Mustang Magazine | Issue 20

’ 6 7 - ’ 6 8 I N - D A S H TA C H C O N V E R S I O N ISSUE 20 $595

FASTBACK

FEVER

Burning the Blacktop in Bittle’s Bullitt

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ISSUE 20 MUSTANG MAGAZINE

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ISSUE 20 MUSTANG MAGAZINE

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ISSUE 20 TABLE OF CONTENTS

22

24

54

FEVER

8 EDITORIAL

22 THE MARTI REPORT

10 YOU GOTTA SEE THIS #1

24 EVENTS

12 YOU GOTTA SEE THIS #2

30 MUSTANG NATION

16 MUSTANG NEWS

34 NEW PARTS FOR CLASSICS

18 AUCTION RESULTS

84 FIX MY MUSTANG

tt op in Bittle’s Bulli Burning the Blackt

ON THE COVER It’s a look that stands the test of time and even spans generations. Though the movie was released in 1968, its star Mustang spoke to a young Stewart Bittle all these years later. His ’67 Bullitt-inspired fastback is as tough looking as they come.

Photography by Drew Phillips

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$ 95 ISSUE 20 5

FASTBACK

DEPARTMENTS

20 ONLINE FINDS

RSION H TA C H C O N V E ’ 6 7- ’ 6 8 I N - DA S

COVER STORY 44

BACK-TO-SCHOOL SPECIAL

Like his dad, Stewart Bittle heads to college in vintage Mustang style

52

EGEND SERIES #20 L 1967 “Bullitt” Mustang Fastback

54 FEATURES 24 M USTANGS AT THE MICKYARD

MCA’s Grand National does Disney 36 A DAY IN PARADISE

Cruisin’ coastal Florida in the ultimate mega-Mustang — a ’69 428SCJ Mach 1 54 FIRST AND LAST BOSS

Andrew Hack’s extraordinary ’71 SportsRoof is the last Boss 302 and the first Boss 351 72 V INYL AND RUBBER PROTECTANT SHOOTOUT

64

Top spray formulas put to the test 96 L AST PAGE CULTURE

The first Mustang club

RESTORATION & MODIFICATION 64 IN-DASH TACH TRICK

A slick, new conversion for ’67-’68 Mustangs 78 D IAGNOSTIC DETECTIVES

The case of the dead cylinder

ISSUE 20 MUSTANG MAGAZINE

7

E DITORIAL

20 AND COUNTING

R

emember us — Mustang Magazine?

It’s been a while. Good to see you.

We’ve been on a publishing slowdown since fall 2012. Bummer. Just when we were getting in the groove, the economy dealt us a blow. We had issues produced and ready to go, but couldn’t get them printed and mailed.

We used the downtime to launch a local magazine that’s doing well, and it has been a big help in giving the company the push we needed to get our Mustang magazines — this one and FOX Mustang — rolling again.

Unlike customary business reorganizations, we didn’t gut the product. We could have scrambled to throw together some skeletal, radically reduced magazine. But that’s not the magazine you signed up for or the magazine we want to produce. So rather than rush out some piece of junk that no one would like, we bit the bullet and waited to publish until we could do it right. We received some hostile comments from a few, and that’s understandable, but mostly we’ve received well wishes and support.

As you can see by the magazine you’ve got in your hands, we didn’t cut any pages, not even one. Mustang Magazine is still one hundred pages, just like always. It’s still the same premium paper, thicker and glossier than you find in most car magazines. We didn’t cut features or columns either. The center-spread poster is still there, too. No reductions in quality or content.

In fact, if you compare this issue to previous issues of Mustang Magazine, you’ll notice it’s larger — a tiny bit top to bottom, and a good half-inch wider on each page.

Being a math genius, I’ve calculated it works out to be one extra full inch on every two-page spread. So your center poster is bigger, as are your Mustang feature cars.

There’s room for bigger pictures and more

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by Tom Shaw

information on restoration articles. There’s more space to do better layouts.

Expand? In this economy? What were we thinking? Well, we’re thinking that we like quality, and we think that you do too, and through the hard-butt, desk-slamming,

subjects — everything from tools to pizza. To outsiders, it seems easy. Grab a few pictures, write a few words, toss them on a page, and you’ve got a magazine. There are a lot of good reasons not to publish a magazine. The rewards are elusive and the pitfalls many.

WHATEVER SERVICE OR PRODUCT YOU MAKE, MAKE IT THE BEST YOU CAN, AND A LOT OF PROBLEMS AND SITUATIONS WILL TAKE CARE OF THEMSELVES. won’t-take-no-for-an-answer negotiating of certain members of our publishing team, we’ve arranged to print the new, larger magazine with no price increase for you the reader.

We’re also changing the frequency.

Mustang Magazine will be bimonthly, arriving every other month. It will alternate with our other title, FOX Mustang Magazine.

We’ll produce one magazine each month — one month it’ll be Mustang Magazine for classics, the next it’ll be FOX, mailed to those subscribers.

Thank you to all who took a chance on a new magazine back in 2009. Thank you to all who hung in there with us when their next issue was overdue. Thank you to all who swung by our tent at shows with some words of encouragement.

We’re approached from time to time to do magazines about different

Like my dad says about farming — it’s a good way to make a small fortune, if you start out with a large one.

So that’s the news from the swanky Mustang Magazine executive offices high up on the first floor of the old, converted Studebaker garage that we work out of in Lakeland, Florida. We’re resuming regular publication. We’ll just concentrate on making the next issue better than the one before. It’s a basic rule. Whatever service or product you make, make it the best you can, and a lot of problems and situations will take care of themselves.

Next stop: Issue No. 21.

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65-66 ..................... 17543-1B $24.95 67 Shelby, late one piece stamped style, pair ..... 5255-8B $324.95 67-68 ..................... 17543-2B $26.95 69-70 ..................... 17543-3B $21.50 68 Shelby, pipe in pipe style, pair ..................... 5255-9A $374.95 71-73 ..................... 17543-4B $22.50

TIE ROD, 1965-66 260, 289

New reproductions feature correct forgings that utilize a correct style boot with metal ring and a smooth lower cover without a zerk fitting as required for concours judging.

Outer, M/S, 2 reqd ... 3A130-4C $118.95 Inner, M/S, 2 reqd .... 3A131-2C $142.95 Outer LH, P/S .......... 3A130-3C $124.95 Outer RH, P/S.......... 3A130-4C $118.95 Inner, LH, P/S .......... 3A131-1C $142.95 Inner RH, P/S .......... 3A131-2C $142.95

Modern gauges mounted to a custom backing plate. “Units are sold without the dash bezel allowing the customer to add the bezel that matches the rest of their interior.”

Black face/white numerals, 140 speedo W/o tach ................... 10848-8BA $560.95 w/8,000 rpm tach ...... 10848-8BB $710.95 White face/black numerals, 160 speedo W/o tach ................... 10848-8CA $560.95 W/10,000 rpm tach ... 10848-8CB $710.95 Black face/green numerals, 140 speedo W/o tach ................... 10848-8DA $560.95 W/8,000 rpm tach ..... 10848-8DB $710.95

Laser Cut! Perfect Woodgrain Detail!

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.95 34 Enough for two cars!

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Nearly concours correct. This unit is exact in every way to the original except that it is missing the correct Ford logo.

68-73 200, 250, 289, 302, 351, 390, 428............... 12A091-8A $54.95

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SHAKER CUT OUT HOODS

Expanding on our line of hoods with precisely located laser cut shaker holes.

These hoods are now available with the hood pin holes found on 69 Mach 1’s 69 Mach 1, OE tool......... 16612-4E $544.95 repro ............ 16612-4F $429.95

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Complete kit $

RUST PREVENTION MAGIC

A brush on metal preservative that goes on smoothly and dries to a nearly invisible sheen, no oily look or feel but it protects metal from rusting like nothing we have seen, jar contains enough material for 2 cars 8 oz. jar .................... 909-11A 34.95

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EXTENSION SILICONE RADIATOR HOSE SET Local - 352-861-8700 REE COLOR CATALOG HARNESS, T-5 BACK UP LIGHT Custom made black silicone hoses with We had these harnesses custom made for nylon reinforcements have a higher burst 65-73 Mustang resistance and are longer lasting than stan- CALIFORNIA - Ventura, those with T-5 conversions. These bridge 79-93 Mustang dard rubber hoses. Plus they add a clean the gap from the back up light lead wire Local - 805-654-0468 polished look to your engine compartment. on the shift tunnel to the terminals on the 48-79 F-Series Truck Set includes upper and lower radiator transmission case. Each harness is made 80-96 F-Series Truck hoses plus a water pump bypass hose. with the correct connectors on both ends.

65-66 ..................... 15525-5A $21.95 65-69 260, 289, 302 with a Passenger 66-96 Bronco side water pump inlet 67-73 ..................... 15525-5B $36.95 Scan Here 55-57 Thunderbird .................... 8260-2SA $58.95 to Visit Visit Us Online and See Our NEW Improvements CALL 24 HOURS

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ISSUE 20 MUSTANG MAGAZINE

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YOU GOTTA SEE THIS

BOSS APPRECIATION DAY Todd Hollar found it. Vernon Smith bought it. Billups Classic Cars restored it. You are looking at the nicest ’69 Boss 429 on the planet, according to the SAAC (Shelby American Automobile Club) and MCA judges.

Vernon Smith of Swift Current, Newfoundland, wanted a black Boss 429, just like it rolled off the Kar Kraft assembly line in Brighton, Michigan, back in 1969. This car was in good shape when he bought it — no rust. The car’s “all-original or N.O.S parts” restoration began immediately after its purchase in late November 2011 and was completed in early June 2012. The Billups team worked right up to the last minute, finishing the Black Boss at midnight, then loading it into their enclosed trailer the next morning at 5 a.m. for the trip to the 2012 SAAC Nationals in Watkins Glen, New York. At the event’s conclusion, Vernon was on cloud (42)9, taking home what he came for, the Division 1 Premier Concours trophy.

Photography by Jim Kreuz

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ISSUE 20 MUSTANG MAGAZINE

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YOU GOTTA SEE THIS

RUNNING HORSE Frank Dobias’ and Jan Nelson’s car is an important piece of Mustang racing history as an original member (#6) of an elite group of cars converted to FIA Group 2 configuration

by Shelby American. Driven here by Nelson, it’s entering the Carousel at West Virginia’s Summit Point Motorsports Park during the Jefferson 500. Now restored to its 1967 Daytona configuration, the Mustang wears the livery of the Ring Free Oil team.

Dobias and Nelson deserve our thanks for still racing the car, especially in light of the $400,000 paid for its sister car recently at a Mecum Auction.

Photography by M.M. “Mike” Matune Jr.

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ISSUE 20 MUSTANG MAGAZINE

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DALLAS MUSTANG.COM

MUSTANG PARTS AND ACCESSORIES

1964-2012

PUBLISHER CURT PATTERSON curt@pattersonpublishing.com EDITOR TOM SHAW tom@themustangmagazine.com MANAGING EDITOR BRANDON PATTERSON brandon@pattersonpublishing.com COPY EDITOR LAURA BURKE ART DIRECTOR PHILIP PIETRI

CELEBRATING

GRAPHIC DESIGNER DANIEL BARCELO CIRCULATION DIRECTOR JASON JACOBS jason@pattersonpublishing.com MUSTANG NATION / EVENTS DIRECTOR JASON JACOBS jason@pattersonpublishing.com

CLASSIC PARTS FOXBODY RESTORATION PARTS PERFORMANCE PARTS FULLY STOCKED WAREHOUSE KNOWLEDGEABLE SALES STAFF CUSTOM TUNING SHOP SERVICES

HAVE A QUESTION?

WE CAN HELP NOW! CALL TOLL-FREE

ORDER ONLINE 24/7

WEB MARKETING BRANDON PATTERSON brandon@pattersonpublishing.com ADVERTISING SALES TEAM CURT PATTERSON JASON JACOBS BRANDON PATTERSON OFFICE MANAGER DEB PATTERSON ADMINISTRATIVE ASSISTANT CHRISTINE WILSON COLUMNISTS KEVIN MARTI JEFF YERGOVICH CONTRIBUTORS ANDREW HACK JIM KREUZ DREW PHILLIPS DAN SANCHEZ PUBLISHED BY PATTERSON PUBLISHING CURT PATTERSON JASON JACOBS BRANDON PATTERSON STEVE BROWN Mustang Magazine is published bimonthly by Patterson Publishing, P.O. Box 41, Lakeland, FL 33802. Subscription Rates (bimonthly frequency): U.S. 6 issues; $20. Canada add $15 per year for postage.

