Mustang Monthly - July 2019 PDF

TONY D.
BRANDA SHELBY & MUSTANG PARTS

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Front seats only….........................$165.95 die-cast aluminum......................................$259.95 pr.
1967-68 Mustangs
Hood features the 1967 Shelby 1969-70 Mach I Shelby (front & rear)…...........$469.95
Front seats only…...........................................$349.95 1969-70 Mustang
Z[`SLZJVVWI\[PZTHKL[VÄ[
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your 67-68 Mustang with no
Covers
TVKPÄJH[PVUZ.L[[OLSVVRZHUK
5H[\YHSÄUPZOKPLJHZ[HS\TPU\T^P[OZ[YHPNO[ÄUZ
function of the ram air scoop.
*A/C model shown Originally used on 1969-70 Mach I & Shelby GT500
:\WLYX\HSP[`ÄILYNSHZZ ................................... $549.95
with 428CJ engines....................................$224.95 pr.
Hoods shipped truck freight.
1969-70 Mustang Shelby Dash Pads
Shelby Fiberglass 1969-70 Mustang & Shelby original type black dash Cobra Aluminum
Side Scoops pads. Available with or without air conditioning. Oval Air Cleaner
65/66 Lower ................. $79.90 pair Show quality, made by Dashes Direct & licensed by 5H[\YHSNYL`ÄUPZO....................$174.95
67/68 Upper ................$257.90 pair Ford. List Price...........$499.95…….....SALE $389.95 )SHJRÄUPZO.............................$174.95
67 Lower..................... $149.90 pair 71-72 black only .............................................. $99.95 Choice of single 4V,
68 Lower......................$181.90 pair 67-68 all models .............................................$149.95 dual-quad or 3x2V
69/70 Fastback .......... $185.90 pair 65-66 all models............................................ $230.95 IHZLWSH[L*VYYLJ[ÄS[LY
69/70 Convertible ...... $185.90 pair When ordering, please state year and color needed. LSLTLU[ÄUULKHS\TPU\TSPKHUK
68 GT/CS.................... $165.90 pair All above pads are manufactured by Dashes Direct. OHYK^HYL5VUHTLZ[YHPNO[ÄUULK
oval air cleaner tops available at
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parts are in stock and ready to ship. Roll Bars for Shelby for air cleaners above, $19.95 each
and Mustang or buy a 6-pack for $109.95.
Grille, Dash & Rear Deck Emblems A. 65-66 Fastback R-model
for 1967 Shelby style (shown in photo).
289 HiPo
Available in GT350 B. 65-66 S-Model Fastback.
Chrome Air Cleaner
& GT500. Exact C. 65-66 Convertible model. Concours 1966-67 Mustang
repro of the originals…........................................$49.95 and Shelby air cleaner. The
D. 65-70 Coupe model.
best repro on the market.
Models B, C, and D do not obstruct rear seat.
0UJS\KLZ[VWIV[[VTÄS[LYHUKKLJHS ........$39.95 ea.
Your choice….......................................$529.95 ea.
1968-69-70 Shelby Chrome Letters Rollbars ship via truck freight. No liability is expressed
1965 Shelby GT350
A Tony Branda exclusive! New exact highly or implied. Requires some painting and welding.
chrome plated letters with correct style and
Side Exit Exhaust System
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length as originals, with pins. Set of six...............$49.95
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Individual letters available.
70 Mustangs. Includes
intermediate exhaust
1968-69-70 Back WPWLZOVVR\W[VOLHKLYZNSHZZWHJRT\LYZHUK
Shelby the tailpipes that turn out directly in front of the rear
Taillight tires. The pipes are aluminized, pre-bent and ready
Accessories for installation. They sound great!
Now obsolete through Ford. 2” diameter (stock type)............................ $189.95 set
Chrome taillight frames.................................$94.95 ea. 2.25” larger diameter................................. $194.95 set
Long taillight lens ..........................................$39.95 ea. GT350 & GT500 Each kit does one car (both RH/LH sides)
Taillight gaskets................................................$7.95 pr. Racing Team Side exit exhaust Hanger Kit ...................... $57.95 set
Limited quantities available. Sweatshirts
Same as the famous t-shirt!
1968 Shelby 100% pre-shrunk cotton. VISIT OUR EBAY STORE FOR A HUGE SELECTION
Bright Small through XL................................................. $27.95 OF NOS, ORIGINAL, USED, AND RARE PARTS
Aluminum Front XXL.......................................................................$30.95
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Licensed by Carroll Shelby. Correct dimensions FREE by Bulk Mail (US only) 2-3 weeks
The Saleen Book $6.00 Priority Mail (US only) 2-3 days
and colors. Each kit does one car, both sides.
20 years of Saleen $8.00 for Canada $16.00 for International
Includes instructions.
Mustang and Owners
1965 GT350 fender logos blue ..........................$26.95 Registry 1984-2003, www.COBRANDA.com
1966-68 GT350 stripe kit blue, white, black.....$89.95 by Brad Bowling,
Toll Free (U.S. & Canada) 800-458-3477
forward by Steve
1966 GT350H Hertz kit in gold ........................$129.95 Tech Info Line 814-942-1869 | FAX 814-944-0801
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1967-68 GT500 & GT500KR stripe kit blue, ,7SLHZHU[=HSSL`)S]K(S[VVUH7(
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white, black.........................................................$89.95 Includes many
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JVU]LY[PISLYLÅLJ[P]LTL[HSSPJ Mr. Saleen’s cars/Mustangs from 1984-2003.
Blue, white, black or gold ................................$249.95 Retail price is $99.95. Save! Buy it now: ......$42.95 Prices are subject to change without notice.
JULY2019
{ Vol. 42
No. 07
Features
18
Contents 18
Tech
42
Baby in a Corner Rebuilding the T-5
Harley Padilla’s “baby” is a Five-Speed Manual
full-tilt 1965 Mustang built Part 1: Cracking open a used
to decimate road courses transmission for a rebuild
26 52
Vapor! In the Doghouse
This Mustang pro-touring The right way to install a
build is anything but 34 Dynacorn front structure
vaporware—it is the
cutting-edge real deal
60
The Dynamic Duo
34 Dyno-testing cylinder
Corruptt heads and a cam upgrade
Tony Arme Jr. built a on a 5.0L engine
custom Mustang hardtop
with a Ferrari F430 V-8
engine—hey, at least
Departments
it’s not an LS!
42 4 HO O FBE ATS
8 PON Y TA LES
12 N EW B IT S
14 R ARE FIND S
66 R ESTO RO UN DU P
68 BE YON D T HE B A SICS
70 R EADE R’S ALBUM
73 HI N DSIG HT
ON THE COVER
This month’s cover is brought to you by a who’s who of automotive photographers. Wes Allison caught Tony Arme Jr.’s
Ferrari-powered Mustang hardtop cruising down a Southern California mountain road, while Robert McGaffin shot the
Roadster Shop’s Vapor Mustang in a brief moment of stillness, and our own Studio God Jorge Nuñez photographed BSI’s road
race hardtop in our El Segundo photo studio. Richard Holdener tested heads and a cam swap in a 302 on Westech’s dyno, and
Dave Stribling got dirty changing the front sheetmetal with Dynacorn parts.
Mustang Monthly (ISSN 0274-8460), July 2019, Volume 42, Number 07, is published monthly by TEN: Publishing Media, LLC., 275 Madison Avenue, 14th Floor, New York, NY 10016. Copyright © 2019 by TEN: Publishing Media, 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.
HOOFBEATS Rob Kinnan E D I T O R
Mustang Halderman, cut the ribbon to open the

museum. The doors swung open and
offered, in 1983.) Marketing and public
relations fixture Steve Hall is the man
Owner’s the huge crowd that had gathered out-
side began to pour in to check out the
behind the museum, spending years
securing funding and donations to get
Museum Opens! museum display cars and memorabilia,
all of them with cameras in hand blaz-
the museum both built and stocked, so
all credit goes to him and his team.
ing away, capturing the moment that Since this is the one museum
they first experienced the museum. dedicated to the Mustang, I encour-
Those attendees were treated to age every Mustang enthusiast to visit
W
Mustangs from almost every year, from and donate whatever you can to keep
a 1964½ Mustang from Ford’s Magic it open. With the massive amount of
Skyway ride at the New York World’s details involved in construction, mar-
Fair in 1964 to the latest 2020 keting, gathering cars to display, and
Mustang Shelby GT500. The Mus- the grand opening, there is still plenty
tang Owner’s Museum has displays of room left over for displays. This
of super-rare Mustangs from the likes museum will be a constantly updating
of Shelby, Saleen, Roush, Iacocca, and situation, meaning over the months
other rarely seen models you only see and years, more cars and displays will
at larger Mustang shows, including a be added—it should be a new experi-
few that we have featured in Mustang ence each time.
Monthly. More interestingly from a As we encourage readers and auto-
museum standpoint, you’ll also see motive fans to visit, we also encourage
Mustangs that otherwise may not see anyone reading this to lend any rare,
the light of any Mustang show, such historic, or significant Mustangs to
as a few concept cars and prototypes the museum, even if for a short time,
E’VE BEEN HEARING ABOUT IT and some legendary race cars that have since this is how many museums oper-
FOR A FEW YEARS NOW, with been tucked away out of sight for years. ate. Even the huge museums like the
frequent construction and content The two-story building covers Petersen Automotive in Los Angeles
updates, and the Mustang Owner’s 42,000 square feet (per floor), and with and The Henry Ford in Dearborn
Museum finally held its grand opening ample parking, it allows for events to feature vehicles either donated or on
on National Mustang Day—April 17, be hosted year-round. As we reported loan from benefactors, and they cover a
2019—55 years to the day after the a few years ago, museum officials are large spectrum of enthusiasts—they’re
Mustang was debuted to the world at planning several different display ar- not all rich guys. Do you have a cool
the World’s Fair in Flushing Meadows, eas, including Mustang history, racing, Mustang that you think people would
New York. The museum is a stone’s specialty builds, a section for each gen- like to see and aren’t driving or showing
throw from Charlotte Motor Speedway eration of Mustang, an area for “Mus- it at the moment? Call Steve Hall at the
in the Carpenter Industrial Complex tang kids,” and much more. A theater museum and see if it’s something that
(home to both Dennis Carpenter at the main entrance will introduce would fit with the current offerings.
and Daniel Carpenter Ford/Mustang the Mustang and the museum itself. For more information, or to become
restoration products companies), so The museum’s displays are meant to a member of the Mustang Owner’s
after the grand opening there was a be a fluid and ever-changing scenario, Museum, visit their website at
55th anniversary show held inside the as vehicles and displays will rotate in mustangownersmuseum.com.
racetrack that drew Mustangs and and out to coincide with major events,
their owners from all over the world. historical dates, and the like. And since
We even got to see Adelbert Engler, a it’s open for events, we expect to see
huge Mustang collector from Belgium corporate parties, weddings, and simi-
that we have featured in the magazine lar events happening over the years.
and on the website, and his late-model Why is the Mustang Owner’s
Mustang that he shipped all the way to Museum important? Because it rep-
North Carolina from his home country. resents the culmination of decades of
PHOTO: LAURA SHARP
Check out mustang-360.com for attempts at a true Mustang museum to

coverage of both the museum opening honor the car’s consistency of manu-
and the 55th event. facture—no other marque has been in
Q The man holding the oversize scissors is Gale Halder-
After museum director Steve Hall continuous production longer than the man, the original designer of the Mustang. To the right is
and a representative of the Cabar- Mustang. (Some may bring up Cor- Steve Hall, who orchestrated the museum’s creation, and
rus County Visitors Bureau spoke, vette, which began production in 1953, in the background you can see some of the dignitaries
the Mustang’s original designer, Gale but that car had a year where it wasn’t present, including Kevin Marti and Ford’s John Clor.
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or other states with similar laws/regulations. Please check your state and/or local laws/regulations. © 2019 AUTOSALES, INC.
33
YEARS
EDITORIAL
Network Content Director Douglas R. Glad
Network Director, Mustang 360°
Henry De Los Santos
Editor Rob Kinnan
Staff Editor Mark Houlahan
Managing Editor Lucia Salas
Social Media Director Brandon Scarpelli
ART DIRECTION & DESIGN

