rollcage, Brideau suggested “using a more stealthy method by fabricating and installing a pair of 2x3-inch custom framerails, crossmember, and an additional torque box, so it
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ONE DARK HORSE
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looked factory and held the car together. A periodcorrect Brideau Drake 1967 Shelby rollbar was modified and installed in the car,” Brideau says. That’s Raven Black single-stage polyurethane by Southern Polyurethane, Inc., professionally applied by Brideau. If you study the body closely, you will not see a single flaw because he employs a grueling, demanding regimen. He spent hours of prep time before primer and paint went on. “I call it blueprinting the body. In other words, every panel, edge, and bodyline was adjusted, massaged, and worked until everything flowed from panel to panel.
The engine compartment also received attention. The goal was not to get too far away from the factory feel, but to give everything an OEM look, and have a place for everything,” Brideau says. “We kept the shock towers, because they look
like they belong under the hood of a Mustang. We used 2 1/2-inch tubing bends and made space for the header tubes, so most of the shock towers could remain in place. A spot was made for the ignition coil, heater hoses, and power-steering
Q This is the Dart iron block, aluminum head 427ci stroker. It made 500hp and more than 500lb-ft of torque on the dyno. That’s an Inglese eight-stack system fired by FAST EZ-EFI.
Q The wheels are Vintage 45 fivespokes wrapped in Continental Extreme Contact DW skins in P255/40ZR17 and P285/40ZR17, respectively fore and aft.
Q Look at what you can do with a 427ci small-block stroker. Dress this guy anyway you’d like and make anywhere from 500 to 600hp.
reservoir. A factory-style export brace added chassis stiffness and completed the illusion of a period-built race car.” “With everything prepped, Southern polyurethanes epoxy black single-stage was sprayed, and topped with SPI Universal clear,” Brideau says. “The underside of the car was shot in SPI epoxy and received a bedliner coating for protection and noise dampening.” One of the greatest challenges of the Dark Horse project was fitting an FE series 427 bigblock with the eight-stack Inglese/FAST EZ-EFI induction completely under the hood. They decided to go with a 351W-based small-block bored and stroked to 427ci. Mike Herring of Valley Crankshaft in Boise, Idaho, started with a Dart SHP block and Pro 1 heads, and then spun it on the dyno to achieve 500hp with plenty of room for more. That’s a Billet Specialties Tru-Trac front dress. MSD lights the mixture. An Aeromotive fuel system provides the go juice. Those are BBK headers with a Car Concepts flange mod to work with Dart heads. A Be-Cool radiator offers optimum heat transfer and durability. MagnaFlow mufflers and custom stainless steel pipes deliver the message. Twist the ignition and grab the shifter. In the tunnel is a Q Inside, Interior Revolution treated these Mustang bucket seats to TMI Products Sports Seat foam and rich black leather upholstery. We like the Classic Instruments Bomber cluster with blue LED lighting. This is Ford’s brushed aluminum Interior Décor Group package with molded door panels for 1967.
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ONE DARK HORSE
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Modern Driveline/Tremec TKO-600 five-speed box and Hurst short-throw shifter. On the ground is a Grigg’sprepared Ford 8.8-inch rear axle from the Fox body Mustang parts shelf. Security for this integral carrier rear end is a Griggs Watts link package with coilover shocks. All of the adjustable VariShocks were inverted to reduce unsprung weight. Griggs supplied the suspension in front with a double wishbone package, splined sway bar, and rack-and-pinion steering. In all four corners are Vintage 45 wheels around Wilwood six-piston calipers and 13.5-inch drilled rotors up front, and 12-inch drilled rotors with four-piston disc brakes in the
rear. Those are Continental Extreme Contact DW tires, P255/40ZR17 front, P285/40ZR17 rear. For Alec, the Mustang has been more than a car-building project, it has been quality time spent with his father, an enormous life-changing event during which he has come to understand humility, compassion, and work ethic. He learned what it means to stay the course and how to execute a project to completion despite obstacles. “I don’t think I will ever forget my feelings when I saw the completed Mustang for the first time. As someone who was able to not only see, but get hands-on experience on this entire restoration process through,” Alec says. “Of course, I am extremely fond of sharing my
Q Alec Shea respectfully takes the wheel of Dark Horse a few times a month for his driving pleasure. Count on this being a lifelong relationship that began with his father. Alec plans to pass this family heirloom along to his kids someday.