All other countries add $25 per year for postage. U.S. Funds only.

Allow 4-6 weeks for new subscriptions.

Send address change to Mustang Magazine, Customer Service, P.O. Box 41, Lakeland, Florida 33802. Customer Service (877) 279-3010.

“Trust in the Lord with all your heart, and lean not on your own understanding. In all your ways acknowledge Him, and He will direct your paths.”

-Proverbs 3:5-6

ISSUE 20 MUSTANG MAGAZINE

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N EWS CLASSIC RECREATIONS’ COYOTE-POWERED ’67 SHELBY G.T.500CR 545C Classic Recreations, a Yukon, Oklahoma–based builder of mechanically modern Shelby continuation cars with powerful vintage visuals, is unwrapping its latest, the G.T.500CR 545C (the last block of numbers and letters, 545C, is the key to the different models).

With enough power to spin up a twister-sized legend, the new fastback features trick suspension, 17x9.5-inch rear wheels, power rack-and-pinion steering, and a Ford Racing Coyote 5.0 crate engine, rated at 490 hp and 429 ft-lb of torque at 4,250 rpm. Dyno tests show that over 400 of it reaches the rear wheels. Not enough?

Well there’s always the 900S model, which kicks up the power to 780 hp thanks to a ProCharger supercharged and intercooled engine.

“If you like the graceful drivability of a modern G.T.500 but prefer the classic Mustang styling, this is the car for you,” says Classic Recreations owner, Jason Engel. “Classic Recreations combines modern technology with classic styling to create a best-of-both worlds experience.

They’re not for the faint of heart, nor the faint of wallet. The 545C starts at $149,000 and the 900S starts at $199,000. For that coin, you get essentially a new vintage Mustang outfitted with all the top hardware available from Ford, and from the aftermarket, carefully assembled by specialists. You don’t have to build it or work out the bugs. It’s turnkey, ready to rock.

There are other places to park large stacks of money, but this beats a garage full of comic books, don’t you think?

More info: www.classic-recreations.com

BOOKS, BOOKS, BOOKS They keep rolling in. Here’s our pick of the best few we’ve seen lately.

THE CARS OF TRANS-AM RACING, 1966-1972 Author: David Tom Pages: 192 Price: $39.95 + $6.95 shipping Publisher: CarTech Website: www.cartechbooks.com Phone: (800) 551-4754 As the title suggests, The Cars of Trans-Am Racing is heavy on the cars. David Tom, founder and registrar of the Historic Trans-Am Registry, also restores historic race cars and is uniquely positioned to write on this topic.

Trans-Am, SCCA’s hugely popular road racing series, never seems to grow old. Mirroring the rise of the factory performance car, the races’ leaders and champions changed often, keeping it fiercely competitive. The hardback book tells the story of these incomparable racers with over 500 photos and plenty of meaty sidebars from key people. There’s lots of good reading here.

FORD 351 CLEVELAND ENGINES Author: George Reid Pages: 144 Price: $24.95 + $6.95 shipping Publisher: CarTech Website: www.cartechbooks.com Phone: (800) 551-4754 Ford’s middleweight 351 was a big step forward when introduced mid-year 1970, featuring canted valves, individually mounted rockers, and huge ports.

Performance development peaked with the Boss 351 of 1971, after which, compression fell as did power. The Cleveland became a 400 modified, low on power but very big on fuel consumption.

Engine builder and author George Reid walks you through the many choices for aftermarket parts, and shows the tricks of machining and assembly to put the Cleveland or its longer-stroke modified cousins into the sweet spot of power.

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MUSTANG’S FIFTIETH MUSTANG: FIFTY YEARS — THE BOOK

Author: Pages: Price: Publisher: Website: Phone:

Donald Farr 256 $50 + $6.95 shipping Quayside/Motorbooks www.motorbooks.com (800) 458-0454

Released ahead of the Mustang’s big 50th anniversary bash is Mustang: Fifty Years by Mustang authority Donald Farr. Covering five decades of production and millions of cars is a daunting task, but Mustang: Fifty Years is a cut above your average car book. It’s branded by both Motorbooks and its parent company Quayside Publishing Group. The hardcover book is taller and wider than your run-of-the-mill softbound, and it’s much deeper, with 256 pages, 200 color pics, and 200 more black-and-white. Of its 10 chapters, the first six cover the various generations — early, performance models, Mustang II, Fox, SN95, and 2005-present, and the other chapters cover racing, prototypes, pop culture, and the Mustang’s enduring brotherhood.

A genuine lifelong Mustang enthusiast whose career has kept him at the forefront of Mustang publishing, Donald Farr is a highly qualified author with extensive experience with Mustangs of all years. There’s a lot of ground to cover here, and Mustang: Fifty Years admirably pulls the

pieces together into one well-produced, fun-tobrowse book. From the frontispiece forward, it’s clear that this is an exceptional effort, a welcome departure from the long stream of mediocre Mustang titles. Licensed by Ford and produced with its cooperation, Edsel B. Ford II writes the foreward, and input from Ford insiders add behind-the-scenes dimension. Mustang: Fifty Years rises to its task, pulling pics and info from Ford and the archives of the magazines that Farr has been associated with over the years.

If we had a gripe, it would be that the book makes heavy use of recognizable press photography well-known to enthusiasts, and it would have been nice to see a few more pages devoted to lesser-known aspects of Mustang history like folklore and legends, aftermarket stuff, rare models and options, or maybe collections and collectibles.

But for Mustangers, Mustang: Fifty Years is $50 well spent, and like that vintage GT or fastback, buy it now or live to regret it forevermore.

MUSTANG: FIFTY YEARS — THE EVENT Ford Motor Company and the Mustang Club of America have teamed up to make sure the five-day Mustang 50th anniversary celebration this April 16 – 20, 2014, is shaping up to be a blockbuster.

Twin locations will simultaneously host the Mustang 50th anniversary events, one west at Las Vegas Motor Speedway and one east at Charlotte Motor Speedway. Pony drives will caravan to each, and the events will be open to all. All years of Mustangs and Mustang enthusiasts are welcome, and special displays of models throughout the car’s unbroken 50 years of production will be on hand.

“One of the highlights at both venues will be a display featuring cars released in April 1964 to the latest models out of Flat Rock Assembly Plant,” says Ron Bramlett, Mustang Club of America executive director of the Mustang 50th Birthday Celebration.

Here’s the tentative schedule: Wednesday, April 16 – The first official day of the Mustang 50th Birthday Celebration will feature vendors and exhibits as pony drives and members arrive.

Thursday, April 17 – With April 17, 1964, acknowledged as the official birthday of Ford Mustang, Mustang Club of America will conduct

opening ceremonies followed by a host of activities.

Fans will enjoy a birthday celebration complete with cake and everyone singing “Happy Birthday.”

Track time, Ford ride-and-drives, hot laps, and other interactive activities are planned. Car displays, vendors and special exhibits will all be there to celebrate Mustang’s 50th.

Friday, April 18 – The event will be in full swing with track events such as road racing, drag racing, and other interactive driving events. Car displays, vendors, and special exhibits will be on hand. MCA will have a themed dinner with live entertainment Saturday, April 19 – Festivities will follow the same pattern as Friday. The evening will feature the Saturday night banquet, with guest speakers and entertainment Sunday, April 20 – Easter sunrise services will be offered at both tracks. There will be parade laps around both speedways, and other memorable activities and photo opportunities will fill the day.

MCA will have closing ceremonies in the afternoon.

Details are being finalized, and info is being continuously updated on a special website, www.mustang50thbirthdaycelebration.com and at the MCA website, www.mustang.org.

ISSUE 20 MUSTANG MAGAZINE

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AUCTION RESULTS

GOING ONCE, GOING TWICE… LOT

YEAR

MODEL

ENGINE/TRANS (CODE)

COLOR

HIGH BID

SALE

3182

1965

Convertible

289 / auto

T9

1965

Convertible

289 / auto (A)

65

1965

Coupe

3217

1965

FROM

Silver Blue

22,000

Yes

Auctions America

red

20,000

Yes

Mecum Auctions

289 / 4-speed (R)

Ivy Green

14,300

Yes

Barrett-Jackson

Coupe

289 / 4-speed (A)

Wimbledon White

12,500

Yes

Auctions America

355

1965

Fastback

302 / auto

white

27,500

Yes

Auctions America

T153.1

1966

Coupe

289 / auto (C)

gold

17,000

Yes

Mecum Auctions

5157

1966

Coupe

289 / auto

blue

11,000

Yes

Russo and Steele

619

1966

Coupe

347 / auto

blue

15,400

Yes

Barrett-Jackson

5079

1966

GT350

302 / manual

blue

84,700

Yes

Russo and Steele

250

1966

GT350H

295 / 4-speed

red

104,500

Yes

RM Auctions

4257

1967

Coupe

302 / auto

black

26,950

Yes

Russo and Steele

S698

1967

GT500

427 / 5-speed

black

130,000

Yes

Russo and Steele

678

1968

Convertible

428 / auto

green

46,200

Yes

Barrett-Jackson

368

1968

Coupe

4.6L / 4-speed

red

17,600

Yes

Barrett-Jackson

135

1968

GT500E

408 / 5-speed

Wimbledon White

220,00

Yes

RM Auctions

4221

1969

Fastback

428 / 4-speed (Q)

Candyapple Red

55,000

Yes

Russo and Steele

S148.1

1969

Mach 1

390 / auto

green

46,500

Yes

Mecum Auctions

F50

1970

Convertible

302 / auto

red

22,500

Yes

Mecum Auctions

4218

1970

Fastback

302 / auto

gray

23,100

Yes

Russo and Steele

157

1970

GT350

351-4V / auto

Grabber Yellow

189,750

Yes

RM Auctions

F291

1970

Mach 1

351 / 4-speed

Calypso Coral

24,000

Yes

Mecum Auctions

3093

1970

Boss 302

302 / 4-speed (H)

Medium Bright Blue

48,950

Yes

Auctions America

5187

1970

Boss 302

302 / manual

Calypso Coral

93,500

Yes

Russo and Steele

T198

1973

Mach 1

351-4V / auto

yellow

8,000

Yes

Mecum Auctions

’69 FASTBACK - SOLD – $88,000

This ’69 fastback is powered by a factory 428 Super Cobra Jet (R-code VIN) with four-speed trans, LeMans rods, steel crank, close-chamber SCJ heads, high-lift cam, performance carburetor, and factory smog system. It also has a factory Shaker hood, Super Drag Pack, Detroit Locker rearend, and a 4.30 gear. Documentation includes an Elite Mart Report and a copy of the window sticker.

Barrett-Jackson – Reno 2013 – Lot 700

’66 CONVERTIBLE - SOLD – $52,000

Here is a matching-numbers factory GT convertible with a K-code 289 small-block V-8, four-speed transmission, and 9-inch rearend. Optioned with dual Redline tires on Styled Steel wheels, front disc brakes, and special handling package. The interior has Comfortweave bucket seats, full console, push-button radio, and Rally Pack with clock and tach.

Mecum Auctions – Chicago 2013 – Lot S155

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MUSTANGMAGAZINEONLINE.COM

’69 FASTBACK - SOLD – $30,800 Powered by a 351 Windsor V-8 automatic transmission, this ’69 fastback has an automatic trans, high-rise manifold, and four-barrel carburetor. Options include a Rim-Blow steering wheel, factory air, AM radio/8-track stereo, sport deck, and tilt steering wheel. The exhaust was modified to include headers and bigger exhaust pipes. The interior was restored to original factory specs.

Russo and Steele – Newport Beach 2013 – Lot 4017

’67 COUPE SOLD – $17,600

’70 BOSS 302 SOLD – $69,300

’73 MACH 1 SOLD – $25,300

This restomod ’67 coupe has a 351 V-8 mated to a T5 five-speed manual transmission, a 9-inch rearend rebuilt from a ‘69 Mach 1, and 4:10 gears, as well as a dual-chamber exhaust system, H-pipe with 2.5-inch chrome tips, power disc brakes, traction bars, chrome fivespoke wheels, and an all-new ’67 interior.

This restored Grabber Orange ’70 Boss 302 has its original engine and was ordered with a 3.50 ratio with tractionlock differential, wide-ratio four-speed transmission, power steering, AM radio, and heavy-duty battery. Documented by its original buildsheet and a Deluxe Marti report.

This ’73 Mach 1 runs with a 302 V-8 engine and automatic transmission.

Features include a ram air hood; chrome Magnum 500 wheels; Goodyear Polyglas GT white-letter tires; color-keyed sport mirrors; front and rear spoilers; Mach 1 stripe package; blue top boot; AM radio; and power top, steering, and brakes.