Design Director Markas Platt
Shock Tower NEW! Art Director Jong Cadelina
Brace Kit Shock

Tower
Brace Kit
CONTRIBUTORS
Jerry Heasley, MaryBeth Kiczenski, Bob Perkins,
Al Rogers, Dave Stribling, Thomas Voehringer
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For 1964 -1973 Mustangs*
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J U LY 2 0 1 9 7
PONYTALES { NEWS IN MUSTANG WORLD
}
Ponies in the
Smokies 2019
T
he 2019 Ponies in the Smokies show in Sevierville,
Tennessee, presented by National Parts Depot,
was its third annual; however, it was Mustang
Monthly’s first time attending. The show
format includes four days of events. A
Roush ride-along plus autocross and
driving experience kicked things off on Wednesday
along with a Shine Run (think poker run where you
get a card at each stop, including the famous Tail of
the Dragon). Drag racing at English Mountain Dragway
got Thursday off to a great start with the Shine Run party
Thursday night at Quaker Steak & Lube. Friday is the main
large indoor/outdoor judged show at the Sevierville Con-
vention Center. The show also features “dueling dynos,” with
two mobile dynos on-site along with vendors, special displays
like 55 Years of Mustang, National Parts Depot’s “Snakepit,”
and a teaser display of Special Service Package (SSP) Mustang
police cars in advance of next year’s huge SSP reunion display
that is being planned. Saturday’s event is labeled as an all-Ford
cruise-in and is held at the same location as Friday’s judged show.
Obviously, the Sevierville area there is plenty to do before and after

offers a lot of touristy fun for the whole the show, so why not make a whole
family, so this is one event you surely week of it! Put that PTO in now for the
want to bring your significant other 2020 show, which will be held Wednes-
and kids to. All of the event locations day, March 25 through Saturday, March
are family friendly, and there are plenty 28. Log on to poniesinthesmokies.
of other options for entertainment com now and get your early bird
and great eats in the area as well. From registration handled, and be sure to hit
Dollywood to ziplining to cavern tours mustang-360.com for full event cover-
to the infamous Tail of the Dragon in age and photo galleries of all the great
nearby Deals Gap, North Carolina, Mustangs we saw at the show!
J U LY 2 0 1 9 9
PONYTALES
Full Throttle Kustomz Is

Building a 1969 Hardtop Tribute
I
f you’re a fan of car TV, the 10-speed automatic. “I’m not glued to Body Works (also a host of Motor City
name Ray McClelland is any particular drivetrain, but whatever Masters) is handling the bodywork and
probably familiar—he’s a host it is, it’ll have twin turbos on it. It’s not paint. The car was originally green with
of Motor City Masters and going to be a race car, more of a cross- a vinyl top, but Ray is painting it blue
the owner of Full Throttle country cruiser that I can pull into a with flat-black accents…and keeping
Kustomz in Fillmore, California. Ray is dyno day or something and throw down the vinyl top for a sleeper attitude.
doing some tuning work to our GEN3 some big numbers.” Target finish date is SEMA 2019 (it
Coyote-powered Week to Wicked 1967 If he indeed does a 10-speed swap, was in BSI’s booth at the 2018 SEMA
fastback, and while we were at the shop we will bring you all the nitty-gritty Show), and once it’s done we’ll try to
he told us about his latest project. details. Currently, the car is at BSI bring you a full feature and (hopefully)
Medusa is a 1969 Mustang hardtop getting the chassis, and Rich Evans of a big, gnarly burnout video on the car!
being built as a tribute to his uncle, who Vintage Flatz and Huntington Beach —Rob Kinnan
he was very close to but passed away
when Ray was 11 years old. The car
ended up at his other uncle’s house in
Pennsylvania with 70,000 miles on it,
and it sat for years, slowly deteriorating
in the northeast weather. Ray talked
his uncle out of the car and brought it
home to Southern California. He is cur-
rently building it to look like his uncle
would have had it, but with a serious
drivetrain under the skin.
He says, “My uncle was an enthu-
siast but didn’t really work on cars, so
in tribute to him I want to keep the
looks as stock as possible but make all
the ‘hidden stuff’ like the engine and
chassis all about me.”
That “hidden stuff” starts with
one of Bodie Stroud’s complete BSI
Mustang chassis that can accommo-
date monster rubber in order to handle
the drivetrain that Ray is planning.
After first considering putting a 750hp
LS engine in it (the horror!), he’s now
looking at building a 5.4L or, better
yet, a 5.8L four-cam modular with
turbos and backing it with Ford’s new
Newsdesk
The folks at Design Engineering have created the DEI Garage Video Series to help enthusiasts understand heat and sound control
products and what they can do for your ride. The video series is on DEI’s YouTube channel, where you’ll find over 100 videos to help
with your Mustang build. Grab some popcorn and go to youtube.com/user/DesignEngineering. Our good friend Jim Gerdom has been
hard at work at his art desk creating new art prints of our favorite Mustangs and updating some of his classics. Take a look at
designfactoryart.com. We all know and love Summit Racing for its huge inventory of performance parts, restoration parts, and parts
to keep our daily drivers moving, but did you know Summit Racing offers collectibles and gift items too? Take some time to see
what they offer at summitracing.com/search/department/gifts-clothing-and-memorabilia.
1965-1966
MUSTANG FASTBACK
ONE-PIECE HEADLINER
Gain 2-1/2” of head room in your classic
Mustang with this MTF exclusive!
These one-piece headliners, made

out of ABS are simply beautiful,
featuring a sierra grain texture
and our new grey sterling insert.
Manufactured in black, they are easily
painted to your desired color.
Our innovative headliners will not

sag or separate over time, with an easy
“drop-in” installation that eliminates the
need to take out your windshield or back
• Made out of ABS that
looks like Sierra Grain
glass and still provides room for both
sound deadener and underlayment.
• Light Wiring Harness
Also Available
• Rear Interior uses OE Latch These Fastback headliners come
& fits like Original Interior with matching A-pillar trim. They are
• Compatible with the available plain or can include a stylish
MTF Mini Tubs
built-in console complete with grey
sterling and features all the original
Complete your Interior
with our MTF Door Panels, factory lights and switches.
Shop our entire selection of parts online, including many
Gauge Bezel, Dash Insert,
exclusive items that are only available at MTF. Seats & Cup Holder Console
Call today for more details about our complete builds.
1965-1966 INTERIOR PACKAGE

We’ve combined our exclusive one-piece “drop-in” Headliner
and A-Pillars with Full Rear Panels, Rear Headliner Panel
and Trap Door for a complete 1965-1966 Interior Package.
This exciting interior kit will include an option for sub-woofers

in the Trap Door. The Side Panels are ready for a speaker,
with a style line added to the upper piece. These can be used
Shop Online
with or without a roll bar! or Call Us
for Availability
Discounted package pricing will apply. and Pricing
Shop online @ mustangstofear.com or call us at 1-877-899-9021

{ THE LATEST PRODUCTS }
AMPED UP
iiIf your Mustang has a bunch of power-hungry electronics, you need to
keep them all fed with plenty of amps. Proform’s 100-amp alternator is a 10si
one-wire configuration that bolts in place of a stock Ford 1G or 2G alternator
for a much-needed upgrade on your Ford small-block or big-block engine. Big loads
like a stereo, EFI, air conditioning, and more will benefit from the additional output this
unit has, especially in low-idle situations. The internally regulated alternator comes equipped
with an external fan, machined pulley, and a show-ready chrome finish. Each alternator is manufactured from
all-new components and assembled by hand.
INFO: (586) 774-2500; PROFORMPARTS.COM
SUPER SLIDER
iiThe ’65-’66 Mustang’s dash-mounted ashtray is usually not given much thought. Paint
the ashtray face to match the dash and call it good. But if you actually use your ashtray for
things (USB cable storage, change for tolls, whatever), then often you find yourself muttering
at the slider frame it fits into. Wear, discoloration, and more mean a rattling or sticking ashtray, or
at the least a slider that is just plain terrible to look at. Virginia Classic Mustang now offers a great
reproduction of this assembly. The part features the original and correct silver zinc plating and attaches in
the stock location, which not only looks great but also supports your ashtray properly.
INFO: (540) 896-2695; VIRGINIACLASSICMUSTANG.COM
UNDER CONTROL
iiNo one ever said making alignment adjustments on a classic Mustang was easy. Dealing with control arm
shims buried in the shock tower is no fun, especially on a track day when you might be making adjustments
between sessions. The folks at Hotchkis have updated their ’65-’73 Mustang lower control
arms with an adjustable link to allow for quick and easy camber adjustments. The inner
mount utilizes its ez-swivel sealed bushing end for bind-free operation that maintains
precise camber settings, which in turn improves turn-in grip, stability, and handling.
Made from premium DOM steel tubing and TIG welded, these lower control arms are
fitted with thread-in ball joints and are gusseted for extra strength. Like all Hotchkis
parts, these are handcrafted in the USA.
INFO: (877) 466-7655; HOTCHKIS.NET
FOX TILLER KEEP YOUR COOL

iiThe Fox Mustang has stood the test iiBorgeson knows a thing
of time and has come full circle as a or two about steering, and
popular muscle car to restore now. one of those things is that
Sadly, the interior of the Fox Mustang power steering fluid can get
does not age well. One of the worst pretty hot when you’re sawing
offenders is the stock leather-wrapped back and forth on the steering
steering wheel on the ’90-’93. In the wheel. To that end they put
past the one solution was having the together a couple of great power steering cooler kits to take the heat off
wheel rewrapped, but now the folks at Late of your power steering system components. The coolers are available
Model Restoration (LMR) have designed a in a standard 2-pass or a heavy-duty 4-pass configuration and include a
great-looking replacement wheel—the SVE FR350 mounting kit, 6 feet of high-temp hose, a hose barb adapter, and clamps
Steering Wheel. This all-new wheel has a Shelby GT350R–inspired for a complete installation solution. Reducing your power steering
design, with a thicker grip and a red leather sightline strip sewn fluid temps will prolong the life of your components and help provide
into the 12 o’clock position on the wheel. consistent steering effort/feel.
INFO: (866) 507-3786; LMR.COM INFO: (860) 482-8283; BORGESON.COM
RAREFINDS Jerry Heasley T E X T & P H O T O G R A P H Y
Garage Find: dad, Bryan, had even seen the car.