MAGNUM 500 experiences and photos. Dark Horse is something I look forward to sharing with my kids.” Behold the investment—not just in terms of cash value—but in the thrill it provides Alec and Eddy. We’ve become so focused on monetary value that we’ve forgotten how to have good old-fashioned fun with a classic Mustang. As the late Carroll Shelby said to me years ago, he didn’t build classic Mustangs to be tucked away in garages. He built them to be driven and enjoyed.
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Family Challenge A father and son 1,000 miles apart design an award-winning Mustang together
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FEATURESTORY
I
n the Mustang hobby, there are untold thousands of father-and-son Mustang build stories. Some include a father and his young son who isn’t even of driving age. Others include a father and son later in life looking to revisit the past. Most of these stories, however, feature a father and son under the same roof—or at the least living in the same town. When you’re 1,000
Mark Houlahan T E X T • Robert McGaffin and Dom Domato P H O T O S
miles apart, though, even in today’s connected world, the project of building a Mustang becomes that much more difficult. Throw in a plan to build an awardwinning high-end Mustang Pro-Tourer, not just a nice bolt-on restoration or restomod, and the task becomes even more daunting. So how can a son in California and a father in the Pacific Northwest accomplish this task? Joel and his father
come from a long line of Ford enthusiasts, several generations in fact, loyal to the Blue Oval. He’s one of us for sure. But with Joel living in California and working full-time building said Mustang project, while not impossible, would take a long time to finish. Even considering Joel’s well-equipped home shop, packed with tools and a lift, he believed he didn’t have the time to build the car he and his father envisioned.
First things first, they still had to find a Mustang. So, Joel’s retired father went in search of a clean, early fastback during 2012. He found the perfect car in the Pacific Northwest with the help of some car enthusiast friends. The running 1965 fastback was shipped down to Joel in California, where it was inspected, titled, and registered in the state of California to preserve the fact it was indeed an OCTOBER 2016
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{
original 1965 Mustang, and not a replica or built from a reproduction shell. With the car finally in Joel’s home shop, the build plan got firmer. They agreed the car needed a capable chassis with independent rear suspension (IRS), great brakes, and a custom interior. Starting with the chassis mods, Joel shipped the Mustang out to Phil and Jeremy Gerber at the Roadster Shop for
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1965 MUSTANG FASTBACK
a full chassis with its Fast Track IFS and IRS systems dampened by Penske double adjustable shocks. “We had always planned to bring the vehicle back to my home shop in California to do much of the work, subbing out items that I could not handle. Once we got further along, the difficulty of this project sank in. Only after visiting the shop several times to make some key decisions did we finally realize if we
M U S T A N G M O N T H LY.C O M
were to bring this car back to my garage, we would destroy much of the hard work done by the Roadster Shop, and not do the car proper justice,” Joel says. The Roadster Shop was fully committed to the build and progress continued, though each step was met with new challenges. The Mustang is rather small when you compare it to a typical ’50s or ’60s street rod. Any time you move something around in the
chassis, it greatly affects other areas. For example, dropping the body down over the frame gives a killer stance, but reduces its interior headroom and could cause the engine to sit above the natural hood line, requiring some ungodly scoop or custom hood. Add in custom 3-inch exhaust to fit into the drive tunnel, the challenge can be quite the head-scratcher. To the Roadster Shop’s credit, they nailed the
“The 20-plus finalists for ‘Street Machine of Year Award’ were, frankly, insane. Given the competition, I was blown away when the car was awarded a prestigious Top 5 Award.”
stance while making sure everything fit perfectly, down to the headroom. The second big challenge was to fit the IRS with a traditional-looking deep offset lip rear wheel to create the Pro Touring look Joel and his father wanted. It’s quite easy to do on a solid axle setup, but IRS is another thing. You can’t just go in and shorten control arms without interfering with suspension geometry, pickup points,
and so on. The Roadster Shop metal crew deftly created the wheel flares that cover those deep-dish wheels, and it’s all steel. “In order to avoid an abrupt sharp rear flare angle, they had to remove several inches of the horizontal side scoop detail just aft of the doors to make room for the gradual flares and give us wheel clearance. The guys that do the metal work in that shop are amazingly talented. We had the
chance to meet them many times throughout, and they deserve a lot of credit,” Joel says. Once the modifications were complete and the grinders spun to a stop, the Roadster Shop was able to fit a set of 19x12 Forgeline VX3C wheels out back, wrapped in Michelin P335/30R19 rubber. The fronts are equally impressive at 18x9 with P265/35R18s. Behind those wheels are Baer
Pro+ 14-inch brakes with Roadster Shop branded sixpiston calipers. Additional metal work on the fastback includes matching flared front fenders, tucked front and rear bumpers, custom front and rear valances, custom front grille and surround, machined taillight bezels and fuel filler, shaved drip rails, and custom-machined exhaust tips attached to a full 3-inch stainless exhaust featuring MagnaFlow mufflers.