Auctions America Auburn Fall 2013 – Lot 4048

Auctions America Auburn Fall 2013 – Lot 5216

Auctions America Auburn Fall 2013 – Lot 4092

SOURCES

AUCTIONS AMERICA BARRETT-JACKSON GOODING & CO. MECUM AUCTIONS RM AUCTIONS RUSSO AND STEELE SILVER AUCTIONS

(260) 927-9797 (480) 663-6255 (310) 899-1960 (815) 568-8888 (519) 352-4575 (602) 252-2697 (800) 255-4485

WWW.AUCTIONSAMERICA.COM WWW.BARRETT-JACKSON.COM WWW.GOODINGCO.COM WWW.MECUM.COM WWW.RMAUCTIONS.COM WWW.RUSSOANDSTEELE.COM WWW.SILVERAUCTIONS.COM ISSUE 20 MUSTANG MAGAZINE

19

O NLINE FINDS

DEALS FROM THE WEB ’67 CONVERTIBLE FOR SALE – ASKING $17,500

This ’67 convertible has a reconditioned 289 2V (C-code) engine with automatic transmission and power steering. New items include Styled Steel wheels, tires, and reproduction digital stereo with hidden USB drive in ashtray. The seller has original paperwork and says the car has been garaged and covered for the last twenty years. Asking $17,500 on www.mustangclassifieds.com/mustang-6934.html.

’69 COUPE

FOR SALE – ASKING $12,000

Powered by a bored-and-stroked 5.0-liter V-8 engine with automatic trans, this ’69 coupe has a ton of new items, including aluminum heads, camshaft, race headers, dual exhaust, traction bars, aftermarket gauges, and cd player. For sale on http://gainesville.craigslist.org/cto/4142756026.html.

’73 CONVERTIBLE FOR SALE – $17,000

This ’73 convertible is listed as being a one-owner, allmatching-numbers car with a 351 Cleveland V-8 engine and automatic trans. Recently painted and striped, it has a new Mach 1 hood, rear spoiler, carpet, steering wheel, seat covers, and AM/FM/MP3 radio. It’s a recent show winner, taking First in Class Muscle Car Division. Offered at auction on eBay as item number 221316464004, or Buy It Now for $17,000.

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Prices Prices are subject Prices are subject Prices toarechange subject Prices are to change subject without are to Prices change subject without toare notice. change subject without to notice. change without tonotice. change without notice. without notice. notice.

ADVANCED MUSTANGOLOGY

THE MARTI REPORT

by Kevin Marti

FASTINATING

W

hen we think “fastback,” we think “Mustang” — Boss 302, Shelby GT350, Boss 429, Mach 1, Shelby GT500KR. So many models, especially performance-minded ones, have been produced with this body style. But the Mustang was not the first car to be designed as a fastback. No, the fastback was not a style from the ’60s. It didn’t originate in the ’50s either. There were perhaps twenty automobiles built before the Mustang that could be defined as fastbacks. Arguably, the Stout Scarab from 1931 was the first.

However, one of the most recognizable fastbacks to grace the road has to be the Mustang. The car changed a lot about driving when it debuted on April 17, 1964. Cars were mostly bought for utilitarian reasons before then. Sure, there were Corvettes, Jaguars, and Thunderbirds for those who didn’t need a back seat. Still, most people were buying cars that could haul the family around.

Lee Iacocca recognized that the post-war populace needed utility but had more time and money to think about having fun. This great insight set the stage for the amazing success of the Mustang.

The idea of three models for the Mustang took place early in the prototyping stage.

However, when the Mustang debuted in April, only the hardtop and convertible models were available. The fastback was saved for the introduction of the ’65 model year. Keep in mind, the Mustang debuted 22

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five months before the model year normally began. The decision to delay the fastback had the added benefit of more publicity for the Mustang when the official ’65 model year release took place on September 25, 1964.

This special Mustang body style was known by several names throughout the years. It was called “fastback” when introduced, but was also marketed as “2+2,” a nod to the idea that it would hold two people in the front seats and two in the back.

In 1969, the 2+2 name was dropped. In its place, Ford created the term “SportsRoof ” that would be used through the ’73 model year. The ’71 model had a roof with only a 14-degree downslope to it. This led to the unofficial term “Flatroof ” for this style.

As large as the Mustang had become, an average-height man sitting in the back seat could feel his hair grazing the headliner.

With the advent of the Mustang II in 1974, the 2+2 term would return, replacing SportsRoof. Later terms included “threedoor” and “hatchback.”

In keeping with the 2+2 theme in the early years, the bench seat available on the hardtop Mustang was not made available on the 2+2 fastback. This precluded the idea of sitting three passengers in the front seat, invalidating the concept of 2+2. The idea of 2+2 was so integral to the fastback Mustang in the early years that the first line on the window sticker of Mustangs so ordered was “MUSTANG 2PLUS2 FASTBACK.” From its introduction in 1965 through the ’68

model year, all marketing material would tout this idea.

Interestingly, the ’68 fastback was available with a bench seat. There were 1,334 fastbacks produced with the bench seat. Good luck to the person sitting in the middle with the driver grabbing the shifter.

The image is too painful to imagine! Oh, one more thing — there was one ’67 Mustang fastback produced with a bench seat. Be on the lookout for a late-production Acapulco Blue one. Now that is rare!

Speaking of rare, the ’67 fastbacks had three paint colors that were not available for them: Diamond Green, Diamond Blue, and Dusk Rose. The main reason for this was that the upper quarter-panel vents had to be painted in the “Small Parts” paint area of the assembly line. Ford management was already upset at the vast number of parts that had to be painted separate from the main body, like the headlight rings and the quarter-panel twin simulated scoops (which led to the removal of both from the ’68 model year). The rarity is that one ’67 fastback was painted Diamond Green and one was painted Diamond Blue. Have you seen them?

When the fastback debuted, the rear seat folded down to provide a large cargo floor. This feature continued with the ’66 model year but became a $64.77 option beginning with the ’67 Mustang. Half of the buyers selected the option that year and the next. When the ’69 models were

Fastbacks as a Percentage of Total Production YEAR

% OF PRODUCTION

SPORT DECK %

1965

11.3

100.0

1966

5.9

100.0

1967

15.0

50.1

1968

13.4

49.2

1969

44.7

27.8

1970

45.7

19.1

1971

40.4

19.4

1972

34.6

19.9

1973

34.3

26.2

introduced, this feature dropped to an installation rate of about one fourth.

Salespeople at dealerships were encouraged to market the unique qualities of the fastback. One of them was termed “flow-through ventilation” regarding the air vents contained in the roof rear quarter-panels. This functionality remained through the ’68 model year. Shelby replaced the air vents with regular windows for the GT350 for the first two years. Because of the large backlight inherent to this body style, tinted glass was always employed to help cut down on interior temperature, even if tinted side glass was not ordered.

The swept-back look and increased aerodynamics of the fastback model made it the de facto standard for performance versions of the Mustang; and the name just sounded, well, fast!

When Carroll Shelby decided to use the Mustang as his platform for a performance car, he chose the fastback body style. The Mach 1 debuted with the ’69 SportsRoof model and was available

exclusively in this body style. When the Mach 1 was released, its popularity pushed fastback sales up so much they almost eclipsed the hardtop model. Boss models have always been exclusively fastbacks.

When Larry Shinoda decided to develop the Boss 302 concept, he started with a 428 Cobra Jet Mach 1. But Larry believed scoops should scoop, so he had filler panels made for the nonfunctional scoops in the rear quarter-panels of his car. These can be seen on some early prototyping photos. This cleaner look made production when the Boss 302 was introduced. Its success resulted in the deletion of the quarter-scoops on all ’70 Mustang SportsRoofs.

Highly desirable today to the collector, the Mustang fastback generated just as much excitement when it stomped its way onto the road in the ’60s. Somehow the breed just wouldn’t seem the same without the fastback in the corral. These cars turned heads, or to paraphrase Star Trek’s Mr. Spock, “Fastinating!”

Marti Auto Works produces The Marti Report and is licensed by Ford Motor Company with all of their ’67-later production records. This information is available as various reports. Marti Auto Works also has original invoices for millions of Shelbys and Mustangs. Visit www.martiauto.com or call (623) 935-2558 for more info.

Email Kevin at kevin@martiauto.com. Not all emails will receive a response.

ISSUE 20 MUSTANG MAGAZINE

23

SHOW COVERAGE & EVENTS

MUSTANGS AT THE MICKYARD MCA’S GRAND NATIONAL DOES DISNEY

Mustangs at the Mickyard: August 30 – September 1, 2013 Hosts: Mustang Club of America, Imperial Mustangs of Polk County, Mid-Florida Mustang Club

T

he Mustang Club of America’s Grand National event moves around, visiting different areas of the country.

Last August it rolled into the Walt Disney World Resort near Orlando. Destination was the Walt Disney World Speedway.

The Sunshine State lived up to its reputation as Florida was in the thick of its sweltering Southern summer. Those who braved the heat got some extra fun, as the $99 rooms at the host hotel included a pair of free evening theme-park tickets with a show registration.

Once on the ground, attendees saw an 24

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excellent collection of Mustangs, many vintage and many later. There was even a Mustang II for the advocates of the underdog.

As the show was underway on the infield, the Richard Petty Driving Experience was turning hot laps on the speedway, thrilling participants and adding the high-revving sound of serious speed. Friday night’s welcome barbeque and a Saturday-night dessert party (Disney has excellent chefs) with fireworks provided additional see-anddo after the show. If that wasn’t enough, there was always the lure of nearby Downtown

Disney and Kissimmee’s endless attractions.

Heat was a factor, and anything with some shade beneath it was a popular stop. Misting fans under the Petty Driving Experience’s staging area roof ran nonstop, and nearby seats saw lots of traffic.

There are a lot of very strong shows in Central Florida, particularly when it’s frigid elsewhere in the country. That might have played into the scheduling. Other than maybe adjusting the schedule to book the event after the peak heat has passed, we look forward to more events hosted at Disney’s excellent facilities.

Pick your ’70 Boss 302 style — loaded with extras or back to basics like our old friend, Nick and Luana Kirby’s ’70 Boss 302 from issue 18’s cover. Tough choice.

Judges go over a fine ’65 2+2. Fire extinguishers were required for all cars on the show field.

Always an eye-catcher, this pink pair drew attention all weekend.

The shades are slightly different. The ’67 is a little darker than the ’65 convertible.

Decked out in vintage style, Vinny Lyons’ ’68 Cobra Jet Mustang is an original-owner example of the first batch of body-in-white racers built for drag racing. Their strong win at Pomona was legendary.

In front of the R&M Performance trailer was Justin Miller’s radical ’69 SportsRoof with a wildly supercharged, intercooled, and fuelinjected big-block, all wrapped in sinister black.

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Christopher Kuster didn’t let a diving accident stop him. He illustrates classic Mustangs in the old Weird-Oh style, holding the pens and brushes with his teeth. His artwork is superb, and Christopher calls his business MotorMouth Studios (www.paintbyteeth.com).

A different take on the show field was this rare Cobra Jet coupe, a fresh restoration from North Carolina. The dog-dish hubcaps were manufactured with either a Mustang crest or Ford crest.