Neil admitted that while the sale was
“It’s been in this garage for 15
years, so it has years of stuff on it,”
Before & After emotional for him, he was nonetheless Neil replied. Friend Jeff Krueger also
pleased to sell. This Mustang had been showed up, and he said, “Good Lord,
his first car in high school, and now there’s a car underneath all that stuff.”
it would be Wyatt’s first car in high Rolled out into the sun and free of
school. Wyatt could finish the project boxes and junk, the hardtop looked
Neil started 30 years earlier. very restorable. The Studers had been
“It’s a ’64½, a six-cylinder, advised the car needed new floorpans
automatic, plain Jane. Original color but was otherwise complete. Best of
was Wimbledon White with a silver/ all, the family had Jeff’s shop behind
blue interior. Somebody had painted them to do most of the restoration
Before
“
it blue. I replaced the whole front from start to finish. And when the car
I
clip—fenders, hood, headlight buckets, went to Vintage Autos in Lubbock,
doors, and that’s where it sits at this Texas, Neil would be doing most of the
point,” Neil told us. work. Neil is a full-time mechanic at a
Neil fell short on money after he local dealership and works part-time
scavenged parts for several years. for Jeff at Vintage.
His plan to build this ’64½ dwindled
when the “Mustang bug kicked in.” After
He found better cars after he got out One year and eight months later
of high school and began collecting we returned to Lubbock. The hardtop
paychecks. Neil’s daily driver of many had just been finished, and Neil was
years is a modified ’66 hardtop, and firing up the 200ci six-cylinder and
BOUGHT THIS CAR MY JUNIOR the ’70 SportsRoof was underway. poking a flashlight down into the one-
YEAR IN HIGH SCHOOL, IN 1987, It was time to sell the ’64½. When barrel carburetor, so it was maybe 99
OUT OF A WRECKING YARD,” Wyatt and his father, Bryan, arrived, percent finished. Wyatt, along with
Neil Thompson said. Thirty years Neil opened the garage door. Like his father, Bryan, and mom, Amy,
later, on June 11, 2017, we were us, they saw the car for the first time, had driven 160 miles from their new
standing in front of a single-car garage dusty and piled with debris. “It looks residence in Seymour, Texas, to meet
attached to Thompson’s home in pretty cool, what we can see of it,” said Jeff and Neil at the Vintage Autos
Lubbock, Texas. Neil was about to Bryan. Wyatt hid his emotions, but the shop. “Jeff has done the majority of
roll up the door to reveal his time sight of the old car covered with debris the work, but we did what we could
capsule. Incredibly, nobody in his had to be a shock. to help along the way—small stuff,”
local Lubbock Mustang car club had
ever seen this Mustang, but his friend
Jeff Krueger had heard stories.
“I thought it was a lie. He was just
trying to show off,” Jeff said with a
laugh. Neil had kept this Mustang
hidden most of those 30 years, parked
in this garage for the last 15 years. Jeff
knew a friend looking for a classic
Mustang for his son and wondered if
Neil would sell his hardtop. Neil did
need money to complete the build of
a 1970 SportsRoof, and he liked the
idea of passing the baton to a member
of the younger group coming up in the
car hobby, so he agreed to sell it for
what he called “a good cause.”
The new buyer was 14-year-old
Wyatt Studer, soon to enter high
school and wanting an early Mus-
tang. This vintage Mustang would
be his first car. Apparently, the deal
was done, and neither Wyatt nor his Q This photo is from June 11, 2017, when Neil opened his garage door to reveal his hidden barn find.
Q “One piece at a time,” was how Neil described
the best way to get the 19641/2 out of the garage. Q Bryan and Wyatt, seen here on June 11, 2017, were enthused with the old Mustang, a first for both. Price was $5,500.
Q The original 170 was intact. Q Wyatt stuck with an inline-six but went with the larger 200 that came out in 1965.
Q Wyatt’s interest in early Mustangs started in elementary school. “I got a Hot Q The finished product did not follow stock guidelines. Bryan, Wyatt,
Wheels car, a 1967 Ford Mustang GT. From there, I just always wanted a sports car. and his mom, Amy, selected what Mustang extras they wanted.
When we first started, we were looking for a ’67 and couldn’t find one. This [1964 1/2]
was a lot better, I think.”
J U LY 2 0 1 9 15
RAREFINDS
Bryan said. “We helped clean it up and

get all the junk out, did a lot of chrome
polishing, things like that,” Wyatt said.
“I do a little welding, but not enough
to weld floorpans in,” Bryan said.
Clearly, this was not a typical
father/son project. Vintage Autos had Q The interior was origi-
done most of the work, and this was nally blue, as seen here.
according to plan. Bryan said the proj-
ect had been a good bonding process.
He had never owned a Mustang, so
the purchase and restoration were as
exciting or more for him as for his son.
Amy Studer proved to be as much
a part of this process as Bryan and
Wyatt. She took particular interest in
the interior, where she had a lot of in-
put. The seats were red and black—the
black matching the black Shelby-style
stripes that Wyatt wanted instead of
the more popular white stripes. For
now, they stayed with the inline-six,
pulling the 170ci for a peppier 200ci
six-cylinder. When Wyatt gets older,
they might upgrade to a V-8.
Overall, the Studers—Wyatt,
Bryan, and Amy—are delighted with
the outcome, so much so that they are
thinking about building a second early
Mustang. However, this one will be for Q We understand that Amy picked the interior. Red vinyl bucket
Amy, and she wants a convertible. seats with black inserts match the exterior color combination.
Q That first day, June 11, 2017, when Neil handed Wyatt the keys to his first car from high school.
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BABY IN A
CORNER
Harley Padilla’s “baby” is a full-tilt 1965 Mustang built to decimate road courses
Rob Kinnan T E X T • Jorge Nuñez & Rob Kinnan P H O T O G R A P H Y
N
ot many people my dad went through the Harley’s face as he thunders Harley’s father planted
are lucky enough roof. But he didn’t know down the front straight of the racing seed in his boy
to still own their that I kept the dash and had Willow Springs at ludicrous early on, taking him to a
first car, but Bodie reinstall it for this speeds, leaving Porsches vintage race at El Toro
Harley Padilla is last build.” and Corvettes in his dust. Marine Base in Southern
one of them. He got this That obsession with Harley says, “The car has California when he was
Mustang from his dad when weight savings played a big been restored four times young. “Around the time
he was 14 years old, and hand in the car’s current over the years, each time he gave me the car, he
he used the car to learn and final stage—a no- a new evolution with a ‘accidentally’ took me
what to do and what not to compromise, full-tilt road different engine, different to a road race, and ever
do when working on cars. race machine with almost bodywork, different paint, since then he’s dreaded it,”
“When I was 16, I cut the 800 hp, a 2,800-pound etc., but it’s in its last stage Harley says with a laugh.
dash out of the car to make curb weight, and the goal now. Now I finally got it the Since the stock Mustang
it lighter,” Harley says, “and of pinning a smile on way I want it.” Unibody is too flexible for
J U LY 2 0 1 9 19
BABY IN A CORNER {
1965 MUSTANG
}
ultimate handling without
a ton of work, Harley
went to Bodie Stroud at
BS Industries (BSI) in
Sun Valley, California,
for one of his company’s
complete 1965-1968
Mustang chassis kits. The
BSI chassis is welded to the
stock Mustang floorpans
and framerails, turning it
into a full-frame car with
much less flex than stock.
Add in a 14-point rollcage,
and this thing is as stiff
as a Trans-Am car. Bodie
tells us, “Harley came to
us with a Fairlane project,
which has been here for
two or three years because
he got anxious and put this
Mustang in front of the
Fairlane. We had built him Q BSI’s four-link setup and JRi adjust-
a black ’65 fastback before, able coilovers control the rear suspen-
a period-correct Mustang sion. The exhaust was fabricated by
that he used for vintage Harley and his friend Matt Walrath
road racing, but then he
using Burns Stainless bullet mufflers
and merge collectors on tri-Y headers.
crashed his blue Mustang. All of the electrical cables are hidden
Having seen our chassis in the rocker panels. Harley says,
for Mustangs, he wanted “When I build a race car, I don’t want
it for the blue car and told to see all of that stuff, so I had Bodie
us to put it in front of the remove the rockers, bury the cables
Fairlane.” in there, and then reattach the rockers.”
Q Here you can see the

front portion of the BSI
frame, Matt Walrath–
fabricated front splitter,
and Jones Racing Compo-
nents engine pulleys.
Q This car was built for one purpose only:
maximum fun on a road course. The Lexan
windows, save for the quarter-windows, are
from Shields (racingshields.com) and have
the company’s Supercoating that makes
them crystal clear at all times.
Q The car is based around BSI’s 1965-1968 Mustang chassis, which uses
rectangular tubing to turn the Unibody Mustang into a full-frame car. It
retains the stock floorpan but is welded to it. The chassis comes with
framerails, a front crossmember, upper and lower control arms with BSI’s
patented EZ-Aline adjusters, Matt Walrath–tweaked spindles, RideTech
coilovers, a rack-and-pinion steering setup, a rear crossmember with
four-link brackets, a triangulated four-link, rear frame plates, a rear shock
crossmember and sway bar mount, a 9-inch housing (though Harley’s car
has a Speedway 9-inch), front and rear sway bars, forward rollcage down
bars, and inner fenders.
Q Jim Grubbs built