OCTOBER 2016
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Under hood sits one of Ford Performance Racing Parts’ Coyote Aluminator XS crate engines topped with a Modular Mustangs fabricated intake manifold and Roadster Shop custom inlet tubing. The Coyote 5.0L DOHC seems to be a no-brainer these days for the power output it makes
and the level of support it gets from the aftermarket, which grows daily. It’s the perfect modern powerplant for those wishing to keep a Ford in their Ford. Going the next level with the Aluminator XS crate engine brings premium engine internals and performance parts to the table for
Q The look is unmistakably early Mustang, but the more you stare at the front of this Mustang, the more you see the subtle Roadster Shop touches, including a custom grille insert (upper and lower), hand-fabricated steel lower valance, air splitter, and more.
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serious horsepower. This is the same engine that is used in Ford Performance’s Cobra Jet turnkey drag race Mustang program! Backing the 5.0L is a Bowler Performance T-56 Magnum six-speed, which is coupled to the modular engine via a Centerforce DYAD clutch and pressure-plate kit.
Q The Ford Performance Coyote Aluminator XS crate engine is completely stock except for the hand-fabricated intake manifold from Modular Mustangs, and the hand-fabricated induction tubing built in-house at the Roadster Shop. That’s not to say the engine is a poseur, though, as the Aluminator XS cranks out 500 naturally aspirated horsepower. You know this Pony has some giddy-up!
Q The Forgeline wheels were custom finished in a smoke center and polished wheel lip. The combination not only works well with the paint, but ties in perfectly with the Baer brakes and their black hats and silver rotor finishes.
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FAMILY CHALLENGE
{
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1965 MUSTANG FASTBACK
Doug Thorley Coyote-swap headers help the engine’s spent gasses find those MagnaFlow mufflers on the way out. Once the suspension, driveline, and wheel and tire package had been fitchecked and all necessary modifications made to the body and chassis, the Roadster Shop blew the Mustang apart for final bodywork. The Roadster Shop’s in-house paint department buried the all-metal body mods in a deep coat of PPG Black Sapphire Pearl basecoat and clear coat. Several coats of clear, combined with color sanding and buffing of the paint surface makes for the mile-deep appearance of the final product. Before final assembly, the Roadster Shop shipped the Mustang back to Joel, where he worked with Ron Mangus Interiors in Rialto, California, to build the interior of his dreams. Joel was able to work directly with Ron on his interior design thoughts, including the use of recovered BMW M6 bucket seats, a
Q The Ron Mangus interior in black-and-tan leather creates an inviting cockpit. The handformed dash insert with Dakota Digital VHX instruments gives off a vintage Mustang flair, but makes a unique statement for the build.
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M U S T A N G M O N T H LY.C O M
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FAMILY CHALLENGE
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1965 MUSTANG FASTBACK
Q As you can see by this under car shot, the Mustang’s chassis isn’t just made up of a front and rear clip, but a complete chassis that the Roadster Shop calls the Fast Track. It is available for 1965-1973 Mustangs and comes standard with the Roadster Shop’s Fast Track front suspension and a four-link rear. Options include IRS (as used in this build), disc brakes, adjustable shocks, engine mounts, and much more!
Dakota Digital VHX gauge system built into a custom leather-wrapped dash, a custom console in leather and aluminum, and more. With the interior wrapped (sorry, bad pun!) the Mustang headed back to the Roadster Shop in Illinois one last time for final assembly. The Mustang was painstakingly reassembled and readied for its debut at the 2015 Goodguys PPG Nationals in Columbus, Ohio—one of the premier Goodguys events during which the Street Machine of the Year is awarded. Joel and his father’s completed fastback garnered a Top 5 Award in the “Street Machine of the Year” category, something very few can claim. “The 20plus finalists for ‘Street Machine of Year Award’
66
were, frankly, insane. Given the competition, I was blown away when the car was awarded a prestigious Top 5 Award. For this category of car build, there is no bigger competition in the country than the Columbus PPG Nationals. Hats off to everyone who helped make it a reality for me and my father,” Joel says.