ISSUE 20 MUSTANG MAGAZINE

27

SHOW COVERAGE & EVENTS

EVENTS 3.8 FORT LAUDERDALE, FL

4.26-27 ROCKINGHAM, NC

MUSTANGS & MUSCLE CARS CHARITY OPEN CAR SHOW

FUN FORD WEEKEND

www.flmustangclub.com

3.15 PINELLAS PARK, FL

27TH ANNUAL MUSTANG-SHELBY-FORD SHOW

www.funfordweekend.com

4.29 MACON, GA

ANNUAL CHERRY BLOSSOM CAR SHOW www.fcmccherryblossom.webs.com

John Moody; info@suncoastmustangclub.com www.suncoastmustangclub.com

5.4 WOODLAND HILLS, CA

3.29 BAYTOWN, TX

Dave Ptashne; 818.758.1826 www.mustangownersofca.org

FUN FORD WEEKEND www.funfordweekend.com

4.4 – 4.6 PENSACOLA, FL

35TH ANNUAL GULF COAST REGIONAL MUSTANG AND ALL FORD SHOW Nick Kirby; 251.978.2012; nlkirby@gulftel.com www.gulfcoastmustangclub.org

4.11 – 4.13 MUSTANG, OK

MUSTANGS IN THE PARK

5.23 – 5.25 SPRINGFIELD, IL

MCA NATIONAL SHOW www.mustang.org

5.24 – 5.25 ALBUQUERQUE, NM

32ND ANNUAL MCA REGIONAL SHOW Frank McMullan; f.mcmullan@q.com

6.6 – 6.8 CARLISLE, PA

8.7 – 8.10

LINCOLN, NE MCA NATIONAL SHOW www.hoofbeatoflincoln.com www.mustang.org

9.6 – 9.7 BAKERSFIELD, CA

FUN FORD WEEKEND AT AUTO CLUB FAMOSO RACEWAY www.funfordweekend.com

9.13 READING, PA

FUN FORD WEEKEND AT MAPLE GROVE RACEWAY www.funfordweekend.com

9.19 – 9.20 JUPITER, FL

FUN FORD WEEKEND AT PALM BEACH INTERNATIONAL RACEWAY www.funfordweekend.com

10.10 – 10.12 SAVANNAH, GA

MCA NATIONAL SHOW

www.mustangsinhistoricsavannah.com

OFFICIAL 50TH ANNIVERSARY KICK-OFF PARTY

18TH ANNUAL FORD NATIONALS

www.mustang50thbirthdaycelebration.com

717.243.7855; www.carlisleevents.com

11.8 ENNIS, TX

4.12 WOODBURN, OR

6.11 – 6.15 TULSA, OK

FUN FORD WEEKEND AT TEXAS MOTORPLEX

MUSTANG 50TH ANNIVERSARY PARADE www.mhmf.com

4.16 – 4.20 CHARLOTTE, NC

50TH BIRTHDAY CELEBRATION

40TH ANNIVERSARY MID AMERICA FORD AND SHELBY NATIONALS David Apgar; 405.946.3382 david@midamericafordmeet.com www.midamericafordmeet.com

www.mustang50thbirthdaycelebration.com

6.12 – 6.15 STEAMBOAT SPRINGS, CO

4.16 – 4.20 LAS VEGAS, NV

26TH ANNUAL ROCKY MOUNTAIN MUSTANG ROUNDUP

50TH BIRTHDAY CELEBRATION

www.mustang50thbirthdaycelebration.com

4.19 TAMPA, FL

50TH ANNIVERSARY SHOW www.mustangcluboftampa.com

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www.rockymountainmustangroundup.org

6.28 JOLIET, IL

WINDY CITY SAAC SHELBY SHOW Larry Ballard; larryeballard@sbcglobal.net www.autobahncc.com

www.funfordweekend.com

Print Catalog Available!

Call or See our Web Site to get your

copy!

PRSRT. STD U.S. Posta ge

2012

PAID

Virginia Classic Mustang, Inc.

OWN, PLEA SE OMER NUM NOTE BER RDERING.

Musta ng Parts & Acc essories Catalog Virginia Classic Mustang Inc

www.VAMustang.com

Call: l: 540-896-26955

Chrome Air Cleaner Assembly

Super nice. Correct for 289 HiPo, Dress Up Kits and GT350-ts any V8. With correct lter.

EG-124

Blue Base with tube .............. $37.95

EG-145

Gold Base without tube ........ $37.95 Lots of other air cleaners available. See our Web Site or give us a call.

Convertible Top Motor

Correct OE design-not a universal unit. Correct plugs and rubber mounts. 5 yr. warranty.

65-66 Outside Mirror

Standard round head-like original. Complete with mounting screws and pads.

ER-198 USA Made .......$38.95 ea.

ER-1981 USA Made with Convex Glass ..$48.95 ea.

ER-710 Import ..............$21.95 ea.

ST-1647

65-73 ............ $199.95

Gas Tanks Rear Leaf Springs

Restore your ride height with new springs. Correct tapered and rounded leafs like original.

SU-42 ......................... $119.95 pair

The “real deal”. These are the best ones available. We don’t even handle the cheap ones.

It’s not worth it.

ER-258 65-68 with Drain ........... $99.95 ER-290 69 with Drain ............. $109.95 ER-565 70 with Drain ............. $109.95 ER-5651 70 without Drain ........ $122.95 ER-549 71-73 .......................... $144.95

Mustang: Fifty Years - Celebrating America’s Only True Pony Car Great new “must-have” hardcover book from long time editor of Mustang Monthly, Donald Farr.

LT-172.................... $37.50

American Racing Torq-Thrust D Wheels

Great looking wheels for any Mustang!

HB-23 15 x 7 ......$179.95 ea.

HB-58 14 x 6 ......$159.95 ea.

Chromed & polished versions ISSUE 20along MUSTANG MAGAZINE available with other wheels. 29

T RAVEL

MUSTANG 1 ALL FORD AND MUSTANG SHOW

Jenks, OK October

Wichita, KS June

11 COOL AUTUMN NIGHTS CAR SHOW

2 MID AMERICA SHELBY NATIONALS

Norman, OK October

Tulsa, OK June

3 MUSTANG AND FORD SHOW Olathe, KS June

A DIRECTORY FOR MUSTANGERS, BY MUSTANGERS Welcome to Mustang Magazine’s regional directory of the Mustang world, which includes parts vendors, restoration and mechanical shops, shows and events, great diners and restaurants, roadside attractions, races, drive-ins, and just plain old neat things.

10 ANNUAL ROUND-UP

ATTRACTIONS

ANNUAL EVENTS

NATION

Great Plains Edition

4 MUSTANG, COBRA, AND FORD-POWERED CAR SHOW AND SWAP Kansas City, KS June

5 OKLAHOMA CHISHOLM TRAIL MUSTANG SHOW Mustang, OK June

12 AGATE FOSSIL BEDS NATIONAL MONUMENT Harrison, NE (308) 668-2211

13 BEAR COUNTRY USA

Arcadia, OK (405) 396-0824

15 BLACK HILLS WILD HORSE SANCTUARY Hot Springs, SD (800) 252-6652

7 MUSTANG AND ALL-FORD SHOW

17 CHEROKEE HERITAGE CENTER

Columbus, NE AugusT

Park Hill, OK (888) 999-6007

8 MUSTANG CAR SHOW

18 CRAZY HORSE MEMORIAL

MUSTANGMAGAZINEONLINE.COM

22 GOLDEN SPIKE TOWER AND UNION PACIFIC’S BAILEY RAILROAD YARD North Platte, NE (308) 532-9920

14 BIG ROUND BARN

Alliance, NE www.carhenge.com

30

Jamestown, ND (800) 222-4766

Keystone, SD (605) 574-2523

16 CARHENGE

Sturgis, SD September

21 FRONTIER VILLAGE

23 MOUNT RUSHMORE NATIONAL MEMORIAL

Lincoln, NE July

9 STURGIS MUSTANG RALLY

Mandan, ND (701) 667-6340

Rapid City, SD (605) 343-2290

6 MUSTANG AND ALL-FORD SHOW

Omaha, NE September

20 FORT ABRAHAM LINCOLN STATE PARK

Crazy Horse, SD (605) 673-4681

19 ENCHANTED HIGHWAY Regent, ND (701) 563-6400

24 NATIONAL COWBOY AND WESTERN HERITAGE MUSEUM Oklahoma City, OK (405) 478-2250

25 OKLAHOMA CITY NATIONAL MEMORIAL Oklahoma City, OK (888) 542-4673

26 OKLAHOMA ROUTE 66 MUSEUM Clinton, OK (580) 323-7866‎

27 SADLERS INDOOR RACING Olathe, KS (913) 768-7700

FRONTIER VILLAGE Jamestown, ND

44

42

NORTH DAKOTA

20

21

41 51

19

28 WORLD’S LARGEST BALL OF TWINE

RESTAURANTS

Cawker City, KS (785) 781-4713

SOUTH DAKOTA

29 AMATO’S

9

Omaha, NE (402) 558-5010

13 23

30 BIG MAMA’S

18

53

15

Omaha, NE (402) 455-6262

12

31 BBQ SHACK Paola, KS (913) 294-5908

16

NEBRASKA

52

22

43 48 29 30 37 8 39

7

46 6

BIG ROUND BARN Arcadia, OK

28 45 4 27 3 50 31

35

KANSAS 1

32 34 38 33

49 2 10

47 26

40

25 24 14 5

OKLAHOMA

11 36

17

T RAVEL CARHENGE Alliance, NE

WORLD’S LARGEST BALL OF TWINE Cawker City, KS

32 CAFÉ ON THE ROUTE

38 EARL’S RIB PALACE

44 NODAK KLASSICS

51 NZ CUSTOMS

Baxter Springs, KS (620) 856-5646

Oklahoma City, OK (405) 843-9922

Minot, ND (701) 852-1614

Fargo, ND (701) 364-3881

33 CATTLEMEN’S STEAKHOUSE

39 JOE TESS PLACE

45 PROCHARGER

52 PETERSON BODY AND PAINT

Omaha, NE (402) 733-4638

Oklahoma City, OK (405) 236-0416

40 JOHNNIE’S GRILL

41 RANDY’S UNIVERSITY DINER

35 COZY INN HAMBURGERS

Fargo, ND (701) 280-0414

37 DIXIE QUICKS

MUSTANG PARTS

Salina, KS (785) 825-2699

Omaha, NE (402) 346-3549

32

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42 ALL CLASSIC MUSTANGS Velva, ND (701) 338-3673

43 MUSTANG PARTS STORE Omaha, NE (402) 734-2342

MUSTANG RESTORATION SHOPS

Vinita, OK (918) 256-9053

Norman, OK (405) 329-6642

46 SPEEDWAY MOTORS

El Reno, OK (405) 262-4721

34 CLANTON’S CAFÉ

36 THE DINER

Lenexa, KS (919) 338-2886

West Point, NE (402) 372-3390

Licoln, NE (800) 979-0122

53 TELSTAR MUSTANG-SHELBY-COBRA RESTORATIONS & MUSEUM

47 CLASSIC RECREATIONS

Mitchell, SD (605) 996-6550

Yukon, OK (877) 235-3266

48 MIKE’S CLASSIC CARS Blair, NE (402) 533-4667

49 MUSTANG ONE Sapulpa, OK (918) 227-0678

50 MUSTANGS & MORE Merriam, KS (913) 384-0202

ISSUE 20 MUSTANG MAGAZINE

33

N EW PARTS

750-CFM STREET DEMON CARB The new 750-cfm carburetor from Street Demon features 1-11/16-inch primary throttle valves. Calibrations have also been increased from the original 625 Street Demon. The new carb comes in three finishes: the 1903 all-aluminum tumbleburnished, the 1904 tumble-burnished with composite fuel bowl, and the 1905 all-aluminum hand-polished (shown).

Demon Fuel Systems www.demoncarbs.com (270) 901-3346

’67-’68 LED SEQUENTIAL TAILLIGHT KIT Mustang Project’s new sequential taillight kit for ’67-’68 Mustangs can switch from sequential to non-sequential operation with the flip of a button. Each kit contains 230 LEDs, more than any other kit on the market.

Mustang Project www.mustangproject.com (512) 828-6417

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MUSTANGMAGAZINEONLINE.COM

LIGHT OPTIONS If you’re looking for compact, versatile, and convenient lighting options for your car or shop, Magnalight has you covered. Shown here are just a few options available. The company also offers auto shop lights, light sticks, keychain lights, and more.

Magnalight www.magnalight.com (800) 369-6671

ISSUE 20 MUSTANG MAGAZINE

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Cruisin’ coastal Florida in the ultimate mega-Mustang — a ’69 428SCJ Mach 1 story and photography by Tom Shaw

I

f you were to dream up the perfect day, it might well look a lot like Ed Palmer’s daily routine. Living on Florida’s beautiful barrier island just south of Cocoa Beach and a stone’s throw from the Atlantic is a good start, but it gets better.

In Ed’s garage is one of the most admired Mustangs of all time — a full-tilt ’69 Mach 1, loaded with maximum motor and a grand slam of goodies. Start with the biggie, the top-of-the-line 428 Cobra Jet Ram Air with the Drag Pack option. The 428 Cobra Jet with Ram Air included a ton of upgrades like Shaker hoodscoop, dual exhaust, competition suspension, extra cooling package, 3.50:1 open axle (non-Ram Air got 3.25:1), engine dress-up, 80amp battery, and staggered shocks with a four-speed.

Ordering a 3.91 or 4.30 axle ratio on top of that got you what became known as the Drag Pack option, the meat of which was the short-block packed with upgraded crank, LeMans rods, external balancing, and an external engine oil cooler. It was the mightiest package Ford had to offer in 1969, with the possible exception of the Boss 429 which was more exotic but probably not faster as delivered.

Working back through the driveline is the close-ratio Top-Loader four-speed manual, designed for highperformance engines to keep them in the sweet spot of the powerband, and finally the legendary Ford 9-inch axle with a 4.30:1 Traction-Lok differential. Sounds good, huh?