the 363ci small-block
using only the best
parts available.
That includes a Dart
aluminum block, AFR
205cc heads, a Bryant
crank, Oliver rods,
a Comp Cams solid
roller camshaft, a BLP
road race carb on an
Edelbrock Victor Jr.
intake, an MSD igni-
tion, and Jones Racing
Components pulleys.
With 14.5:1 compres-
sion and on race gas
it makes 778 hp.
J U LY 2 0 1 9 21
BABY IN A CORNER { 1965 MUSTANG
}
True to his nature, the three Ford GT blues,” 363ci engine was built by best carburetor I’ve ever
Harley wanted his car to says Harley. All of the Jim Grubbs at JGM with used. I put BLP carbs on all
be as light as possible, and sheetmetal on the car is a Dart block, AFR 205cc my road race cars.” With
he spared no expense to N.O.S., not reproduction; cylinder heads, a Sonny 14.5:1 compression and
get what he wanted. Bodie the only exceptions are the Bryant billet crank, Oliver running C12 race fuel, the
says, “We wanted to make Shelby Cobra R front fascia rods, a Comp Cams solid small-block makes 778 hp,
it as light as it can be, so and hood, which no doubt roller cam riding on roller enough to make it scary
the chassis and ’cage are will annoy the Mustang cam bearings, an Edelbrock fast on a road course. The
chromoly, there are a lot restoration crowd. Victor Jr. intake, and a BLP transmission is a Jerico
of titanium fasteners, The drivetrain is equally road racing carburetor that four-speed with a Tilton
everything is as light as it serious. The all-aluminum Harley says, “is by far the 7.5-inch triple-disc clutch,
can be. We really went to
Q (Left) More hardcore road race
town on it, putting in new
stuff: The oil system is controlled
floors, quarters, fenders, by a 5 Stage Peterson dry sump.
and built the complete
chassis. It came out Q (Below) Cobra carbon-fiber race seats
unbelievable.” and 5-point Schroth harnesses keep Har-
One main design
ley in place. A 14-point rollcage (designed
by Harley) and Spa Technique Extreme fire
objective was to stuff system keep him safe if anything crazy
as much rubber as happens. A Woodward column and quick-
possible under the stock release holds a Sparco steering wheel,
sheetmetal, and after a lot and that shifter is connected to a Jerico
of engineering and thought, four-speed with a Tilton triple-disc clutch.
BSI got P305/45R18s to Gauges are all Auto Meter.
fit. “We brought the track
width in, really tucked it in
but maintained the correct
roll centers and scrub
ratios. There’s a very small
fender flare there but not
much more than factory,”
Bodie says. BSI also did all
the bodywork and paint,
spraying it in “the lighter of
BABY IN A CORNER { 1965 MUSTANG
}
which feeds through a Mark He still has the black 1984 Mustang SCCA race as we write this.
Williams carbon-fiber Mustang, saying, “I let Dad car. He also owns Roush Those Roush racers
driveshaft to a Speedway drive it on the track when chassis number 002, the should fit in just right with
Engineering 9-inch with we’re racing. It’s a street/ ex-Willy T. Ribbs/Greg Harley’s Mustangs and his
a Strange aluminum third race car that’s vintage Pickett Capri racer. “I’m a upcoming Trans-Am car,
member. correct.” He’s also building Roush nut,” Harley says. creating a garage scene
Harley has already his father a Shelby clone, He is also having Matt we can all envy. Especially
put a bunch of laps on and he just bought Roush Walrath, who did a lot of those of us with road
the Mustang, running chassis number 005, the work on this Mustang, racing blood in our
it at Willow Springs, old Motorcraft-sponsored build him a Trans-Am car veins.
Buttonwillow Raceway, and
Sonoma (Sears Point), and
the car is in the “sorting”
stages now as they dial in
the suspension to Harley’s
tastes. He generally runs
open track and club events,
as competing in the Vintage
Auto Racing Association
(VARA) series would be
difficult. Harley explains, “I
race it just for fun. I might Q The trunk holds the Peterson dry sump oil tank and custom
Protech fuel cell with an internal Edelbrock fuel pump. Harley
do some VARA races, but
designed the return-style fuel system with the help of Rod Stern. Q Harley took both his Mustangs to Sonoma Raceway for testing.
they’ll bump me up from
Vintage to the Modified
class, and I don’t know if
I can keep up.” Technical
inspectors at the racetrack
are often confused by the
car. Harley says, “Every
time an inspector goes over
the car, they ask, ‘What
class did you build this car
for?’ I answer, ‘None of
them; I built it the way
I want it.’”
Q Testing at Willow Springs International Raceway.
Q The wheels are 18s from Vintage Wheel Works (originally
from PS Engineering) and the tires are P305/45R18 Hoosier
race slicks. The wheels were machined to fit huge AP
Racing 6-piston calipers (4-piston in back) and 14-inch
rotors—the calipers clear the wheels by 1/16 inch.
M
arc Berger grew up 1966 Valiant, with no synchromesh in pro-touring masterpiece based on a
in California’s San First gear and no power steering. He 1965 Mustang fastback.
Fernando Valley, also admits to many early car crushes, “I am into art, architecture,
and like many of his fueled in part by a neighbor with a design,” says Berger. “I have built
peers in the late 1960s and into the 1970 Mustang Boss 302. It powered a several modern homes, ran a
1970s, he was steeped in the area’s car lifelong passion for early Mustangs, large landscape/pool design and
culture. He even remembers passing especially the 1965 and 1966 models, construction holding company, so
his driver’s test in a three-on-the-tree which brings us to this car—Vapor, his I’m always interested in functional
VAPOR!
This Mustang pro-touring build is anything but vaporware—it is the cutting-edge real deal
RICH AR D TR U ESDE LL T E X T • RO BE RT MC GA F FIN P H O T O G R A P H Y
J U LY 2 0 1 9 27
VAPOR! { MUSTANG PRO-TOURING
}
design. I like refined, clean, would the 1965 Mustang started this car but think he wanted to work with
simple lines. I believe great look like if it was built it was 2013 or 2014. The prior to starting the
design does not need a today by Aston Martin or car went to the 2016 build that would become
bunch of add-ons to make Porsche? My other strong SEMA Show, but it was known as the Vapor. His
it good.” influences were the current not completely finished at research ultimately led
“I like iconic car design, version of the Mustang that point.” to the Roadster Shop
and the 1965 Mustang was and the original GT40. I Berger did a lot of in Mundelein, Illinois.
one that I wanted to put can’t remember what year I research regarding who Very impressed with
my own twist on,” says the shop’s fabrication
Berger. “The Mustang build Q Peering out of the skills, he reached out to
concept was to do a car that
19-inch Forgeline owner Phil Gerber about
wheels’ spokes are
would be a modern version Baer 14-inch Extreme the design concept and
of the classic and look like six-piston monoblock what he wanted. Berger
it came from Europe rather calipers. The Roadster was told that they had a
than Detroit. I wanted it to Shop’s early Mustang 1965 Mustang fastback
have supercar performance chassis uses a they were prototyping
and not just look good. I rack-and-pinion setup a chassis for to address
to steer the car and
didn’t want it to be another the 1965-1966 Mustangs’
a Strange rearend
Eleanor clone or big motor equipped with 3.9:1 known shortcomings—the
in a stock Mustang. My gears. The Fast Track chassis are designed with proprietary suspension geometry using original Unibody design
original concept was what Corvette C6 spindles and high-dollar Penske coilovers as standard. was flexible; it was not
See the Build!

For a start-to-finish chronology of the car’s build, visit:
roadstershop.com/galleries/marcs-1965-mustang
engineered to handle a benchmark for power. Mustang, but the Porsche vocabulary back in the
the kind of power Berger “I originally had bought a 911 immediately comes mid-1960s. This led Berger
planned for the car. Berger 5.0L Aluminator Coyote to mind. Here, Berger’s and Gray to tuck in the
took Gerber up on his offer, motor for the build,” he design skills inspired the bumpers, shorten them,
shaving months off the time tells Mustang Monthly. build, working closely with and make them look like
needed to build a chassis “The Roadster Shop was the Roadster Shop’s Gray. they were part of the car
from scratch. finishing another 1965 Color-keyed bumpers with body-color paint.
Next, Berger worked Mustang build that was were not part of the design Berger needed fender
with the inside design using the same Aluminator
team at the Roadster Shop, motor. I wanted to push Q There wasn’t
and his point person was the power up just to
room to fit the new
supercharger under
designer Chris Gray. After be at the forefront of a stock-profile hood,
going through a series horsepower in custom so Berger’s design
of design renderings the builds, so I went looking objective was to
overall design was locked for a higher performance keep the height of the
in, and work began in package.” That was solved hoodscoop as low as
earnest in 2014. with Edelbrock’s first possible and not to
ruin the original design
With the high-powered supercharged Coyote crate
with a big blower
Dodge Challenger Hellcat engine that makes 750 hp. under the hood. The
already on the scene, 700- Few postwar cars are Roadster Shop guys worked with the chassis to make it all fit—getting adequate ground
plus horsepower became as iconic as the 1965-1966 clearance and keeping the hood height minimal, as both are interrelated.
J U LY 2 0 1 9 29
}
flares to support the wider interpretation like found
track. Initially, he wanted on the 2005-2006 Ford
the flares to blend into GT revival. The dash was
the body, without a line of all fabricated out of metal
demarcation at the blend. and Dakota Digital worked
Gray and Gerber convinced with us on the gauges, and
Berger that the car would we used the CNC machine
look better if it had a a lot. We designed and
distinctive demarcation fabricated all the switches
between the body and the from scratch since buying
flares. He went with their Q Berger’s daily driver is a Porsche Cayenne Turbo, and it inspired the front valance. “I something off the shelf
advice on that one and he liked the aggressive look and air intakes on my Cayenne,” says Berger. “We used that as a didn’t really fit with
was very glad he did. The design element on the front and we fabricated the front grille as well. what we were looking to
final result speaks for itself. achieve.”
When it comes to the Q The sport mirrors were also Berger likes to say the
interior, Berger deferred to painted body color, which car is all show and all go.
Gray and Jeremy Carlson, was a point of contention “The Roadster Shop guys
owner of Avant-Garde with the guys at the Roadster took it to the Goodguys
Design in Palm City, Shop. Berger says, “I picked a show in Ohio recently
Florida, and the results one-year-only Porsche color, and the car had the fastest
the 2010 Porsche 911 Sport
are spectacular. “Again, autocross time and finished
Classic Grey, and wanted a
I was inspired by the monochromatic look for the car. in the top four for Street
original GT40 interior, All the dark elements were a Machine of the Year. It
especially the switches, special charcoal color that we was clearly built to drive
but with a more modern developed and not black.” and handle with supercar
Q “I was introduced to the Edelbrock family through a client in the Trophy Truck racing world,” Berger says, “and they told me about a project they were working on. It was for a low-profile
supercharged 5.0L Coyote motor that would put out 750 hp, yet be able to run on pump gas and be reliable enough as a daily driver. So, we worked with them on the motor, and the
Vapor has the very first production Edelbrock motor in it.” The Roadster Shop guys had to work directly with Edelbrock to develop the serpentine system for power steering and the air
conditioning compressor since the motor did not come with it.
}
performance, but candidly I the engine. He worked with
like the design, fabrication, Forgeline on the wheels but
and building part probably paid full retail for them.
more than driving.” For a car like the Vapor,
Since there is so photos—no matter how
much of his heart and skillfully taken—don’t give
soul designed and built the car full justice. It must
into Vapor, when asked be experienced in person to
what he thinks the car’s fully appreciate the design,
most distinctive design engineering, and skill of
or engineering attribute build quality that went into
is, Berger says, “I think its execution. Since Berger
it is how all the design gets the car out to shows, if
elements come together, you have the opportunity, Q One development element that Berger felt was essential: flush door handles. But this
work together, and make you should check it out was no easy task. Berger looks back at the process, saying, “I really liked the flushed
the car look and feel as if it in person to see just how door handles that were on the new Aston Martin at the time and the first car to really have
them. The guys at the Roadster Shop didn’t think it would look good. I told them we needed
were designed today. It is far Gale Halderman’s
to do it and I wanted that as a key element of my design. We looked at buying some Aston
currently modern but still iconic design for the Martin ones but could not make them work with the thickness of the doors and the win-
classic, not trendy, and it 1965 Mustang fastback dow glass. That led to a very expensive design and fabrication exercise. We made a foam
will look as good as it does can be taken. model, then a 3D-printed version, then a prototype before the final CNC-fabricated part.”
today as it will 10 years
from now. To me that is the
test for great design and
great execution. When the
car went to SEMA in 2016 it
was in the Edelbrock booth.
We were not trying to get
an award, but the Ford
designers saw the car and
spent a lot of time looking
at all the details. They gave
us a Special Recognition
Design Award for the car.”
Q “Avant-Garde did the interior for the car, and I have to say that they are operating on another level in the custom interior world,” Berger
Berger notes that Vapor
says. “Another detail you don’t notice is that the floors are flat in the car. They have the liquid material that is like the pink stuff on the end
was not directly sponsored of a pencil that is used to erase with. They get the car all jacked up and pour this stuff in, in liquid form, on the floors. They then adjust the
by any of the suppliers, balance of the car so that the stuff sits level and the floors are flat. Then they soundproof and carpet over it. The car has an integrated
although Edelbrock gave rollbar that does not jump out and is subtle like the rest of the build. The hand-stitched leather on the bar and interior is as good as you
him a break on the cost of would find on any Rolls-Royce.”
Q “I like to start at the rear,” says Berger. “I wanted to maintain the