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Bob Perkins T E X T
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MCA 40TH DISPLAYS ob, what are you going to bring for cars to the MCA 40th anniversary show at Indianapolis, Indiana? Is there any chance you will bring either the Hubert Platt Ford Drag Team Mustang or the “Ohio George” Boss 429 Gasser? With the U.S. Nationals also in Indy that week what a great opportunity it would be to display two historic Mustang Race Cars. Don Goebel Evansville, Indiana We plan on bringing both cars to the Mustang Club of America’s 40th anniversary show. Ohio George will be by the car on Friday and Saturday from 10 a.m. to 3 p.m. signing autographs, posters, books, and other memorabilia. Alan Platt and his family will be set up by the Georgia Shaker 427 SOHC Mustang with cool memorabilia honoring his famous father Hubert Platt. Both cars will be displayed indoors in the MCA building with air conditioning. I’m expecting a spectacular show at a great venue—Indianapolis Motor Speedway!
However, finding one with a mint display is a rare find. The car was made by Processed Plastics Company in Montgomery, Illinois. According to Rick, Hot Pink is the most desirable color. Prices are all over the place. A mint car would go for $35 to $60 dollars. Mint in the display box would bring $150 to $250, depending on color and condition. The artwork on the display is one of my favorites. Rick has provided a photo of the desirable pink example he owns. Great find!
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BOSS 429 CHECK VALVES MUSTANG COBRA JET COLLECTIBLE
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found what I think is an interesting Mustang toy, mint in the original display, at a local yard sale. I’ve included a photo of this Cobra Jet Mustang toy. What do I have here? I know you collect Mustang memorabilia. Do you have any idea on its value? Thanks! Bill Jenkins Rockford, Illinois I contacted Rick Radtke, longtime collector of Mustang and Shelby literature and memorabilia. Rick indicates the cars themselves are fairly common.
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’m looking for some clarification on a couple Boss 429 detail questions. First, the check valves on the smog tubes. Should the valves have green paint on them? I have
conflicting opinions on this detail. My second question concerns the rear quarter panels on a 1970 Boss 429. Did the lip on the 1970 Boss 429 get rolled like the 1969 Boss 429? Thanks! An MCA Judge Name Withheld Good questions, both of them. The lip on 1970 Boss 429 rear quarter panels were not rolled like the 1969 Boss 429. The exhaust air supply check valves on the 1970 Boss 429 typically had green paint on them. I have included a picture of assembly line tubes and valves for reference. Note the green was a sprayed application applied to the valve, rather than a typical paint daub.
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New Men’s Pleasure Pill Makes ED Remedies Obsolete Scientific advance made just for older men. Works on both men’s physical ability and their desire in bed. By Harlan S. Waxman Health News Syndicate New York – If you’re like the rest of us guys over 50; you probably already know the truth… prescription ED pills don’t work! Simply getting an erection doesn’t fix the problem” says Dr. Bassam Damaj, chief scientific officer at the world famous Innovus Pharma Laboratories. As we get older, we need more help in bed. Not only does our desire fade; but erections can be soft or feeble, one of the main complaints with prescription pills. Besides, they’re expensive… costing as much as $50.00 each. Plus, it does nothing to stimulate your brain to want sex. “I don’t care what you take, if you aren’t interested in sex, you can’t get or keep an erection. It’s physiologically impossible,” said Dr. Damaj. MADE JUST FOR MEN OVER 50 But now, for the first time ever, there’s a pill made just for older men. It’s called Vesele®. A new pill that helps you get an erection by stimulating your body and your brainwaves. So Vesele® can work even when nothing else worked before. The new men’s pill is not a drug. It’s something completely different Because you don’t need a prescription for Vesele®, sales are exploding. The maker just can’t produce enough of it to keep up with demand. Even doctors are having a tough time getting their hands on it. So what’s all the fuss about? WORKS ON YOUR HEAD AND YOUR BODY The new formula takes on erectile problems with a whole new twist. It doesn’t just address the physical problems of getting older; it works on the mental part of sex too. Unlike the expensive prescriptions, the new pill stimulates your sexual brain chemistry as well. Actually helping you regain the passion and burning desire you had for your partner again. So you will want sex with the hunger and stamina of a 25-year-old. THE BRAIN/ERECTION CONNECTION Vesele takes off where the others only begins. Thanks to a discovery made by 3 Nobel-Prize winning scientists; Vesele® has become the first ever patented supplement to harden you and your libido. So you regain your desire as well as the ability to act on it. In a 16-week clinical study; scientists from the U.S.A. joined forces to prove Nitric Oxide’s effects on the cardio vascular system. They showed that Nitric Oxide could not only increase your ability to get an erection, it would also work on your brainwaves to
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New men’s pill overwhelms your senses with sexual desire as well as firmer, long-lasting erections. There’s never been anything like it before.