This was state-of-the-art for Mustang muscle in 1969, and it’s all wrapped in code F5 Gulfstream Aqua, a spectacular color introduced in 1968.

ISSUE 20 MUSTANG MAGAZINE

37

For 1969, the performance-themed Mach 1 got a one of the best interiors ever — Comfortweave high-back buckets, recessed dash, and molded door panels, both with wood-grained appliqués.

This was the last year for the Autolite shifter. The ’70 models would switch to Hurst.

Additional options include power steering, power-front disc brakes, fold-down rear seat, AM/8-track stereo radio, and F70x14 RWL tires.

Were we able to go back in time and order a new ’69 Mach 1 today, we’ve got a feeling there would be a lot of orders just like this one.

This optioned-out Mach 1 was ordered by Horace Newins Ford in Bayshore, Long Island, New York, in October 1969. The build was scheduled for the long-defunct Metuchen, New Jersey, plant, but the actual order was shelved for almost sixty days.

“Due to a backlog of Super Cobra Jet components, it wasn’t completed until December 12, 1969,” Ed says. “The car was sold in January 1969.”

As you might expect, it saw some action in the New York area. Ed found telltale signs: a few sheetmetal mods and some old racing stickers from Islip Speedway in the glovebox. It also picked up a “race me red” repaint somewhere along the way.

Ed became owner in 2004.

“I knew the guy who owned it,” he says, “and he had it for about fourteen years. He had started a restoration but never got beyond having the engine rebuilt and some bodywork done.”

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The 428 Cobra Jet Ram Air option, from the 1969 Ford Car Facts dealer album:

ISSUE 20 MUSTANG MAGAZINE

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The Drag Pack option, from the 1969 Ford Car Facts dealer album:

There it sat, as so many do, awaiting inspiration and probably some stacks of cash. Ed pitched a joint ownership to his friend, Mike Crown, and the deal was made. A rotisserie restoration began immediately, but disassembly brought some bad news.

“It took no time to strip the car down, but the further we went, the more work we uncovered,” Ed says. “It needed new floors and some patches around the quarter-panels. Every single part, nut, and bolt needed restoration.”

The body was media blasted down to bare steel; then new metal floors and trunk panels were carefully butt-welded in and primed. As the car went back together, red primer, runs and all, was applied to recreate the factory appearance.

40

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Ed and Mike kept their standards high, shooting for MCA’s Concours Driven class. Glass was also replaced with correctly logo’d and date-coded glass. If it wasn’t repainted, it was replated. Many bare-metal chassis parts were painted to prevent rust.

The engine received extra attention. The car came with a service block dated May 1969, but it turned out to have wear issues too, so Mike went on a mission and found a correctly date-coded block. It was built with correctly date-coded components: heads, intake, distributor, water pump, and topped by a beautifully restored Holley carb done by the late, renowned Mike Ulrey. All tags and hoses were replaced, and a correct redcap battery was installed.

Scott Drake Quality Comparison Featured Product: Concours Exhaust Tips

Brand X.

Scott Drake.

Painted tubing looks great and helps prevent rust.

Unpainted raw tubing with unsightly seam degrades rear-end appearance and promotes rust.

Sloppy welds look ugly and can fail.

Clean, precise ultra-durable welds.

Low-grade stainless steel tip.

Premium-grade polished stainless steel tip.

Improperlyaligned tip and incorrect rear tubing contour create installation problems and often require alterations.

Low-quality louvered baffles are incorrect depth and use non-OE glossy paint.

Large, uneven gap between tip edge and incorrect-shape lip.

Shown: Concours Exhaust Tip Part# C5ZZ-5255-PRO

Correct tip angle and rear tubing contour ensure easy installation and a balanced, symmetrical look.

Lip is OE-look and tightly-fit into tip edge.

High-quality louvered baffles are concours-correct depth and have OE-look matte finish.

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ISSUE 20 MUSTANG MAGAZINE

41

By the time the car was done, five years had passed, but it was a dead ringer for how it rolled out of the Metuchen plant in the winter of 1968, an exception being the Magnum 500 rims and BFG radials.

The Mach 1 doesn’t see trips to the dragstrip like it used to, but it still delivers that signature Cobra Jet punch.

“The big-in, big-out four-speed Top Loader and 4.30

42

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rear gears make it a blast to drive,” Ed says. “It’s quick and fast. The extra torque in the 428 allows you to cruise in Fourth gear, seldom having to downshift. Just give her some gas and she revs right on up! There aren’t too many cars with the looks and guts that these ’69 Mach 1 Cobra Jets had.”

For Ed, it’s just another day in paradise.

ISSUE 20 MUSTANG MAGAZINE

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LIKE HIS DAD, STEWART BITTLE HEADS TO COLLEGE IN VINTAGE MUSTANG STYLE

by Dan Sanchez photography by Drew Phillips

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t’s said that history often repeats itself. For Stewart Bittle, that means heading off to college in a rebuilt ’67 Mustang fastback that once belonged to his dad’s college roommate. Stewart’s dad is J. Bittle, founder and creator of JBA Headers and JBA Speed Shop, well-known in racing and Mustang circles.

The story begins back in 1975 when J. Bittle attended Texas A&M University and became roommates with Kenny Monfort. Kenny owned the green ’67 big-block nonGT. Back then, Bittle drove around in his original ’67 GT500, which he still owns and drives. Monfort and Bittle became good friends and even played in the university’s marching band together. There were many fond memories of cruising around campus in their classic Mustangs and hitting the hangouts.

Long after both graduated, Bittle purchased Monfort’s Mustang as a long-term project for his son, Stewart. During the six years it took Stewart to bring the Mustang back to its current condition, he finished high school and was also accepted at Texas A&M. The Bittle family thought it would be a great idea to complete the Mustang so Stewart could drive it during his four years in college. With the help of his dad and many friends, the car was ready to drive out to Texas.

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Aside from the original Texas A&M decal that was put on the car’s rear window back in the late ’70s, the Mustang looks pretty much as it did. Because it originally had a dark-green exterior, Stewart decided to build the car along the popular Bullitt theme since he worked at Custom Autobody which would paint the car.

Under the hood, the 390 FE V-8 may look like a restoration, but once the engine is started, the sound says performance loud and clear. The 390 now makes 450 hp and 490 lb-ft of torque, thanks to JBA Engines in San Diego where it was balanced and blueprinted. Edelbrock aluminum cylinder heads increase the airflow, and the heads are outfitted with 2.09 intake and 1.70inch exhaust valves and Crane rocker arms, actuated from a Crane solid-lifter camshaft featuring 0.565 inch of lift and 238 degrees of duration at 0.050 lift.

A Holley 650-cfm four-barrel feeds a Ford Police Interceptor intake manifold, but the factory-blue air cleaner gives no hint as to what’s underneath. JBA Tri-Y headers with a 2.5-inch exhaust system also improve the engine’s power and move the exhaust out to the set of JBA Cobra Jet mufflers and chromed tips.

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DASH

The dash was restored and given the ’60s performance appearance with a Sun tachometer and Sun gauges.

INTERIOR

The original blue Delux interior was replaced with a black reproduction from Scott Drake. Note the headrest kit, lap belts, and four-point rollcage added for extra safety and coolness factor.

ENGINE

While the engine compartment may look somewhat original, the 390 V-8 has been modified to make 450 hp and 490 lb-ft of torque.

SHIFTER

In keeping with the Bullitt theme, the original automatic trans was replaced with a NASCAR style, four-speed Top Loader manual. It’s operated by a Hurst Competition Plus shifter.

AXLE

The Ford 9-inch rear was outfitted with 31-spline Currie axles and a limited-slip with 3.00:1 gears.

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Stewart took six years to build the car and did most of the work himself. It was originally Highland Green with a blue Delux interior.

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Keeping with the Bullitt theme, Stewart converted the transmission from an automatic to a Top Loader four-speed with a 2.32 NASCAR 1-3/8-inch spline input shaft and a McLeod bellhousing. Kerns Mustangs supplied new brake and clutch pedals, and Stewart shifts through the gears with a Hurst Competition Plus shifter. A Ford 9-inch rear with Currie 31-spline axles, a Traction-Lok limitedslip differential, and 3.00:1 ring-and-pinion gears handle the power and make the Mustang suitable for daily transportation.

The interior had more than forty-five years of wear and was completely gutted.

Stewart had AR Jay’s Upholstery in San Diego replace the original blue decor interior with a Scott Drake Deluxe Trim black upholstery kit, black carpet, and door panels. Seats were also upgraded with a Scott Drake headrest kit, adding style and safety. Seatbelts were optional in 1967, but Stewart added lap belts and a Shelby-style four-point rollbar.

The dash retains the factory instruments, but it seemed appropriate to add a Sun steering column tachometer and a three-gauge pod with Sun gauges. Usually, retro is cool, but a Pioneer DX2869 stereo/CD player and JVC amplifier were added for those long drives between San Diego and Texas A&M. The factory speakers were replaced with two JVC 6x9s in the rear and two 6.5-inch speakers on the doors that pump out modern tunes in a classic ride.

For better balance, the battery was moved to the trunk. Global West tubular front A-arms and performance coil springs lower the stance 1.5 inches and improve ride and cornering. Global West lowering leaf springs were used at the rear, with Global West performance antisway bars front and rear, and Bilstein shocks at all four corners. Stewart also improved the Mustang’s steering with a Borgeson 800111 big-block conversion kit, allowing the car to use a ’68 telescoping steering column. Goodyear 255 and 275/R17 inch tires are mounted on 17x8 and 17x9 Vintage-45 wheels — key for the Bullitt appearance. Baer front and rear disc brakes feature 14-inch slotted rotors in front and 10-inch slotted rotors at the rear.

Bringing the body back to original condition required only minor rust repair on the decklid. The rest of the metal preparation, before applying the Highland Green paint, was done by Jon Guilmet at Hot Rod Hell in San Diego. Rolling the wheelwell lips accommodates the wider rubber, and the factory headlights were upgraded to halogens for improved illumination.

While Stewart spends most of his time completing college work and building the foundation for his future, he’s fortunate to have a family that supports his efforts. But frankly, it’s cool to be able to drive around in a muscle car that has such a rich history and another opportunity to create even more great memories.

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STEWART WOULD LIKE TO THANK THE MANY FRIENDS WHO HELPED IN BUILDING THE ’67: TIM NAYLOR JOHN MOTTO JUSTIN HEMPSEY JON GUILMET DAVID TOTH CARL BERNSTEIN MIKE HILL JOHN ELDERHORST ROGER LAVINE STEVE FENN JIM THOMSON JOHN HEMPSEY SCOTT CASE AUSTIN CRAIG FOR THE MOTIVATION….

THE MONFORT FAMILY

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LEGEND SERIES #20

1967 “BULLITT” MUSTANG FASTBACK OWNER: STEWART BITTLE SAN DIEGO, CALIFORNIA photography by Drew Phillips

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Andrew Hack’s extraordinary ’71 SportsRoof is the last Boss 302 and the first Boss 351 photo: Ford Motor Company

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by Tom Shaw • photography by Andrew Hack

T

hings were humming along at Ford in the summer of 1970.

Marketing plans were in their final stages. The path of performance established by Ford President Bunkie Knudsen was continuing on with a powerful lineup of new performance cars.

The dramatically restyled Mustang arrived that fall, and plans were to continue to offer universally admired Trans-Am spin-off, the Boss 302, on the larger platform. Though the ’71 Mustang was heavier by around 150

pounds and larger in every dimension except height, a Boss 302 model was necessary to remain a competitor in SCCA’s Trans-Am series. Plans were drawn up, new graphics designed, and at least one prototype was built.

Traditionally, August is the month when catalogs and brochures for the upcoming model year are printed, and when assembly plants change over to the new models. It’s also when pilot cars are built for photography and promotion, and to check assembly procedures.

Very early on, Dearborn Assembly

began building the first trickle of ’71s.

“It was built on the Dearborn Assembly Line on August 3, 1970, a Monday and the first day of regular production for the ’71 models,” says Andrew Hack of his ’71 SportsRoof. Its super-early production is amazing, but the Mustang was hiding a secret even more amazing.

“The car was built as VIN 1F02G100053 and is the only regularproduction ’71 Boss 302 built, as confirmed by Kevin Marti’s Official Ford Database,” Andrew says. Sharp

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readers will recognize the “G” engine code as that of the Boss 302.

The next day, the Grabber Yellow Boss 302 was on its way to Las Vegas for a major car show at the Las Vegas Convention Center and some publicity photography.

It didn’t remain a Boss 302 for long.

“This ’71 Boss 302 was probably built just hours before the decision to cancel Boss 302 production,” Andrew says.