classic look of the rear taillights but make them modern with LEDs. I
wanted a really refined look that flushes them out with the rear panel
rather than stick out. At the same time, the taillights needed to still be
easily recognizable as a classic Mustang. Chris Gray did an amazing
job on bringing all that together for me. I wanted to paint the back panel
black like the modern Mustangs, and then wanted to integrate the third
brake light and backup lights as well. I wanted a rear fuel filler like on the
modern Mustang GT, so we came up with a design and fabricated our
own version. I think it looks like it could have rolled off the showroom
floor in 2019 like that.”
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CORRUPTT
Tony Arme Jr. built a custom Mustang hardtop with a Ferrari F430 V-8 engine—hey, at least it’s not an LS!
ROB KINNAN T E X T • WES ALLISON P H O T O G R A P H Y
F
ord in a Ford! Then what, you may be asking, see a chopped top on a Mustang
That is our standard is this thing doing in Mustang (rightly or wrongly). There are
mantra whether talking Monthly? A 1968 Mustang hardtop so many subtle and not-so-subtle
about a Mustang or a with a…cough…Ferrari engine in body mods on this ’68 that they
1932 roadster. It’s infuriating it? Seriously? Yes, seriously—and demand some attention, and a
when we see Ford vehicles built for a few reasons. lot of what you’re looking at here
with non-Ford engines, especially For one, the bodywork was 3D-printed with the “modern
the latest trend of sticking a stupid involved in this build is radical fabricator’s tool.” Secondly, this
General Motors LS-series engine enough that we thought Mustang Mustang was the talk of the 2018
in a Fox-body Mustang. That Monthly readers might gain some SEMA Show and also the 2019
demands an instant middle-finger ideas for their own custom car Grand National Roadster Show,
salute from any true Ford loyalist. builds. It’s not often that you the latter of which had it sitting
J U LY 2 0 1 9 35
CORRUPTT { FERRARI F430 V-8 ENGINE
}
among a field of the best come up with ideas. Tony steel laid-back trunk spoiler decide on which drivetrain
and most expensive custom says, “I got the itch to chop and quarter extensions, to stick in the Mustang. He
cars built in the last year. the top on it, and over the rear bumper, and some says, “The time and money
Thirdly, because it creates next two to three years, suspension work.” weren’t there at that point
emotions and controversy many modifications were With all that custom though, so the car sat again
on both sides of the done to the car, including bodywork done, it got to the for around 10 years.” Then
spectrum, and that begets the chop, a custom firewall, point where Tony had to inspiration struck. Tony
conversation. continues, “We decided
But let’s start at the while at SEMA 2017 that we
beginning. Tony Arme Jr. would finish and debut the
runs American Legends car at SEMA 2018. On our
Hotrods and Muscle Cars way back home, we actually
(alhotrods.com) in Phoenix, started the purchase of the
Arizona. He bought this 4.3L Ferrari powerplant,
1968 hardtop in 2004, and my wife, Casey, came
driving it for a year or so up with the name Corruptt,
until the engine let go, at as the idea of mixing Ford
which point he parked it. and Ferrari was something
You know how it goes with a no one in their right mind
non-running car—he would would combine. From that
stare at it occasionally and QAmerican Legends custom-built the side exhausts. point, we spent countless
QHere you can see the dramatic effect that a 2.5-inch chop has on a Mustang hardtop. Less noticeable are the shaved driprails, frameless side glass,
reworked and laid-down rear window, shaved wiper and cowl vent, custom side-exit exhausts, shaved door handles and locks, shaved mirrors, shaved
marker lights, custom bumpers, custom grilles, LED headlights, narrowed hood (by 1/2 inch), custom set-back sidescoops, and bigger wheel flares.
hours working on the car as you can tell by looking
and designing, fitting, and at the photos. The most
making all the components obvious is the 2.5-inch
to make everything work chopped top, but less
together. As the car evolved, noticeable are the flush-
we started adding more mounted glass, laid-back
and more special touches rear window, reworked
to set it apart from most of wheel openings, side
the custom Mustangs built. exhaust panels, shaved
Q Yes, that’s a Ferrari engine in a Mustang. Sacrilege! The engine is from a 2006 F430 and
From the acrylic taillights everything, molded-in rear
displaces 4.3 liters; it is stock internally but stuffed full of air by a pair of Nelson Racing
to the one-off dash, we bumper, scratch-built rear symmetrical T-4 turbochargers with turbo blankets from Heatshield Products to cut down
tried to leave no stone ground effects, custom on underhood heat.
unturned.”
The body mods on
Corruptt are numerous,
J U LY 2 0 1 9 37
}
grilles, narrowed hood (by
½ inch), front and rear
wheel flares, and a whole
lot more.
Under the skin is a
stock Mustang chassis
upgraded with RideTech
air suspension to slam
Corruptt in the weeds
when stopped. Of course,
subframe connectors, a
custom export brace, and
front and rear interior
structural supports were
added, but Tony stopped
Q One of the first mods that Tony did to Corruptt was to create the all-steel decklid spoiler and quarter extensions.
short of throwing a
complete aftermarket
chassis under the Mustang.
The interior was the scene
of far more fabrication,
however. Between
American Legends and
Stitched Envy Interiors,
Corruptt’s cabin is loaded
with 3D-printed parts and
pieces and lots of carbon
fiber, Alcantara, vinyl, and
leather in a design that
seamlessly melds Mustang Q A Vibrant Performance catch can for the oil vapors from the dry sump and
and Ferrari. valve covers is mounted to the firewall directly behind the intake manifold.
Q The Nelson turbos feed into an intercooler before the chilled air enters the Ferrari intake through Vibrant Performance tubing and couplers with Forge Motorsport water-cooled
wastegates and blow-off valves. An AMP/EFI MS3Pro ECU controls the vitals through AMP coil packs and Taylor wires with hand-stitched leather looms. American Legends also
fab’d the 13/4-inch headers from Schedule 10 stainless steel. Flowmaster mufflers dump the exhaust.
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June 8-14. This year features three new venues with hot rod displays, as well as autocross
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}
About the Ferrari

inspiration—that bright
yellow engine is a 4.3L
V-8 from a 2006 Ferrari
F430 with a pair of Nelson
Racing T-4 turbochargers,
controlled by an MS3Pro
stand-alone ECU. The
engine is otherwise stock as
built in Maranello, and with
its factory-rated power of
483 hp and 343 lb-ft, Tony
estimates that adding 8
pounds of boost from the
turbos bumps the power
level to around 700 hp. A
Tremec T-56 six-speed
manual was adapted to
the Ferrari mill and has
an S1 sequential shifter
(s1sequential.com) for
speedy shifts.
When we asked Tony,
“Why a Ferrari engine?”
He replied, “Why not?”
Fifty years after handing
Enzo Ferrari his ass at
Le Mans, Henry Ford II Q The interior combines Mustang and F430 with loads of custom work by both American Legends and Stitched Envy Interiors. The dash
may be rolling over in his was designed with CAD, and air-conditioning pods were 3D-printed and skinned in carbon fiber. The seat bases were lowered 2 inches
grave at the thought of and moved back 4 inches. The rear seat was deleted and modified to leave twin Odyssey batteries exposed. Custom billet floor mats float
off the floor and are underlit as courtesy lights. The pedals are floor-mounts from Wilwood with exposed master cylinders. A rear rollcage
one of the Italian sports
brace mounts four-point Schroth seatbelts that were dyed to match the yellow. The ’68 doors were modified to accept 1966 Pony door
car’s engines under the panels, which were covered in leather and Alcantara. The seats are from a ’66 Mustang with TMI foam and custom upholstery to go with
hood of one of Dearborn’s the door panels and mimic the Ferrari California design. Notice the iPad that is magnetically attached in the center console—it controls
finest—and many readers the entire car via Bluetooth. The wiring is from American Auto Wire, air conditioning is Vintage Air, power windows are Nu-Relics, sound
out there may be equally deadener is from Vibro Solutions, and American Legends custom-made side glass from Optic Armor. The steering wheel is from Billet
offended, but nobody can Specialties and the shifter is an S1 sequential that is a bolt-on for Tremec six-speeds.
argue that the car doesn’t
draw a crowd. And the level
of craftsmanship and use of Q The wheels are Avant Garde forged
modern technology rivals three-piece wheels, 18x8 front and 20x10
the best of the best. For that rear, with Toyo R888R tires (225 front/285
rear). The brakes are 14-inch Wilwoods
reason, Corruptt deserves a custom-painted school bus yellow to
place in a Mustang Monthly match the engine, and the Corruptt logo
issue featuring the wildest is incorporated as well. The rearend is a
of the wild. 9-inch with Yukon 4.56:1 gears.
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HOW-TO Mark Houlahan T E X T & P H O T O G R A P H Y
Rebuilding the T-5 Five-Speed Manual PART 1: CRACKING OPEN A USED TRANSMISSION FOR A REBUILD
AS MUSTANG OWNERS UPGRADE THE that there are plenty of parts to rebuild and
PERFORMANCE OF THEIR RIDES, upgrade these transmissions. If you’re lucky,
WEAK PARTS ARE SWAPPED OUT you might even find a T-5 that was swapped
FOR STOUTER PIECES. This has been out before it broke. These are often sitting in
Horsepower 101 for decades. When it comes the corner of some shop under a workbench
to the Fox Mustang’s T-5 five-speed, once the taking up valuable room and can be had for
horsepower goes up and the sticky rear tires just a few hundred bucks. It takes a little
are bolted on, the T-5 will often “exit stage digging and some networking, but there are
right” in some noisy fashion. It is often a a lot of T-5 transmissions out there ready for
broken Third gear or some stripped teeth on a rebuild and a second life in the
the input shaft. We’ve seen all manner of tunnel of your classic Mustang
carnage over the years. The good news (or in your Fox project).
is that the T-5 has been so popular Why rebuild a T-5 versus,
say, buying a new transmis-
sion like a Tremec TKO-
series unit? There’s nothing
wrong with the TKO transmissions;
they’re built to take the abuse behind
high-horsepower engines and are proven
winners in many racing circles. However,
they have a larger profile than the T-5, which
can cause some fitment issues in classic
Mustangs (especially the ’65-’66 models),
and of course you have that new transmission
price tag to go with it. If you’re on a budget, or
perhaps already have a T-5 lying around from
a barter deal or other project, then rebuilding
it is going to be the most economic route, and
the smaller size of the T-5 means no fitment
issues either. Pretty much the only limiting
factor of using the T-5 is its power-handling
capability. For our typical reader with a “bolt-
on” small-block that runs radial street tires
and doesn’t drag race with super sticky tires,
Q This sensor on the transmis- the T-5 is a great solution.
sion top cover is the neutral Rebuilding the T-5 does take a few shop
indicator switch and is used by tools, including a press, snap-ring pliers,
the factory EFI system. It must and pullers, most of which you can find at
be removed before attempting
to disassemble the discount tool stores if you don’t already have
transmission further. them, or hit up a friend with such tools to
lend you a hand. Worst case, you can take
the parts to a machine shop to be pressed
off and on. Other than these few tools, the
breakdown and rebuilding of the typical T-5
takes nothing more than some metric hand-
tools and a whole lot of elbow grease getting
everything clean to put the transmission back
together. We visited our friend David
Piercey at his shop, David Piercey’s
Mustang Performance, located in
Thonotosassa, Florida ( just outside
of Tampa). David is a wizard with the
T-5 five-speed, having built every-
thing from stock rebuilds to all-out
race boxes. His selection of T-5 cores
meant we could provide some T-5
history/identification in this story
as well, which we’ll show in Part 2.
While we won’t be using it until
reassembly next month, we made
a quick call to our friends at Ford
Performance Parts for an M-7000-A
Q Remove the four fasteners retaining the shifter assembly
T-5 Rebuild Kit. The M-7000-A has Q With the neutral switch removed, the top cover bolts to the tailshaft housing and separate it with a small prybar or
just about everything you need for can be removed. There are two shoulder bolts that locate screwdriver and set the shifter aside. If the shifter bushing
the typical rebuild of a 1985-1995 the cover, but otherwise all the bolts are the same length. comes out with the shifter, don’t worry about it; the Ford
Mustang five-speed. Just remove the bolts for now. Performance kit comes with a new one.
Q Using a pin punch, drive the roll pin down through the shift block in the tailshaft Q Remove the tailshaft housing fasteners, being extra careful that you haven’t missed any
housing. It doesn’t need to go all the way through, but it does need to clear the shift before moving on to separating the housing from the main transmission body.
shaft so that the shift block can be pulled free with the tailshaft housing itself.
Q Separate the tailshaft housing from the main body, but don’t pull back on it. An Q Now that the tailshaft housing and shift block are free of the main transmission body,
easy way to handle this is with a rubber mallet or dead-blow plastic hammer. Once you can remove the top cover, which includes the shift forks and shifter shaft. Pry at the
separated, pry the tailshaft housing back while simultaneously applying downward cover gently to separate the sealer and set the cover aside.
pressure to the shift block to remove the shift block and tailshaft housing together.
J U LY 2 0 1 9 43
REBUILDINGTHET-5FIVE-SPEEDMANUAL
Q Once we had the cover off this T-5, you could see the Q The input shaft bearing retainer is removed from the front
shift fork pads were all but destroyed. This is common of the main case next. This is retained by four bolts and
from overextending the shift forks during hard shifting holds the input shaft’s front bearing race, shaft seal, and
and from resting your hand on the shifter while driving. A preload shim that sits behind the bearing race. More on that
quality aftermarket shifter with adjustable shift stops will next month during our reassembly.
prevent this and is highly recommended.
Q Moving to the rear of the

transmission assembly, the
speedometer drive gear is
removed next. It is retained Q With the bearing retainer removed, the input shaft can
to the output shaft by a be extricated from the main case. As you rotate it you’ll
spring clip. Simply depress see a crescent-shaped cutout on the shaft. This has to be
the clip and slide the plastic lined up with the cluster gear to allow the input shaft to
drive gear off. A new retain- come forward and out of the case. Some transmissions
ing clip is included in the use roller bearings (that might fall out during this step)
rebuild kit. and others use a caged bearing. Just keep track of what
yours uses and take lots of pictures as you work.
Q Remove this snap ring and the shield behind it on the Fifth gear synchro.
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DASH PANELS • CORE SUPPORTS • WIPERS • LIGHTING • HOODS 1987-93 MUSTANG HOOD WITH 1979-93 MUSTANG FRONT FLOOR
LIGHTING • FIREWALLS • FENDERS • MOULDING • GLASS VENT LOUVERS PANELS
MIRRORS • FLOOR PANS • ARMRESTS • DOOR HANDLES
SUNVISOR • TRUNK • ASH TRAY • WHEELHOUSES • INTERIOR
KICK PANELS • WINDOW REGULATOR • GAS TANK
CONTROL ARMS • TAIL PANELS • QUARTER PANELS
HO20-87H ...... 1987-93 Mustang Hood with Vents