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Dave Stribling TEXT
TWO-SPEED WIPER UPGRADE
CAST-IRON BLOCK REPAIR
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ow hard is it to change my single-speed wipers to two-speed in my 1965 Mustang? Can I just change the motor? Bill Morgan Colorado Springs, Colorado It’s kind of hard. Everything except the arms themselves is different. The motor mounts differently and to a different bracket (see photo), the wiring is different, and varies depending on whether you have windshield washers. Even the rotation arm is smaller on the single speed. If you want to upgrade, you’d need to get everything, including the wiring. If you want to upgrade to a twospeed wiper system, check out Newport Engineering’s conversion kit, P/N NE6468FP (www.newportwipers.com; (800) 829-1929). The company claims it can work with the smaller mounting bracket from the single-speed motor and have delay wiper options available. Check out Mark Houlahan’s article on installing this unit: www.mustang-360. com/how-to/interior-electrical/ mump-1301-how-to-two-speed-wiperupgrade.
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have a Ford engine block that was damaged when a rod punched its way through the side of the block. Can you recommend a shop (I am assuming maybe in Indianapolis) that specializes in repairing a damaged block, and in this case, a cast-iron block? Thanks! Dan Bever Darlington, Indianapolis
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Here in the Midwest, you can check out Ray’s Cracked Head Repair, 7030 East County Rd., 1000 N, Seymour, IN, 47274; (812) 5227036. All they do is fix damaged blocks and heads, and they have revived some pretty rare stuff for my builder. Good luck with the airconditioned block!
Q The two-speed wiper on the right is much bigger than the single-speed wiper and has more outlets for wiper washers and control. You would need to update the wiring along with the motor to make it work properly.
Q The arm position on the motor end is different between single- and twospeed wiper motors. Also, the mounting points are farther out on the bigger, two-speed motor, requiring a different bracket.
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Second Time Around
S
cott Dowling bought this 1968 hardtop back in 1981 while stationed in Florida with the Coast Guard. Just 19 at the time, he drove it less than a year before he was relocated to Seattle, Washington, to work on an ice breaker. He left the Mustang in his parent’s care, but ended up selling it to his dad in 1985 when he was having some financial troubles and needed the money. He had planned to buy it back, but it sat for 17 years before his father sold it to Keith Vogel in 2000. Scott was not happy, but the story takes an interesting turn. Keith restored the car, and in 2013, Scott went looking for it to buy it back. A Craigslist ad searching for the car made its way to Keith and the two met up. It would take two years before they could strike a deal (after Scott sold his 2003 Mustang Mach 1), but the 1968 hardtop’s title once again had Scott’s name on it as the owner in October 2015. “It’s a dream, it’s awesome. Everything on the car is new or restored. Keith did an outstanding job,” Scott says. Now living in Seymour, Tennessee, Scott enjoys taking the hardtop out for weekend drives and stretching the 428 FE big-block’s legs.
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HINDSIGHT
PHOTOS COURTESY OF
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TEN Archives
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THE ORIGINAL MUSTANG PROTOTYPE hen Ford took aim at the younger sports-car buyer during the early ’60s, the company did it with a Mustang I , a fully functional, hand-built prototype designed by Roy Lunn and crafted by TroutmanBarnes of Culver City, California. The engine was a rear-mounted 60-degree V-4 with four-speed transaxle taken from the FWD Taunus, a Ford of Europe product. The compact 1,498cc engine and transaxle were mounted behind the driver and produced 89hp at 6,600rpm, and was good for 0 to 60 times of 11.1 seconds and quarter-mile ETs of 17.4 at 76mph. The aluminum-bodied Mustang I made its debut in Octo-
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ber 1962 at the U. S. Grand Prix at Watkins Glen. Dan Gurney, in a non-competitive demonstration drive, drove the 1,200lb two-seater at speeds in excess of 100mph, though some reports say 120mph. Only the Mustang name and emblem from this prototype found their way to production vehicles. This photo, which appeared in the November 1962 issue of Motor Trend, shows the Mustang I being built at Troutman-Barnes. That’s Tom Barnes (at left) and Dick Troutman (on the right), with Wayne Guyer in the background, beating out final aluminum panels for the Mustang. They also made the tube frame for the prototype. To see some more photos of the car, check out Mustang-360.com.
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