Things were changing. Ford was planning on ending its factory racing involvement. The muscle-car market was declining, and the SCCA was changing its rules, allowing engines of 350 cubic inches to compete as long as racing versions didn’t exceed five liters.

Almost immediately, the Boss 302 was kaput, replaced by a new model, the Boss 351. Six Boss 302s were assigned VINs and scheduled for assembly. Construction began on two at the Metuchen, New Jersey, plant, but assembly was halted before they could be completed.

This car, the only factory-built Boss 302, was reconfigured to become a new Boss 351 through Ford’s West Coast job shops.

The “02” was removed from the graphics, replaced by a “51.” Look closely at the

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numbers next time you see the Boss 351 publicity photos. So it was, at once, the last Boss 302 and the first Boss 351.

Paperwork and administration went through the Los Angeles Pico Rivera assembly plant, where it was assigned a new VIN, 1F05R100053, reflecting its R-code Boss 351. It stayed out West, possibly as a press car or executive ride.

In February 1971, the home office in Dearborn instructed the Los Angeles plant to have the Boss-specific markings removed, the dash VIN tab replaced, and door sticker changed to 1F02H100053, among other changes. This reflected the car’s new configuration as a 351-C 2V powered SportsRoof Mustang — not a Boss 302, Boss 351, or Mach 1, although it retained its Mach 1 trim. With those changes made, it was sent to Wilson Ford in Huntington Beach, California.

The next owner, also in California, kept it for five years then posted it on eBay in 2004. That’s where Andrew comes in.

“I wanted a fastback,” he says, “351C, fourspeed, with Traction-Lok, and this one even had the staggered-shock Competition Suspension.

Although it was not a Mach 1, it had all of the

Mach 1 markings, equipment, and interior.

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I assumed it was probably a ‘made-up car,’ but the lack of a NASA ram-air hood just didn’t make any sense. That would usually be the first item on the cloning agenda.”

Andrew had a mystery on his hands and joked that it may be a long-lost Mustang.

“I was captivated by the low 100053 sequence number. I guess I was secretly hoping that I had found the ‘urban legend’ ’71 Boss 302 that all agreed never actually existed.”

The car didn’t attract a lot of interest on eBay, and the auction ended as a no-sale.

But Andrew was intrigued. It would make a fine mate to a Boss 351 he was already working on.

“I decided to pursue the car,” he says.

“Regardless of any rarity, it was exactly what I was looking for and would be a great reference for reassembling my basket-case Boss 351 project car, which had already been disassembled when I bought it.”

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Andrew contacted the seller who told him that the exhaust, carb, and intake had been changed, but that he still had the original parts. The story got better.

“It already had all of the Mach 1 trim when he bought it, and he claimed he had not changed anything about the car’s appearance,” Andrew says. “It even had a factory tilt column. He didn’t know the car’s history but had been told that only one woman had owned it before him.”

Andrew felt the seller was legit, so he bought it sight unseen.

“When it was being loaded in San Francisco, the seller tried to call, but I wasn’t home. He left a message and raised his telephone in the air so I could hear the motor revving through the Flowmasters as the Mustang was driven up the ramps. He said, ‘Hear that, Andy? That’s your Mustang going up the ramps. It’s on its way to you.’

That was a really cool and memorable moment. I wish I had kept that message.”

ODDITIES AND TELL-TALE BOSS 302 SIGNS LEFT BEHIND

Save Your Issues

The following nonstandard and Boss 302 equipment is still on Andrew’s ’71: • original 1F02G100053 VIN on door, stickered over with a later door data tag showing 1F02H100053 • wide-ratio Top Loader four-speed manual transmission, tagged RUG AV1, same code as ’70 Boss 302s, and not available on ’71 H-code cars; the only H-code car built in 1971 according to Kevin Marti’s book, Mustang by the Numbers • Hurst shifter and linkage • 31-spline, “N” case, 3.50:1 locking rear axle, with Daytona pinion support, the strongest differential available that year and standard on Boss Mustangs. The Boss 351 released in November used a 3.91:1 ratio standard.

• The metal Differential ID tag — still present — reads WFD-F2 0GC 3L50, correct for a ’70 Boss 302.

• Competition Suspension with staggered rear shocks, including front and rear antisway bars • tachometer and full instrumentation • the original Magnum 500 “small center hole” wheels, as on ’70 Boss 302s • color-keyed dual side-view racing mirrors

• Boss 302-style blackout hood, but without hood locks or NASA ram-air scoops. Yet it has the special NASA “flat coil” hood springs.

Earlier invoices for this car do list the NASA ram-air hood which was likely removed for the “non-ram air” publicity photos in the desert.

• grille sportlamps • three holes in the right shock tower where the rev-limiter once resided • color-keyed lower front spoiler dditionally, and uniquely, all of the ’71 Mach A 1 trims were also applied when built, including: • honeycomb tail panel • flip-down gas cap • urethane color-coded front bumper (The ’71 Boss 351 came with a chrome front bumper standard equipment.)

• exhaust extensions through the rear valance • Mach 1 Sports Interior Group (black with gray inserts, upholstery) • Side lower-body decor strips (aluminum strips along top edge of lower body blackout) but factory painted black, unlike the Mach 1

Keep your Mustang Magazine protected and organized. Every issue contains information that is just as relevant now as it was in the past. Keep this valuable source of information fresh and available for reference. Slipcases are library quality. Constructed with heavy bookbinder’s board and covered in a rich flag blue leather grained material. A silver label with the Mustang Magazine logo is included for personalizing.

One - $18 Three - $45 Six - $84

Add $3.50 per slipcase for P & H. Send orders to:

TNC Enterprises Dept. MM P.O. Box 2475 Warminster, PA 18974 Enclose your name, address and payment with your order. (No P.O. boxes please) PA residents add 6% sales tax. USA orders only. You can even call 215-674-8476 to order by phone. Satisfaction Guaranteed!!

Credit Card Orders:

Visa, Master Card, American Express accepted. Send card name, number, expiration date, and signature.

To Order Online: www.tncenterprises.net/mm ISSUE 20 MUSTANG MAGAZINE

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THE ’71 BOSS 302 WAS PLANNED AS A PRODUCTION OPTION, BUT IT WAS CANCELLED AFTER THESE PHOTOS WERE TAKEN IN SUMMER 1970 AND BEFORE PRODUCTION BEGAN.

photo: Ford Motor Company

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The car arrived at Andrew’s Wisconsin home looking as described.

“I began to examine the strange trim inconsistencies,” he says. “We put the car on a lift and were amazed at the cleanliness of the undercarriage. The ID tags on the fourspeed and differential were intact and were numbers correct. In fact, everything seemed very original to this car. Even the underside of the front fenders was rust-free, and I was able to confirm the VIN stamped into the top of the shock towers. There were two small, rusty areas on the bottom of the rear quarters just behind the wheelhousings, typical rust-through from within the trunk drop areas. There was also the typical rust around the taillight assemblies.

It did not appear this Mustang had ever been disassembled. All of the sealants still looked factory applied.”

Andrew emailed Marti Auto Works and was told they had no info on the VIN, but they would keep looking. A letter to Ford came back with some basic info — VIN and options — and showed the 351 2V and four-speed though this combination was not available from Ford

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for 1971, but it made no mention of the car’s fascinating early history.

In summer 2006, Andrew got an email from Marti Auto Works. They’d been trying to call with some info they knew he’d want.

“When I spoke with Kevin Marti, he wanted to make sure that I knew what an important piece of Ford history this Mustang represented,” Andrew says. “It was indeed the only ’71 Boss 302 to be built. We discussed whether it had a Boss 302 or Boss 351 motor when it was sold by Wilson Ford. The last invoice revision showed a 351C-2V ‘H’-code motor. It was unclear as to when the Boss 302 ‘G’-code motor was removed.

Kevin Marti gave me a quick tutorial on how to learn more about the car’s history. I was taking notes. One of the last things we discussed was the existence of any physical markings that Ford might have missed. I mentioned the thicker door tag that appeared to be placed on top of another tag. He asked me to let him know what I found.

“After that exhilarating conversation with Kevin Marti, I just sat in my chair and tried to absorb what I had just been told. Then I called

everybody I knew to share the joy!”

“A few weeks later, I peeled back the top sticker and found most of the original tag underneath, clearly showing VIN 1F02G100053 — the ‘smoking gun.’ This car was definitely built as a G-code, Boss 302. The ’71 Boss 302 Mustang was a reality. At least one rolled off the Dearborn line that August day in 1970.”

Since then, Andrew has beaten the bushes, drawing on his legal background to discover the sole ’71 Boss 302’s missing history. He’s made great progress, even finding some original Boss 302 and Boss 351 markings beneath the car’s early Grabber Yellow repaint.

“It has been quite a ride these past few years,” he says. “Just owning and researching this car has been a blast. Thus far, I’ve merely preserved and maintained (and driven a little) the Boss, as I don’t really wish to change the car’s patina.

It still looks very presentable in spite of the small areas of rust and battle damage from the previous owners.”

It’s said that a car can be original only once. In this case, original carries a huge load of history.

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RESTORATION

IN-DASH TACH TRICK A slick, new conversion for ’67-’68 Mustangs

by Tom Shaw • photography by Frank Fragello

1967

I

f you weren’t one of the lucky ones to get a factory in-dash tach in your second-gen Mustang, don’t get all revved up. There’s an answer. Pennsylvania-based Tribute Automotive Products has a kit to convert any ’67-’68 non-tach gauge cluster car to a big, easy-toread, in-dash tach that looks and works just like the factory original.

Standard instrumentation on ’67 non-tach Mustangs featured a large speedometer in the left pod, and in the right one, an oil pressure gauge up top and an alternator gauge below. The ’68s had a fuel gauge up top and an alternator gauge below.

Factory tachs, when ordered, went into the large bezel to the right of the speedometer.

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For 1967, the big pod on the right had: • oil pressure (top) • alternator

(bottom) and the three smaller pods held: • fuel gauge (left) •b lank or optional clock (middle) • c oolant temperature gauge (right)

1968

That configuration was revised slightly for 1968, with the big pod on the right having: • fuel gauge (top) • alternator

(bottom) and the three smaller pods held: •o il pressure gauge (left) •b lank or optional clock (middle) • c oolant temperature gauge (right)

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To install the in-dash tach, the big pod is removed, and the existing gauges moved or replaced and rewired. It’s not hard, and replacement wiring is provided for any changes.

The result is a great-looking upgrade that not only helps you keep track of engine performance, but looks fully factory, too.

We’ll follow along as Tribute’s Frank Fragello walks us through a typical ’68 installation. The ’67 installation is a little easier, as the fuel gauge stays where it is. For ’68s, the fuel gauge moves from the big right-hand pod to the little one on the left.

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TACH FACTS

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The tachometer and trip odometer were optional on ’67-’68 Mustangs. The 289 High-Performance–equipped cars got a 0-8000 rpm gauge and others got 0-6000 rpm.

Tachs were standard on K-code 289s with four-speeds and S-code 390s with fourspeeds. The price was $54.45 in 1967 and 1968.

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With the instrument cluster removed, the conversion begins by removing the Phillips screws around the perimeter of the instrument-cluster housing.

These screws hold the plastic bezel on. Set them (and all of the other small, easily lost takeoff parts and hardware) aside in a sealable container such as a sandwich bag or Tupperware dish with a lid.

With all of the screws removed, pull the bezel away from the housing.

Remove the four wiring ends from the four terminals at the back of the large, right-side pod. It’s old wiring and not as flexible as it once was. Word to the wise: Don’t get crazy bending and pulling. Be easy with the old stuff.

Once the wiring is removed and moved carefully out of the way, remove the four speed nuts from those same four terminals.

Beneath each post are electrical insulators — a single fiber strip that spans both terminals of the oil pressure gauge, and two red discs, one for each post of the alternator gauge. Save all of them. You’ll need them for reassembly.

Turn the housing over and remove the alternator and oil pressure gauges.

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RESTORATION 6

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Some electrical tape around the original take-off gauges will help keep them together while in storage.

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With the provided nylon collars on both bottom posts, test-fit the new tach. Feed the red, green, and black wires for the new tach through the center hole in the fiber insulator strip removed in Step 4, and through the slot in the housing where the oil pressure gauge used to be.

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We’re checking for clearance between the new tach and the blue dashlight diffusers.

Sometimes, old diffusers distort and tend to elongate. This will cause clearance problems. Check for proper clearance. The tach should sit flat above the diffusers without any distortion of the tach face.

If your diffusers are causing clearance problems, new replacements are available. They are easily removed with one fastener.

You may able to use a file or sandpaper and shave off enough of the old diffuser to get by.