Q Having disassembled everything forward and aft

of the main case itself, the large mainshaft assembly
should lift right out as shown. Give it a little wiggle to
Q Support the Fifth gear shift shaft with a block of wood Q With the Fifth gear synchro out of the way, the Fifth unseat the tapered roller bearing at the rear of the case,
and drive out the retaining pin for the shift fork. Pull the shift gear drive gear and blocker ring can be removed next. and use your other hand to guide the rear of the shaft up
fork and Fifth gear synchro assembly off the shift shaft. and out of the case.
Q Now to continue with the remaining pieces within the main case. Q Once the shift rail is out of the way, you can carefully
Disconnect the spring found at the front of the Reverse shift rail and pull rotate the shift rail block and remove it as well.
the shift rail out of the back of the case.
Q To remove the cluster-gear shaft the rear retainer must be removed first. This is held in place by a tabbed lock plate. With the
main case on end, use a hammer and chisel to beat the lock tabs far enough away to allow removal of the four Torx fasteners.
Q Under the lock plate is this shim; set this aside as well.
When setting up the endplay during reassembly, this shim
(or one of the ones provided in the rebuild kit) will be used
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Q The cluster-gear shaft rear bearing race is a light press
into the main case. You can usually just pry the shaft
rearward and the bearing race will pop free as shown.
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Q If you haven’t already removed the oil slinger from the

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Q Remove the cluster-gear shaft from the main case.
or call
800-888-8637
Licensed by Ford
Q Another roll pin retains the Reverse idler shaft and gear. Drive it through the shaft until the pin is free.
Q Pull the idler shaft from the case while keeping a hand on the Q All that is left to take apart now is the output shaft. Hopefully your T-5
Reverse idler gear so that it can be removed as well once the shaft does not have any gear damage and all you’ll be doing here is pulling
is free of the gear. This completes the main case disassembly. David everything apart for new synchro blocker rings and bearings. Here the
sends all the case hard parts out locally to Bullfrog Performance 3-4 synchro and Third gear drive gear are pried off the output shaft with
(bullfrogperformance.net), where its in-house machine shop hot- two large screwdrivers. These will usually come free as shown, but in
tanks and cleans all of the aluminum housing components. some instances a press plate and hydraulic press will need to be used.
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Q Next comes the Second gear drive gear snap ring and
retaining washer to allow the removal of the drive gear itself.
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Q In later-model T-5 transmissions you’ll find this spiral-lock
retainer in front of the 1-2 shift synchro/Reverse drive gear
FORD STYLED STEEL assembly. Dave unwinds it from the output shaft and tosses
it in the scrap pile. For reassembly Dave doesn’t use this, and
we’ll explain why in Part 2 next month.
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Q From the rear of the output shaft remove the snap as six examples of the applicable
ring and Fifth gear drive gear; press off the rear bearing; vehicle model to assure accurate fit in
and then remove the thrust washer, First gear drive each specific classic car or truck - with ab-
gear, and Second gear drive gear snap ring, gear, SureFit Systems are complete with
and blocking ring. Once you have the output shaft eva p o r a t o r k i t , n ew fa c t o r y - l o o k solutely minimal modifications to your car.
completely disassembled you can inspect all the gears c o n t r o l s , o r o u r ex c l u s i ve “ C a b l e
and synchros. Thankfully this trans was in good shape, Conver ters” to adapt your or iginal Our instruction manual will walk you
with only blocking ring wear and other typical bits that controls, compressor, all mounting through each installation step, and if
are found in the Ford Performance M-7000-A kit we brackets, c o n d e n s e r k i t , s a fe t y
you should need additional help, we
have on hand. sw i t c h , a l l n e c e s s a r y r e f r i g e r a n t
lines and a detailed instr uction have a full time technical staff ready to
Q (Left) While the aluminum case bits were sent out, m a n u a l . SureFit systems can be help. Call our product information line
Dave used his in-house, trusty parts-washing station ordered to fit engine swaps in today to discuss your current project.
to wash, inspect, and clean all the transmission gears, many applications and can be
input shaft, output shaft, counter shaft, and more. Come upgraded with Vintage Air ProLine Vintage Air Systems Are Built To
back next month for Part 2. We’ll assemble our T-5 with a p p e a ra n c e accessories as well. ISO 9001:2008 Quality Standards
fresh bits and make it ready for installation.
■ 1964 1/2 -1966 Mustang

SOURCES ■ 1967- 68 Mustang ■ 1969 -70 Mustang
David Piercey’s
Mustang Performance
(813) 986-7911 Complete Catalog Online At:
facebook.com/davidpierceysmustangperformance
Ford Performance Parts

(800) FORD788 PRODUCT INFORMATION LINE:
performanceparts.ford.com
Gen-IV and SureFit are trade names of Vintage Air Inc.

HOW-TO Dave Stribling T E X T & P H O T O G R A P H Y
In the Doghouse
THE RIGHT WAY TO INSTALL A DYNACORN FRONT STRUCTURE
ONE OF THE GREAT ADVANTAGES OF The patient for our demo install was in a
THE POPULARITY OF THE MUSTANG major incident on a highway—an overzeal-
IS THE FACT THAT COMPLETE SUB- ous troll pulled in front of this 1967 hardtop
ASSEMBLIES ARE NOW AVAILABLE FOR and proceeded to slam on the brakes. Using
MAJOR STRUCTURAL REPAIRS. But how proper defensive driving techniques, the
do we do it in our home garage and come owner slammed on the Wilwoods and made
away with something that tracks down the some evasive moves, which resulted in saving
road straight? We’re here to show you the others around him but taking off the front
the process. end and right quarter of the Mustang. Nor-
mally with damage this
severe in sunny SoCal
you would just go get
another car, but this one
has been in the family
since new, so it is time for
some major work.
In the past, we would
go cut an entire clip from
another car in the yard,
but those sources are
all but dried up. Enter
Dynacorn International.
While the quarter-panel
of the car was replaced
with an N.O.S. part
found online, the front
end is being replaced
with Dynacorn’s Apron
assemblies (PN 3630R
and PN 3630S), radia-
tor support (PN 3640F),
Q Although this is an extreme strut rod brackets (PN 3640FAWT and PN
situation, there are times 3640FBWT), and firewall to floor supports
when complete front framerail
(PN 3631ZEWT).
assemblies are a better choice
than repairing individual panels.
When the framerail is com- Preparation Is Key
pletely rusted out, sometimes Whether you plan on doing this by your-
it is easier to replace the whole
assembly rather than to cut out self or with a little help, do all your homework
the bad parts. before trying to weld parts in place. Since this
car was in an accident and was severely bent,
we chose to have the remaining body checked
Q Dynacorn sells complete out by a local frame shop. The dimensions
front rails and aprons already for your Mustang can be found in the body
preassembled. The complete
front end can be replaced using section of your Ford factory shop manuals; we
the company’s radiator support, also had a copy of the dimensions from a body
framerail extensions, and strut shop manual, and you might luck out and find
rod mounts. them online.
Q The first thing you need to acquire: the correct frame dimensions for your car. The Q Preparation is king. With the old metal removed, we found a buckle on the passenger-
body shop manual for your year has these dimensions (1969 shown here), and they side firewall, so we straightened it and re-measured before we began installing the front
are available aftermarket—you might even find them online. end. Note that in 1967 there was no passenger-side torque box on a hardtop—only on the
driver side.
Q Doing this on your garage floor, you want to make sure the car is level before
beginning. Since most garage floors are not level, one way you can level your car is
to get four of these screw-type jacks from the salvage yard. They will allow you much
more adjustment than just jackstands alone. Always use safety stands along with the Q The outer rockers are the one place that you can measure for a level car.
adjustable jacks. Take a measurement in all four rail corners with an angle gauge.
Q Professional body shops have these tram gauges for measuring the straightness Q Part of our preparation was to square the body and install the N.O.S. quarter-panel on
and how true the frame is. You can make yourself one (shown on the bottom) using the passenger side along with a new Dynacorn taillight panel (PN 3643E). Unibodies get
a piece of conduit, a couple of couplers that will slide on the conduit, and a couple of their strength from the welded panels, so this will help keep the body from flexing.
pieces of threaded rod with a ground point. The cost is less than $10.
J U LY 2 0 1 9 53
INTHEDOGHOUSE { FRONT STRUCTURE
}
If you are doing this in your
garage, note that garage floors are not
level by design. They generally slope
to get rid of water. You either need to
level your car or square up the body
with the floor angles in mind. Safety
is always a concern, so make sure you
have plenty of safety stands before
proceeding. A cheap leveling system
can be made from a set of scissor-
type jacks from the local salvage
yard—you can use them to correct
for variations in the floor. Always use
safety stands with the scissor jacks.
One place on the body that is parallel
to the floor is the rocker panels—take
your measurements from the four
corners of the outer rocker panels to Q Preparation for the installation takes longer than the actual installation of the panels. Here a strap was used along
assist in leveling the body. If you can- with clamps and Clecos to get the panels in place. Extra safety jacks will also help.
not level the body, you may need to
have the car straightened before you
weld new panels in place.
If possible, photograph every-
thing before you start taking things
apart. Items like the strut braces
sometimes don’t go back in the same
place. Take additional measure-
ments to add to the factory drawings.
Remember, cars that are rusted,
wrecked, or have endured 50-plus
years of road use are usually not in
the same position they were when
they left the factory. If you have some
friends’ cars that are available, take
some measurements off of those cars
too. There is some variance on how
Ford put these together, and you Q Master fabricator Randy Domeck begins by checking the diagonal square of the front end by a point on the cowl to
don’t want to use just one example the front opposite side of the front aprons. Note that he has installed the export brace that the owner will be using when
because it may have suffered from the car is completed.
one of the above issues.
Finally, while we didn’t get the
chance to do this, do one panel or
section at a time. Don’t just start
hacking off all the parts. A rusted part
may still be a good guide for installing
the replacement part, and once you
take off more than one panel you lose
that reference point.
Aftermarket Parts
A quick note about aftermarket
parts: Your car went through 50-plus
years of torture, and the aftermarket
parts are good but may not be per-
fect—you may experience some holes
not lining up. News flash: some of
the holes on the factory panels didn’t Q A quick note about the export brace: In this scenario, we have a wrecked car, aftermarket frame assemblies, and
line up either. I once took a part that an aftermarket export brace—something is not going to line up perfectly! The original shock tower braces were much
wouldn’t fit one car, and then I took more forgiving than the export brace, so you may have to “influence” something to make it all fit.
}
it over to another car—it fit worse.
Sometimes it is the car as well as the
part. Be patient.
Export Braces
Shelby-style braces are obviously
much stronger and less flexible than
the originals (and have less adjust-
ment). Some of the aftermarket
braces are not very good quality, so
make sure you have a good one. Al-
ways use your export or shock tower
braces to help center the shock
tower assemblies.
Tram and Measuring