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RESTORATION 11

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A little off the top ensures clearance between the diffuser and the new tach face. They should not touch.

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Once you’ve got clearance, it’s time to install the tach. Carefully fit the tach back into place, and feed the wires back through the former oil pressure gauge slot in the housing.

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Reinstall the insulators — red discs on the bottom, fiber insulator on top. Use the socket to hand tighten. No need to go Superman and break things.

Reinstall the original wire terminals back to their original positions.

Route the red and black wires along the existing wire harness.

Use a couple wraps of electrical tape to secure them. Leave the green wire loose for now.

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RESTORATION 16

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Now we’ll connect the new wires.

Black is the ground. It connects to a lug beside the speedometer, as shown.

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We’ll pick up voltage here, at this terminal of the instrument voltage regulator, using the supplied piggy-back connector.

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The green wire connects to the black jumper (supplied) and runs to the distributor side of the coil.

Check the back of the existing lens for protrusions that might interfere with movement of the tach needle. This isn’t an issue with the original gauges — their needles don’t sweep this area.

But the new tach does, and it has to have free movement.

Using the original Phillips screws, reattach the bezel to the instrument housing. Mount the new and improved instrument cluster back in the dash, and you’re ready to count revs with the best of them.

DIFFERENCES FOR ’68 MUSTANGS

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Installation in a ’68 Mustang is largely the same, with just a few differences, the biggest being that the fuel gauge has to be relocated to the small, upper left pod normally occupied by the oil pressure gauge, and the oil pressure gauge will be converted to an idiot light.

Here’s how.

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As we did with the large instrument pod, we’ll remove the existing oil pressure gauge and replace it with this new fuel gauge (supplied with kit), just as Ford did on Mustangs with the factory tach option. Remove the wiring from the existing oil pressure gauge; then remove the two speed nuts holding the oil pressure gauge in. Save the insulators.

Remove the oil pressure gauge and replace it with the fuel gauge. Reinstall the insulators and fasteners.

2

The yellow wire with white stripe is for the fuel gauge. Remove it from its original location, and move it to the inboard terminal of the new gauge. It’ll reach.

3

The existing black wire with white stripe stays in its original location, on the outboard terminal. “Yellow with white stripe” is written on the housing to show the correct location for this connection.

4

For the new oil pressure idiot light, we’re running a jumper wire (supplied with kit), matching the white with red stripe color, from the terminal in the existing wire harness connector, to the new idiot light, incorporated into the new tach. Remove the existing white-with-red-stripe wire and replace it with the right angle end of the jumper.

5 6

Finished wiring at the tach will look like this.

The other end of the white wire with red stripe already has a bare connector which will replace the existing wire in the factory wire harness connection. Use a miniature screwdriver to depress the locking tab holding the existing terminal into the wire harness connector. Depress the tab, and the wire will pull out easily. Replace it with the bare end of the jumper, and reconnect the harness. This completes the modifications for the ’68 instrument cluster.

Final Step: Replace the Oil Pressure Sender with an Oil Pressure Switch.

This is done under the hood. The oil pressure sender used with a gauge will not work with an idiot light. It must be replaced with a switch. This is a simple step, but contact Tribute Automotive by phone or online to make sure you get the right switch.

SOURCE: TRIBUTE AUTOMOTIVE PRODUCTS INC. Frank Fragello 114 Lynnwood Ave., Belle Vernon, PA 15012 (724) 350-4977 cell www.tributeautomotiveproducts.com • tributeauto@gmail.com

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P RODUCT COMPARISON

VINYL AND RUBBER PROTECTANT

SHOOTOUT TOP SPRAY FORMULAS PUT TO THE TEST • STORY AND PHOTOGRAPHY BY TOM SHAW

T

he bottles of vinyl and rubber protectants fight for your attention at the auto parts store. They all shout their talents, promise miracles, and beg to jump in your basket. Are they all good? Which one’s best? If you spend more do you get more, and does a lower price mean lower quality?

We picked up a selection of leading brands at our local auto parts store and took them for a spin. Using them as

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their labels directed, we tested them on a variety of surfaces and materials — dashpads, weatherstrip, vinyl seat covers, and door and kick panels — and put them to work in the Florida sun.

All were used as directed and applied with a clean cloth or sprayed directly on the surface. Our pictures and results are undoctored, untampered with, and unfiltered. They are what they are for better or worse. Here’s what we found.

BLACK MAGIC PRO SHINE PROTECTANT

CONTAINS PRICE COST/OZ.

23 FLUID OUNCES $6.49 28.2¢

www.blackmagicshine.com

“Cleans, shines, and protects against UV damage” is what Black Magic’s label offers, along with an Incredible Shine Guarantee. This was the only product in our test which mentioned ingredients (“middle” petroleum distillate) that include kerosene and diesel fuel, and which explains Pro Shine’s fragrance. The label discourages prolonged exposure to skin and breathing vapors as a precaution, but you weren’t planning on doing that, were you?

Pro Shine gives you the most product and the lowest cost.

In Use: Directions, printed on the backside of the label, were a little hard to read through the product, but Black Magic has the same directions as all of the others: shake well before using; apply generously; wipe off excess; repeat as needed; don’t spray on anything that shouldn’t be slippery, like motorcycle tires, etc.

The generous bottle sprays a dense stream that splatters if you shoot it straight at a flat surface. Its petroleum origins seem to give it a composition friendly to vinyl. Of the five products we tested, it left the highest gloss upon application and after hours of drying time, whether on upholstery vinyl, door weatherstrip, or hard rubber. For gloss level on our unofficial 1-10 scale, we rated it a 9.

Smells Like: charcoal starter

ARMORALL ORIGINAL PROTECTANT

CONTAINS PRICE COST/OZ.

16 FLUID OUNCES $6.79 42.44¢

Is there anyone who’s never used AmorAll? It pioneered this product category and has been around a long time, so it must have lots of satisfied users.

It’s also the priciest of our group. ArmorAll has a variety of types and scents.

We’re using the old original standby. It’s the costliest of our test products, but it still does an excellent job in everything we measured.

In Use: No surprises. Spray it on, try not to splatter, wipe it in, let the stuff work. ArmorAll goes on smoothly with no mottled look and delivers a satiny shine that lasts. We’d rate the gloss level as 7, least glossy. Heavier applications increase gloss.

ArmorAll performed best in clean-up of our very dirty door panels, cutting the crud noticeably faster than the others. In a very competitive market, the granddaddy of vinyl protectants has not been surpassed by the newer brands.

Smells Like: vinyl swimming-pool liner

www.armorall.com

MEGUIAR’S SUPREME SHINE HI-GLOSS PROTECTANT

CONTAINS PRICE COST/OZ.

16 FLUID OUNCES $6.49 40.6¢

www.meguiars.com

A premium name in car-care products, Meguiar’s Supreme Shine promises Extra Shine and Hi-Gloss from a nongreasy formula that cleans, shines, protects, and blocks UV rays. ScotchGuard is now a component of the formulation. Cost per ounce came in as second highest behind the most expensive, ArmorAll. As with the others, the spray bottle has two Off settings and two Mist settings delivering equal product and pattern — not a stream on one setting and a mist on the other.

In Use: The milky formula goes on smoothly and flows out easily across the area. Takes to the surface well and produces a high shine that we would consider an 8 on our unofficial 1-10 scale. Applied to very dirty areas and worked with a nylon bristle brush, its cleaning powers were on a par with the others, which we’d call good. The signature Meguiar’s fragrance made it pleasant to use.

Smells Like: coconut tanning butter

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3 1. Multiple applications will be

needed for very dry surfaces like this old dashpad.

2. The thinner formulas splattered and dripped off of items like this rubber door bumper.

3. Turtle Wax’s F21 was good

about staying where it was sprayed, and splatter was minimal.

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5

4. A once-over on this old, dirty windlace did wonders. All five protectants worked well as cleaners. ArmorAll was judged best cleaner.

5. Vintage car interiors are loaded

with vinyl and plastic, like this seatbelt retractor cover. Regular treatments of protectant will go a long way in extending their life and appearance.

UNTREATED F21 Super Protectant

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Prime-Shine Protectant

Pro Shine Protectant

Original Protectant

Supreme Shine Hi-Gloss Protectant

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TURTLE WAX F21 SUPER PROTECTANT

EDITOR’S

CHOICE

CONTAINS PRICE COST/OZ.

20.8 FLUID OUNCES $5.99 28.8¢

www.turtlewax.com

Turtle Wax’s F21, in the hard-to-miss bright-green bottle, is a thick, nondrip formula with “a proprietary blend of additives” the manufacturer calls SunStop, which protects against UVA and UVB rays. Its slightly lower price and generous quantity give it good bang-for-the-buck. The vivid bottle makes it easy to find among your other cleaning supplies.

In Use: F21 goes on easily, flowing into the vinyl’s grain and texture, and produces a rich luster on our black sample. We’d rate the gloss level at 8 which is mid-pack — Black Magic was glossier; ArmorAll was slightly less glossy.

Performance was excellent overall, but one thing that set F21 apart was its thick, no-drip formula, which gave it an edge when spraying it directly on vertical surfaces like door panels, windlace, and weatherstrip. The thinner products can be sprayed on a clean cloth and applied to prevent dripping, so it’s not a huge problem, but in a tight race where all products are good, this advantage set F21 apart from the pack.

Smells Like: chemical-y

PURPLE POWER PRIME-SHINE PROTECTANT

CONTAINS PRICE COST/OZ.

24 FLUID OUNCES $4.99 21¢

A national brand sold throughout North America, Purple Power is a new name to us. It delivers the most product per price, and its milky formulation has very low odor. It’s the only one in our test that has a two-pattern nozzle: stream or spray.

In Use: A solid performance. Application was easy and went onto all of our vinyl and rubber surfaces without a problem. Gloss level was judged to be an 8. Cleaning power was good. In short, Prime-Shine did a good job on par with the others — no better, no worse. Where it did beat the others is in price.

Twenty-four ounces for a five-spot makes it the best value in our test.

Smells Like: vaguely like paint

www.clean-rite.com

CONCLUSION There is no runaway winner here. All five are very good products that deliver excellent results. It boils down to a few key factors: Brand loyalty. If you like one brand over another, you’ll get a very good vinyl protectant.

Cost. $1.80 separated our highest price (ArmorAll Original) from our lowest (Purple Power Prime-Shine). But the lowest-priced Purple Power Prime-Shine also included fifty percent more product than the ArmorAll, making it the value king. These were all bought at regular price. A sale or discount would change everything.

In the end, we give Editor’s Choice to the Turtle Wax F21 by a slim margin based on its strong performance; high value; and thick, no-drip formula, which came in handy when working with a car’s many vertical surfaces.

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DIAGNOSTIC DETECTIVES

THE CASE OF THE DEAD CYLINDER

by Tom Shaw

T

here’s no chance of a misunderstanding.

When an important part of your organization is coasting on the backs of everyone else, you can’t help but feel it. So does everyone else trying to get their job done.

One-eighth of your power is gone, but they’re still along for the ride. Pistons rise and fall and compress air, even if one cylinder’s not burning and making its contribution of power.

It shows up as a lump in what should be a smooth rhythm. A limp in your step. A shake in your steering wheel. A bad exhaust 78

MUSTANGMAGAZINEONLINE.COM

sound. A gas gauge that moves faster while the speedometer moves slower. The whole thing stinks, I tell ya.

So you’ve got to take a look under the hood and find out who’s guilty. You’ve got to deal swiftly and strongly with the offender. You know — send a message that everyone in the organization will remember.

I did it. And I’m going to let you in on how I handled it. Your personal situation may be the same. Or it may be different. But dis is what woiked for me.

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You’ve got a dead cylinder. Stone cold. Doesn’t fire at any speed or throttle setting. Sometimes they fire weakly under certain conditions. This one’s a different problem. No fire, not even a little, ever. Where do you start to track down the cause?

The normal drill is to first look for obvious problems with the ignition system — a loose plug wire boot on the plug or distributor cap, corrosion in a distributor tower, a frayed or cut plug wire grounding out. Doing a visual check in the dark is also a good way to look for spark leaks. The blue voltage sure shows up well in the dark. We checked all plug wire terminals on the distributor, making sure the ends were fully seated in the towers, and checked the other ends to make sure they were all tight on the spark plugs. All was well with the spark plug wires.

3 Sometimes carburetion problems can act like ignition problems, but this carb had a recent rebuild and had been working fine. Also, if only one cylinder is dead, it’s probably not the carburetor. Carbs, even on dual-quad setups with eight barrels, feed whole cylinder banks at a time, not just individual cylinders.

4 Next, we popped off the distributor cap and took a look at the contacts. Corrosion can build up to the point of misfiring, but when that happens usually the cylinder fails gradually, and this one croaked all at once. There was some corrosion from normal wear but not enough to take out a cylinder.

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Ford numbers its cylinders starting at the left bank and working straight back for cylinders 1, 2, 3, 4; then moving to the right bank and working back for cylinders 5, 6, 7, and 8.

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Points and distributor cam were examined next. Like the distributor cap, there was some wear, but nothing abnormal. It looked like the ignition system was either not the problem, or hiding the problem well.

Time to turn a corner in the investigation.

Today’s computerized engines can diagnose themselves. If you have a code reader, they can usually tell you which cylinder is ailing, and why. But the old stand-by for diagnosis on these pre-computer engines is to idle the engine, then remove the plug wires one cylinder at a time. If the engine runs even worse when you pull the plug wire, that’s not the misfiring cylinder. When you pull a plug wire and the engine runs just the same, you’ve found your nonworking cylinder.

Here’s an alternative to the spark plug method. Begin with a cold engine, with the exhaust manifold cool to the touch.

Start the engine, and quickly check the exhaust port of each cylinder. You’ve got to move pretty fast, before the surface gets too hot to touch. Feel the exhaust port on the head, or the exhaust manifold very near the port. You’re looking for a port noticeably cooler than the others. With no hot exhaust gases flowing through it, one port will not warm up like the others. That’s your dead cylinder. The ports will heat up within seconds, so move quickly and be careful not to get burned. If the engine gets too hot, let it cool and resume the test later.

Bonus: Inexpensive infrared thermometers are available at flea-market tool vendors and retailers like Harbor Freight Tools. Using one of these, you’ll be able check the exhaust port temperature without touching the metal.

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Quality… Plain & Simple ® 1-877-469-7440 • www.lokar.com ISSUE 20 MUSTANG MAGAZINE

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8 We found the dead cylinder – No.2.

Now we had to find out why. After eliminating the usual causes like plug wires and distributor caps, we began to be concerned about more serious and expensive issues like cracked heads and bent valves. Pulling a valve cover was the next step.

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9 Aha. Laying loose was a pushrod. We had a valve not opening. We could put the pushrod back, but why did the engine toss a pushrod? It might just toss it again unless the root cause is determined and fixed.

10 The pushrod wasn’t bent or damaged, and the rocker appeared to be in good shape (they can gall if they’re not getting oil). So why did it pop out of place? Failed lifter?

Having a look at the lifters is a good idea, but it involves a lot more engine teardown.

11 We decided to simply put the pushrod back in place, double check the torque values of everything, and see if it stayed put. We reinstalled the valve cover. So far so good.

After several thousand miles, the pushrod has stayed in its place, so we’re calling this job fixed, and the Case of the Dead Cylinder closed.

R ESTORATION

FIX MY MUSTANG

by Jeff Yergovich

PROBLEM? WE HAVE A SOLUTION Q

STRAIGHT SHOOTER

I’m in the final stages of restoring a ’69 Shelby GT350 and have a question about the stripes. I’ve heard discussions about this, and I’m not sure how straight to put them on. My natural inclination is to go all out and get them straight as an arrow, in perfect or near-perfect alignment. But I’ve also seen several unrestored cars, and their misalignment is obvious. I’ve talked to restorers much more experienced than me, and they tell me that original is not string straight.

What is “right,” and should I make the stripes “right” and original and recreate the original flaws, or improve on originality and install the stripes with the accuracy the factory would have done if they had more time?

Morris DuCharme Naperville, IL

A

When a car is restored, originality is always looked at, but so is quality of workmanship. The judges expect to see a higher quality than what the factory did. If memory serves me, the A.O. Smith assembly line had two people (one on each side) to stripe it. They had six to eight minutes to complete the stripe process. That should explain why most of the stripes were not straight. Since your restoration is not needing to be mass produced, take your time and make it look the best you can.

First, make sure all body panels are lined up and locked in. Center the rear quarter stripe in the side marker light, and use a small piece of masking tape to mark the top of the stripe above the marker light.

Second, center the GT350 stripe between the body line of the air scoop on the front fender, and mark the forward edge of it with another small piece of tape. Now your string line can be taped to the car and pulled tight.

Additional small pieces of tape can be used at the wheel openings to hold it in place.

Finally, install your stripe using the string as your guide. Your stripe will look great without the factory flaws.

On another note: If you had a survivor car and needed to repair part of the stripe, I would put the stripe back where it came off, even if it wasn’t lined properly.

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Q

KEY CONCERNS

I’m building a ’68 fastback and using replacement doors and trunk from three different donor cars. How do I get all the replacement parts to work off the same key, like when the car was new? I could just carry a ring full of keys, but I’d rather do it right.

Carl Enghausen Lafayette, LA

A

You can buy replacement lock cylinders with keys. Dynacorn has both the door lock set, CL-1550, for less than $20, and the trunk cylinder set, CL1555, for less than $15.

Also, original locks can be re-keyed by a locksmith so they all match. Cost can vary, but we do it all the time for around $30.

Scott Drake Quality Comparison Featured Product: Kick Panels

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Wider Pinch Weld Gap (left) and correct flared top for Windlace fitment ensure our panels snap into place in seconds and look original.

With their flat appearance, lack of proper contours and inconsistent coloring, reproduction panels do not look anything close to factory original.

Factory-correct Scott Drake Kick Panels are shipped black and can be perfectly color-matched using our Accumatch Dyes in easy-to-use aerosol cans.

Rigid plastic material and incorrect contours make installation difficult.

Scott Drake Kick Panels are flexible and have the same contours as the original.

Lack of factory holes makes installation time-consuming and can damage Kick Panels.

Molded holes with reinforced bosses (just like originals) make installation easy.

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A Division of

D ESTORATION R

Q

THE WANDERER

I own a ’69 Sportsroof Mustang that I’ve had for almost twenty years. It’s now a high-mile car with over 180,000 miles. I just drive it and enjoy it. While I don’t intend to do a high-end restoration, I do keep it pretty nice and always in a good state of tune.

My question is about the power steering, which Ford calls the linkage type or non-integral. The pressure lines from the pump go to the ram cylinder that moves with the steering, and not to the steering box, as on full-size Fords.

I’ve had my share of problems with this system: replaced hoses and even rebuilt the ram. I’ve also replaced the ram, also known as the power steering control valve. I don’t expect it to feel like a new Mustang GT, but after all that, the steering still feels vague to me. It’s kind of prone to road-walk, return to center feels weak, and it just seems like something isn’t right. Any ideas?

Doug Carmichael Grand Prairie, TX

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A

There are a couple of parts I would check. The first is the steering box.

It may be showing some wear and can be rebuilt. Kits are available from most Mustang parts suppliers.

It sounds like you haven’t addressed the steering control valve. This is the valve all the hoses hook to. This can be sent in to Rodes Restoration for a rebuild. Roger Rodes specializes in all power steering parts and is also very prompt in getting you back your repaired parts.

Power steering fluid is also very important. Today’s fluids are missing some important things, like zinc, which was in all the oils back in the ’60s.

Today we have to add zinc to our older cars for them to work properly.

The same goes for power steering fluid. High-quality fluid will work better. We use Ford Type F fluid and add half a bottle of Lucas Power Steering Additive.

Bad tie rod ends along with damaged or bent suspension parts can also cause a car to wander while driving. It can also be referred to as bumpsteer.

A close inspection of all your suspension parts can easily give you the answers to your problems.

Note: Be sure to check your alignment after any repairs have been done.

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www.moderndriveline.com ISSUE 20 MUSTANG MAGAZINE

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D ESTORATION R

Source Code

CM14

Q

MACH 1 BLACKOUT

I’m writing for some help on my ’69 Mach 1. The blackout on the hood and fenders is too shiny. This didn’t bother me when I bought the car three years ago, but I look at it every time I drive, and after seeing other Mach 1s at some shows, I want to redo it.

Can you tell me what type of paint to use, and is this something I could do, or should I take it to a body shop? I’m not sure about using a body shop since they all seem to focus on collision work around here, and I don’t know if they understand restoration-type work.

What is the right type of paint for a Mach 1 blackout hood, and what kind of special skills, if any, are needed to apply it?

‘65-70 Shelby Mustang ‘65-73 Mustang

‘74-04 Mustang

Manny Acosta Philadelphia, PA

A

‘05-Present Mustang

‘67-73 Cougar

• Request your FREE Catalog!

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Any qualified body shop should be able to blackout your hood and cowl panel. Both parts can easily be removed after stripe layout is completed.

The paint originally used was lacquer. A low buildup of this paint lasted longer over the enamel-based body color. Since (most) lacquer paint is no longer available, a matte black, single-stage acrylic urethane with a small amount of fine texture added will achieve the look you are after. This paint must be air dried and not baked on in order to get the best results.

Good body shop painters should be able to achieve this with the correct mixing proportions.

Q

FEEL THE POWER

I have a ’65 2+2 that I bought from my dad. I’m wondering about installing power windows in it. I know they weren’t available as a factory option, but there are kits. Have you ever used one, and can you tell me what you would do to get the buzz windows working?

Hayden Howard Portland, OR

A

My first thought is that you should leave your ’65 2+2 alone and buy a newer Mustang that comes with power windows, unless you have a totally modified ’65 2+2. Power windows can only hurt the value of your classic car.

To answer your question, we have installed two different types of power windows in a ’67 Mustang fastback and were so disappointed with the results that we went back to the crank windows. A properly lubricated crank window works fast and easy and has the fewest amount of problems.

Sorry, I couldn’t be more helpful. Guess I’m old fashioned and don’t mind the workout.

Local: 860-647-1965 Fax: 860-649-1260

Georgia

2505 Newpoint Pkwy • Lawrenceville 30043 Local: 770-446-1965 Fax: 770-446-3055

ASK THE EXPERT Jeff Yergovich, president of Lee’s Summit, Missouri-based R&A Motorsports, has restored national show-winning and record-breaking Shelbys and Mustangs since 1975. Find more at www.r-amotorsports.com.

Need some help with your Mustang? Ask the expert. Email us at tom@themustangmagazine.com,or write us at Fix My Mustang, P.O. Box 41, Lakeland, FL 33802.

Mustangs Unlimited is an independently owned and operated company and is not affiliated or associated with Ford Motor Company.

MustangMagazine_third_#25.indd 1

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PRESENTS

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1:18 SHELBY GT 500 KR SCALE DIECAST MODEL 1968 SPECIAL ORDER COLOR WT 5185

AS SEEN IN MUSTANG MAGAZINE ISSUE 6 90

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FEATURES INCLUDE OPENING DOORS, TRUNK & HOOD POSEABLE STEERING

HIGHLY DETAILED ENGINE DETAILED UNDERCARRIAGE

DETAILED INTERIOR DIECAST METAL BODY

SERIALIZED PLATE 1:18 SCALE

ORDER ONLINE TODAY! LIMITED QUANTITY AVAILABLE SPECIAL MUSTANG MAGAZINE ONLY SERIES

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1965–66 Kit Shown

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For a free catalog, call 860.482.8283 or visit www.borgeson.com

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MARKER Lights, Ford and SAE logos • ‘69 Kit: 4 lenses, 4 bezels and gaskets – $79.95 • ‘70 Lens & Housings: Front – $39.95/pr., Rear – $36.95/pr.

• ‘71-3 Lens & Housings: Front – $21.95/ea.

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LAST PAGE

CULTURE THE FIRST MUSTANG CLUB

L

ast issue, we featured a collection of vintage patches issued by Ford’s National Council of Mustang Clubs, a very large and active club sponsored

by Ford in support of the legions of enthusiastic Mustang owners when the car was new. Club membership surged with the popularity of the Mustang, peaking at around 250,000 in 1967.

Naturally, there were some club items issued, but the club is virtually forgotten today, and so are the items associated with it.

Fran Cosentino, owner of last issue’s Branded Mustang cover car, remembers, and has assembled quite a collection.

Last issue we showed you some vintage jacket patches issued by the club. But wait, there’s more!

Here then for your amazement and reading enjoyment is more of Fran’s collection.

An NCMC logo emblem designed to be attached to the car’s rear valance

96

Far Left: Letter opener. Top Row: Rallye participant pins left to right — 1967, 1968, 1969, 1970. Second Row: Membership pins for president, vice president, secretary, dealer representative, member, and an engraveable dash plaque. Third Row: Clicker noisemaker, Branded Mustang cufflinks, NCMC cufflinks. Bottom Row: Unused bend-on pins that were dealer giveaways.

A March 1967 edition of Rallye, the official club publication, and an entry form

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A National Council of Mustang Clubs binder

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