Pro shops have some really nice Q Squared and welded on. The new frame extensions
gauges to measure the squareness of went in right over the existing spots from the originals.
the body. You can make one yourself
out of some conduit and threaded
rod that will do the job. Make sure Q Although we did make sure all was level, our install at the
you are measuring from the same top and bottom apron mounts were perfectly flush to the
point on your gauge. For example, firewall. Always a good sign.
choose the side of the hole edge
rather than trying to measure from
the center. Make sure you mirror
your measurement to the other side.
If you need to, you can use some
string and a weight (a nut works
great) to create a vertical line to
check side measurement from the
holes listed on the Ford drawing. If
the car is elevated enough, you can
mark the string at the Ford distance Q About the strut rod mount location: I have seen them
and then check these marks with hanging over like this one, and I have seen them flush
your level. Q Double-check all measurements. The lower control arm with the edge of the framerail—and everywhere in
points are 191/8 inches wide center to center, and we’re right between. The dimension for this piece isn’t on the Ford
on the money. dimension drawing for 1967.
Strut Rod Braces
The strut rod braces serve two
purposes: They provide the mount-
ing point for the strut rod bushings,
and they provide rigidity to the front
end by bracing the side rail and
radiator support. Once these go in,
they really lock the front down. If
you need to make any small tweaks
to the front end or rails, do it before
these go in. The dimensions for
these are not on the factory dimen-
sion chart, and I have seen them
mounted with a lot of variance.
Mark where your originals were
mounted prior to removing them
or use several examples to find the
location from other cars. The front
suspension pieces can be mounted
and squared to help locate these Q Here Randy is making sure the front is square to the corner and even on both sides. You can do some minor tweaking
pieces as well. of the front before the strut rod mounts are installed; once they are on it isn’t moving.
KEEP YOUR VEHICLE PROTECTED.
CUSTOM CAR COVERS
FREE SHIPPING WITH CODE MUSTANG719

www.covercraft.com 800-274-7006
}
Assembly
Once all your preparation is done,
the assembly usually goes quickly.
You will need plenty of body clamps,
Cleco pins, and straps to hold it all
together until it is welded in place.
After the first few tack welds are in
place, double-check (and continue to
double-check) your measurements.
We added a set of Tin Man Fabrica-
tion subframe connectors to our
hardtop, and they fit the squared-up
chassis perfectly. For a job like this,
it is possible to do it yourself—just
remember that preparation is 75
percent of the job and patience
is necessary.
Q We have other cars to take dimensions from (use an average of several cars, not just one other example), and one
other thing you can do is install the front suspension components, making sure that the strut rod runs parallel to the
SOURCES
bracket and the rubber mounts are in the middle of the adjustment on the threads.
Dave Stribling Restorations LLC

(765) 362-1967
davestriblingrestorations.com
Dynacorn International LLC

(805) 987-8818
dynacorn.com
Tin Man Fabrication Inc. Q The framerail extensions were right on the money—so Q Our 1967 hardtop is now ready for weld finishing and
(877) 866-2338 much so that we were able to install these Tin Man some sheetmetal fitting. Take your time and prepare, and
tinmanfabrication.com Fabrication subframe connectors (PN 109401) that install you too can do this in your own garage.
in the end of the framerails. They slid in perfectly.
Q You can use some

monofilament line and some
weights hung from the
points noted in the dimen-
sions, and then let Isaac
Newton help you level up the
rails. Note that cotton string
stretches, so double-check
your measurements if you
use it.
PERFORMANCE UNDER RIDE
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SHOCK ABSORBERS
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C5ZZ-18125-HP
D1ZZ-18124-HP
Rein in your
CLASSIC MUSTANG
Just because your classic Ford is fifty years old doesn’t mean that it should ride
that way. Offering a wide array of sway bars, steering boxes, springs, traction bars,
and more, Scott Drake has all of your suspension and steering needs handled.
PERFORMANCE COIL
SPRINGS
C5ZZ-5310-PR
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1964 -73 1964 -73 1964 -73

PERFORMANCE REAR HIGH PERFORMANCE COIL 1" AND 1⅛"
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HOW-TO Richard Holdener T E X T & P H O T O G R A P H Y { CAM UPGRADE
}
The Dynamic Duo

DYNO-TESTING CYLINDER HEADS AND A CAM UPGRADE ON A 5.0L ENGINE
THE WORD NOSTALGIA MEANS 5.0L LX back in the late ’80s, and though they
DIFFERENT THINGS TO DIFFERENT both shared the same heritage, they couldn’t
PEOPLE. Sure, we look back longingly at all have been more different. The K-code had all
those wonderful classic and muscle cars that the right stuff, including a manual four-speed
got away, but do we remember them as being trans, 9-inch rearend, and all the popular
at least a little more fantastic than they re- Shelby mods to the Hi-Po 289, including
ally were? Case in point, Ford’s little pony- the tri-Y headers, aluminum high-rise, and
car—the marvelous Mustang. Your author Holley carb. Basically, it was as hot a 289 as
was lucky enough to simultaneously own a you could get from the factory. With ample
pristine 1965 K-code Mustang and a new 1988 gears out back, the little Mustang was plenty
quick, but low and behold, the 5.0L
LX would kick the crap out of the
mid-’60s muscle car. Not only was
it quicker and a lot faster, it offered
lower emissions, better mileage,
and rode and drove better thanks
to decades of technology.
Fast-forward 25-30 years, and
the new Coyote owners must think
the same thing about the now-
classic 5.0L Fox-bodies, which are
currently seeing interest from the
restoration crowd. Guys are now
scouring junkyards for all those
missing air silencers we tossed
in the garbage back in the day!
Though it’s hard to compare the
original 225hp 5.0L 302 with the
Q Bolting more power on new Coyote, that doesn’t mean the
your carbureted 302 is as original is any less desirable (or
easy as swapping the cylin- popular) than it was in its heyday.
der heads and camshaft. In fact, nothing responded as well
to performance modifications as
Q The test engine was a the 5.0L Mustang. Though Ford’s
stock, rebuilt 302 that fea- ponycar had already been around
tured a late-model hydraulic
for two decades, it can be argued
roller block stuffed with cast
internals. Nothing special that the 5.0L Mustang (especially
here—just your average the EFI stuff that began in 1986)
5.0L 302. is what actually kick-started Ford
Performance. The little Mustang
ushered in an unprecedented level
of performance, starting an entire
industry that revolved around
everything Mustang. While it’s
true that the modern Coyote is
more powerful than the first 5.0L,
one thing the original has that the
Coyote never will is tremendous
aftermarket support. How many
aftermarket heads are there for the
Coyote, or cam profiles, or intake
manifolds? Yes, when it comes to
modifications, the original 5.0L
Mustang is still king.
All this talk about modifications is
obviously bringing us to a point, or at
least a dyno test, right? What story on
the 5.0L would be complete without
us making extra power? To that end,
we decided to hop up a 5.0L Mustang,
but in a twist of fate, we actually
started this 302 Ford with carbure-
tion. Fear not, as we will introduce
fuel injection back to the fuelie-Ford
in another test, but for now, let’s take Q The production block featured two-bolt mains, but as we all know, the strength limitation was not in the main caps.
a look at the power gains offered by These blocks split from the main webbing up to the cam tunnel. We fit the 302 with a standard-volume oil pump and
upgrading the cylinder heads and pickup to match the production 5.0L oil pan.
camshaft. For our test, we relied on
a rebuilt 302 that included a produc-
tion 5.0L (hydraulic-roller) block,
cast internals, and the ubiquitous
E7TE iron heads. Also present were
the factory bolt-down, stamped-steel
roller rockers and production hy-
draulic-roller 5.0L (stick) camshaft.
Basically, we had a 5.0L roller long-
block that required finishing with an
oiling and induction system. To finish
things off, we added a Fox-chassis oil
pan, pickup, and standard-volume
oil pump, along with a Speedmaster
dual-plane intake and low-buck (but
effective) 650-cfm Holley Brawler
carburetor. Also present were an
MSD distributor and Hooker long-
tube (Fox-chassis) 1¾-inch headers
with collector extensions. Run in
this manner with 35 degrees of total
timing, the stock(ish) 302 produced
252 hp at 4,700 rpm and 328 lb-ft of
torque at 3,700 rpm. Q The 5.0L featured factory E7TE iron heads. Not known for stellar flow, the
After running the 302 equipped stock heads certainly limited the power production of the combination.
with the stock heads and cam-
shaft, we decided to upgrade both
to dramatically improve power.
Though a single-plane intake might
offer better peak power, we elected
to stick with the dual-plane and
Brawler carb, since the idea was to
build the engine for street (rather
than strip) use. Knowing we wanted
drivability and manners to go along
with our extra power, we chose our
combination accordingly. First up
was a set of aluminum heads from Q The stock iron heads were run with produc- Q We did like the double-roller timing
BluePrint Engines (BPE). The BPE tion bolt-down, stamped-steel rockers. chain included on the rebuilt 302.
J U LY 2 0 1 9 61
THEDYNAMICDUO { CAM UPGRADE
}
heads feature full CNC porting, 205cc Q Run on the dyno with a polished Speedmaster dual-
intake ports, and a 2.08/1.60 valve plane Eliminator intake, Hooker long-tube headers, and an
MSD distributor, the stock(ish) 302 produced 252 hp at
package. In truth, the CNC-ported 4,700 rpm and 328 lb-ft of torque at 3,700 rpm.
205 heads were probably overkill for
our mild application, but we liked
the idea of having them should we
look to push the power level up even
further in the future. The heads were
combined with one of our favor-
ite street-performance cams, the
Comp XE274HR. The streetable but
Q After running the stock heads and cam on the 302, we

decided to upgrade the combination, starting with these
CNC-ported 205 heads from BluePrint Engines.
Q The BPE ported heads featured 62cc CNC-machined

chambers and a 2.08/1.60 valve package.
Q Off came the stock iron heads to make way for the
ported BPE aluminum heads. Note the 302 came equipped
with four-eyebrow pistons with a small center dish. We
even reused the head gaskets and head bolts.
extremely effective Xtreme-Energy
cam profile offered a .555/.565-split
lift, a 224/232-degree duration, and a Q Back behind the cam
112-degree lobe separation angle. The gear on the timing chain
cam has proven itself to work well on were the two bolts holding
naturally aspirated, blower, turbo, and the cam retaining plate.
nitrous applications. After removal of the
Swapping the cam required
hydraulic-roller lifters, out
came the wimpy factory
removal of the rockers, pushrods and 5.0L camshaft.
hydraulic-roller lifters. Naturally, we
also removed the cast-iron cylinder
heads to make way for the new BPE
aluminum heads. Since the engine
1965-70 Mustang
Steering Solutions
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• Full Turning Radius & Ground Clearance
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• Complete Kits or Individual Components
• Applications Available for 1949 & up Ford Cars
Q After tackling the heads, we began the cam swap by

removing the 50-ounce Speedmaster damper.
1965–66 Mustang Kit Shown
Find out more!!! Visit us at...www.borgeson.com
Q We made sure to line up the dots by putting the

engine at TDC before removing the timing chain.
Borgeson Universal, 9 Krieger Dr. Travelers Rest, SC 29690 860•482•8283

THEDYNAMICDUO { CAM UPGRADE
}
was a fresh rebuild, we reused both
the head gaskets and head bolts,
though we like to upgrade to ARP
studs just in case we decide to run
nitrous or boost (foreshadowing,
yo!). For our engine, we selected the
BPE heads designed for bolt-down,
pedestal-mount rockers. We replaced
the stock stamped-steel rockers with
a set of pedestal-mount, 1.6-ratio,
aluminum roller rockers from Comp
Cams. The new heads and rock-
ers required installation of a set of
6.30-inch hardened pushrods. After
installation of the new hardware,
we ran the engine once again on the
dyno with the dual-plane intake and
Q To help the little 5.0L produce more power, we installed an XE274HR cam from Comp Cams.
Holley carb. Equipped with the new
The XE274HR featured a .555/.565-split lift, a 224/232-degree split duration, and a 112-degree
heads and cam, the modified 5.0L lobe separation angle that should give the engine a good, calm idle.
Q Comp Cams also supplied a set of bolt-down, adjustable, pedestal-mount roller Q We once again relied on the Speedmaster dual-plane intake to feed our
rockers. The rockers were combined with a set of 6.30-inch hardened pushrods. modified combo.
Q Run on the dyno after installation of the

Comp cam and BPE aluminum heads, the
302 produced 385 hp at 6,200 rpm and
368 lb-ft of torque at 4,300 rpm. The head
Q This 650-cfm Holley Brawler carb might be the best-kept secret in the and cam upgrade improved the power
performance industry. This thing performs like the big boys for a fraction of output through the entire rev range, with
the price, especially at this power level. huge (130-plus hp) gains up top!
PRODUCTS
pumped out 385 hp at 6,200 rpm and F O R YO U R V E H I C L E
368 lb-ft of torque at 4,300 rpm. After
upgrading the dynamic duo (heads and
cam), the peak power output improved
STREET OR TRACK
by over 130 hp and 40 lb-ft of torque. FRONT BILSTEIN COILOVER SYSTEM FRONT & REAR BRAKE SYSTEMS
Every bit as important was the fact
that the swap improved the power Geometry correcting Tubular Control Arms Forged aluminum calipers
and Adjustable Strut Rods Premium grade heavy duty rotors
output through the entire rev range,
from top to bottom. I guess there is life Ride height adjustability
Custom designed, engineered and
in these classic 5.0Ls after all. Custom valved Bilstein CNC machined brackets
shock absorbers DOT legal braided
Hypercoil springs hosesincluded
302 UPGRADE: Moog ball joints

COMPLETE PACKAGE
Applications available
for many wheel sizes,
spindle & rear end types
STOCK VS. BPE 205 ASK ABOUT OUR
REAR BILSTEIN
3-LINK SYSTEM
HEADS/COMP MADE 248.432.1827

XE274HR CAM IN USA STREETORTRACK .COM
The key to power production on any en-

gine is what we refer to as the “big three,”
meaning the heads, cam, and intake. On Specializing in
our 302, we retained the same intake 1964-1973 Mustang
for both tests but swapped out the cam Parts, Interiors &
and heads. Run with the stock cam and Accessories!
heads, the carbureted 5.0L Ford produced 844-249-5135
252 hp at 4,700 rpm and 328 lb-ft of MustangAmerica.com
torque at 3,700 rpm. It’s amazing that this
level of power was nearly state of the art
back in the late ’80s and early ’90s. After
replacing the stock cam and heads with
the Comp XE274HR cam and BPE CNC 205
heads, the peak power numbers jumped
to 385 hp at 6,200 rpm and 368 lb-ft at
4,300 rpm. The upgrade improved the
power output of the combination from
3,500-6,500 rpm, with the power gains
increasing with engine speed.
Visit Us...
SOURCES
BluePrint Engines
(800) 483-4263
blueprintengines.com
Comp Cams
(901) 795-2400
compcams.com
Hooker
(270) 782-2900
holley.com/brands/hooker
Speedmaster
(909) 605-1123
speedmaster79.com
J U LY 2 0 1 9 65
RESTOROUNDUP Bob Perkins T E X T { RESTORATION QUESTIONS
}
BARE OR PAINTED?
I have a 1969 Mustang Boss 302
that was built in May of 1969. Is the
transmission crossmember sup-
posed to be painted a specific shade
of black or is it left bare steel? I
have seen both. What is correct?
Bob Sina
Florence, Kentucky
The transmission crossmember is a bare

stamped-steel piece that was installed with the
drivetrain; thus, it would not be painted or have
overspray.
DUAL REDLINES
I need a set of 6.95x14 Dual Red-
line tires for my 1966 Mustang GT
fastback. I have sourced three differ-
ent brands: BFGoodrich, U.S. Royal,
and Coker. Is one brand any more
desirable than the others? I noticed BOSS EMBLEMS
your black ’66 has U.S. Royal. I recently purchased a pair of Boss 429 valve cover emblems from a retired
Bill Brantmeier Ford mechanic at our local swap meet. He said they were from a warranty repair
Ames, Iowa engine back in the day. Is there a way to verify original from reproduction? I
put them in my display case for now. If they are real they probably belong on an
I would recommend U.S. Royal original Boss 429.
brand 6.95x14 Dual Redline tires Johnny Adler
because they were the original brand Omaha, Nebraska
Ford used in 1965 and 1966 on the
Mustang. They would be the most Your emblems appear to be genuine Ford parts. Originals were anodized on
correct version of the tire for your both sides like the one you supplied in your picture. Reproductions are painted blue
Mustang GT fastback. on the backside, like the one shown here. These are a nice find!
BEYONDTHEBASICS Dave Stribling TEXT { VINTAGE TECH ADVICE
}
T
WIRING REDUX years old, and the task of going through more connections you have to make
he wiring under the dash and cleaning all the terminals and (crimping terminals), the more chances
of my Mustang is a mess repairing all the broken lines is very of having a bad connection. The more
from past owners cutting time consuming. connections the harness-makers make
into it for power needs, The next step is the replacement on their machines, the less chance
and they also put a big stock harnesses from the Mustang of a problem down the road for you.
stereo in it. At the rear they also cut vendors. I have used these and have Individual spade terminals in place
into the rear harness for trailer lights never had a problem, and for all but the of the original Ford connection block
at one time. Which wiring harness high-end concours cars they are great. is a bad way to go. For more info on
should I get to replace all of this mess? If you change out all the harnesses underdash and other wiring, check
Frank F. on your car, this is currently the most out the following archive info on
Jacksonville, Florida costly route, but it eliminates the issues Mustang-360.com:
of new versus old wiring, and it also • Mustang-360.com/how-to/
Welcome to the world that many minimizes connections. Although the interior-electrical/mump-0401-how-
of us have had to endure. Not only selection is getting bigger every year, to-install-new-ford-mustang-wiring-
are these 50-plus-year-old wiring not every harness is available for first- harness
harnesses subject to corrosion, but gen cars, so you may have to combine • Mustang-360.com/how-to/
previous owners almost always find a old and new. interior-electrical/1812-wiring-tips-
way to make the wires look like they The aftermarket wiring harnesses and-tricks
went through a food processor. The are the best choice if you plan on
answer to your question depends on running big stereos, fuel injection,
what you plan on doing with the car— electric fans, or other aftermarket
that will determine which harness is upgrades. The original five or so fuses
best for you. are definitely not the way to go when
For high-end concours cars, upgrading the car. The aftermarket
restored original or N.O.S. is the systems are designed for bigger power
way to go. Restoring your original output and modern goodies. When
harness can be done, and you may choosing an aftermarket harness,
have to buy one or two used harnesses look for a harness that uses as many
to get the connectors you need to do of the Ford original connectors as
Q This new harness from American Autowire comes
the job yourself. The advantage of possible. Some of the harnesses are
with a fuse block ready for any of your modern conve-
doing this for a concours car is that generic harnesses or setups used in niences ,and the company is very good about using as
the connectors and harness wires are GM products, and they want you to many of the original-style connectors as possible. You
ready for judging; the disadvantage convert to their system rather than will still need to develop good crimping skills to make
is you still have wiring that is 55-plus adapting to the Ford system. Also, the the harness fit.
Q Your typical Medusa’s-nest underdash harness with cut wires and missing connectors. It is very time consuming (and expensive if you pay someone to do it) to strip this
down, clean all the contacts, and make the repairs to the cut and missing wires. New harnesses are available for most applications.
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READER’SALBUM
Baby Blu Driveway Resto
G K
rowing up in the ’70s, Jennifer Broadstreet Hess of athy Westerman of Ocklawaha, Florida, says this
Marion, Kansas, thought it was normal to attend 1965 hardtop was “on the brink of death” when she
car shows and peruse used car lots with her dad found it in November of 2016. Her son Keith, a UTI
and older brother. Hearing stories of her dad’s ’65 Mustang graduate, restored Kathy’s hardtop into the dream Mustang
convertible that he bought new (and later sold to start a that she’d always wanted, right in their driveway. He rebuilt
family) inspired Jennifer to dream of owning a Mustang of the 302ci V-8 engine with Edelbrock aluminum heads, a
her own one day. The ’67 hardtop you see here was found Lunati camshaft, and a Holley intake and carburetor.
by her dad in 1987. After a short testdrive she had to have Backing the V-8 is a C4 automatic, and tri-Y headers with
it, and 32 years later it is still hers. Over the last three Flowmaster mufflers expel the exhaust. Keith handled the
decades it’s been a daily driver and weekend cruiser, while interior, replacing the floors, core support, battery apron,
being maintained and worked on bit by bit. In 2004, “Baby and cowl. He saved the repaint job for David Stark of Stark
Blu” went under the knife for rust and structural repairs Industries in Ocala, Florida, and the hardtop is now Kathy’s
and a repaint. In 2005, Jennifer’s husband surprised her preferred hue of Twilight Turquoise.
with a rebuilt 289. She tells us upcoming work will include
updating the interior and dash.
T-Top II
W
illiam Sanseverino of Las
Vegas, Nevada, is no stranger
to Reader’s Album, hav-
ing submitted several of his
previous Mustangs over the
many years he’s enjoyed Mustang Monthly. His
latest acquisitions include an EcoBoost-powered
’16 convertible and his 1978 Mustang II King Cobra
pictured here. Having previously owned several
Mustang IIs, he sold his most recent King Cobra in
2014 to find a replacement with T-tops. It took 2½
years, but he scored this Polar White King Cobra on
eBay. Besides the requisite T-tops, this King Cobra
is fully loaded, with just as many options cost-wise
as the base price of the whole car! William went
through the car, fixing rust and other body issues
before fresh paint and graphics, while the interior
just needed a deep cleaning. An engine rebuild to
stock specs (except for an Edelbrock intake and
four-barrel for better drivability) finished the
project. “I call it my little ‘conversation piece,’ as it
sparks a conversation while I’m at a stoplight, at the
gas pump, or a restaurant parking lot,” says William.
Call Toll Free:
888-789-7297
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HINDSIGHT TE XT BY Rich MacDonald • P HOTO G RA PH Y CO U R TES Y O F Dave Friedman
Shelby at Sebring, 1964
T
his historic Daytona is the first of for 30 years before it was discovered in a California
only six built, and the only one built storage facility in 2000 (after the owner lit herself
entirely in the U.S. It is a survivor on fire, committing suicide). A legal battle ensued
and lives comfortably in the world- and CSX2287 went up for sale. Fred Simeone was
renowned Simeone Foundation the high bidder at $4 million. Fred wisely chose
Automotive Museum in Penn- to leave the car “unrestored,” so CSX2287 retains
sylvania. Number 2287 also set 23 world speed its patina and colorful history, and no doubt my
records at the Bonneville Salt Flats in 1965, and father’s and everyone else’s DNA still resonating
then soon after it was hidden away and untouched inside. Estimated value today is $25 million!
Q From right to left: Rich; his sister, Vicki; Fred Simeone; and Rich’s mother, Sherry.
J U LY 2 0 1 9 73

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