Mustang Magazine | Issue 21 by Mustang Magazine

JAS P E R ’ S NU M B ER S - M ATC HI NG ENGI NE R EB UI LD ISSUE 21 $595

GENESIS ’64½ ORIGINAL OWNER HI-PO

NEW FEATURE : THE FAR R FI LES

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ISSUE 21 MUSTANG MAGAZINE

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ISSUE 21 MUSTANG MAGAZINE

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ISSUE 21 MUSTANG MAGAZINE

ISSUE 21 TABLE OF CONTENTS

24 THE MARTI REPORT

12 YOU GOTTA SEE THIS #1

28 EVENTS

14 YOU GOTTA SEE THIS #2

32 NEW PARTS FOR CLASSICS

18 MUSTANG NEWS

42 MUSTANG NATION

New Feat ure: the Farr Files

ON THE COVER In this season of celebrating the Mustang’s origins, Phil Florio’s ’64½ K-Code Hi-Po coupe is a shining example of Mustang’s earliest move toward major muscle. He’s the original owner too. Photography by Tom Shaw

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$ 95 ISSUE 21 5

Hi-PO ’64½ Origin al Owne r

10 EDITORIAL

22 ONLINE FINDS

ild iNg eNgiN e rebu

GENE SIS

DEPARTMENTS

20 AUCTION RESULTS

ers-m atch Jaspe r’s Numb

COVER STORY 54

PURITY OF PURPOSE

Phil Florio’s minimal Hi-Po Mustang has maximum magic

EGEND SERIES #21 L 1964½ Mustang K-code coupe

46 FEATURES 34 THE TASTE OF TEXAS

A driving quest for the Lone Star State’s super seven BBQ spots 46 CALIFORNIA-STYLE SPRINT

Victor Sarguis’ ’72 Sprint Mustang coupe goes mod 84 NEW FEATURE! THE FARR FILES 1966 SHELBY GT350

The hard-core hot rod gets a softer edge 96 LAST PAGE CULTURE

Mustang on the fast track

RESTORATION & MODIFICATION 64 TROUBLESHOOTING INSTRUMENTS

Fixing the flow of electricity to ground 72 J ASPER’S RESTORATION REMAN

The prolific engine remanufacturer serves restorers with numbers-matching service 80 DIAGNOSTIC DETECTIVES

The case of the errant current

ISSUE 21 MUSTANG MAGAZINE

E DITORIAL

FIFTY YEARS IN CAR YEARS

ifty years in car years is longer than 50 years in people years. I don’t remember where I heard this, but as I recall, the expected service life of a car in the 1960s was seven years. I suppose that calculation took into account the number of cars crashed, stolen, stripped, burned, driven into a lake, or otherwise disabled while still in the prime of their life, and weighed them against the others that were well cared for, regularly serviced, carefully driven, parked under a roof out of the weather, and still in good working order well past the point when most others were packing it in. That Mustang is still in production 50 years later is extraordinary. How many other nameplates in Ford’s 1965 lineup are still in production? Galaxie? Fairlane? F100? Falcon? Country Squire? Thunderbird? None. All gone, most many years ago. Mustang alone survives. It’s seen a lot of eras come and go. In the beginning, it was six-cylinder or smallblock only. No big-block, and not even a 289, at least in the beginning. In those first few moments, the only V-8 was a 260. The 390 arrived in 1967, followed by the beefy 428 Cobra Jet in 1968 as Mustang took on its muscle-car role. Maxi-motor Boss 429, corner-carving Boss 302, straight-line specialist Boss 351 — Mustang did it all. The downsized Mustang II hasn’t been a

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by Tom Shaw

favorite of enthusiasts, but it kept the name alive during some tough years and took us through to the Fox era. Fox brought us a more Euro look, and in 1982, the return of the performance GT, something that I thought was gone and never coming back. Adding power and style every year, Mustang became America’s ponycar all over again. In 1986, fuel injection and a computer engine-management system replaced the carburetor, as yet another era dawned along with a frenzy of aftermarket parts. The legendary 5.0 pushrod engine gave way to the 4.6 Modular motor with various levels of cams and valves, and the “jellybean” restyle. The year 2005 brought yet another new look, this one clearly paying tribute to the beloved early models. With its latest look, Mustang uncoupled from the nostalgia thing and made a fresh break toward a new demographic. Paint has gone from Diamond Lustre enamel to catalyzed epoxy. Radios have gone from crude AM receivers to the powerful, multidimensional cellphone/MP3/GPS/ web-linked processors they are now. Tires, wheels, brakes, suspension, crash technology, fuel economy, emissions reduction, reliability — the progress is breathtaking. So how many eras is that? I’m not sure, but I’ll bet it’s more than any other car you can name, foreign or domestic.

In many different ways over the years, Mustang has delivered high-spirited style at a realistic price, exceptional versatility to be a thrifty commuter or powerful sport coupe or roadster, and generous levels of fun and function per dollar spent. That sounds like pretty good core values to me. The list of successes is stunning. If any car deserved a shiny award for a lifetime of achievements, it’s the Mustang. Given its rich history, the pressure is on those planning the next generation. Mustang design must always be on the move. It’s the nature of the wild horse. To linger too long at some comfortable stage of development is to allow Mustang’s inherent untamed spirit to atrophy. It’s parking a once-great explorer at a tavern table and expecting him to be content telling tales of greatness gone by. From its early conceptual stages, Mustang was a gamble. Playing it too safe is not what made, makes, or will make Mustang great. As the blend of tastes and textures and spices that will make up the next Mustang and the one after that are debated deep within Dearborn’s test kitchens, let us trust that those wearing the chefs’ hats don’t forget that one of the tastes that keep bringing Mustang lovers back to the table are the wild oats. Then I think that we’ll have a good shot at revisiting this topic 50 years from now.

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TIE ROD, 1965-66 260, 289

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Laser Cut! Perfect Woodgrain Detail! 69 Deluxe Woodgrain Wheel

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YOU GOTTA SEE THIS

POWERFUL PRODUCT PLACEMENT AT THE FORD PAVILION In honor of the Mustang’s 50th Anniversary, we’re devoting both YGSTs to the Mustang introduction. Lines were long to get a ride on Ford’s Magic Skyway at the 1964 World’s Fair in New York. To help pass the time, Ford strategically placed the turntable showcasing its spectacular, justintroduced Mustang so that those in line would get a nice, long look. It was one of the most powerful introductions ever, and this display was a central feature in the first Ford TV ad. — Photography: Ford Motor Company

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ISSUE 21 MUSTANG MAGAZINE

YOU GOTTA SEE THIS

MUSTANG IN MAGIC SKYWAY MOTION If you stuck it out in line, you’d spend twelve minutes riding through world history: from creation through ancient man, through modern times, and finishing up with possibilities for the future. Though the Walt Disney company was largely responsible for the design, Ford required that the attraction use actual Ford vehicles, like this ’64½ Mustang convertible. The Magic Skyway ride was very popular and remains one of the most talked-about parts of the 1964 World’s Fair. A promotional film about the fair said this about the popular Ford pavilion: “On the first day alone, the pavilion registered guests from every state in the country, and from every country in the world.” — Photography: Ford Motor Company

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ISSUE 21 MUSTANG MAGAZINE

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

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WEB MARKETING BRANDON PATTERSON brandon@pattersonpublishing.com ADVERTISING SALES TEAM CURT PATTERSON JASON JACOBS BRANDON PATTERSON OFFICE MANAGER DEB PATTERSON ADMINISTRATIVE ASSISTANT BEATRIZ SALAZAR RUIZ COLUMNISTS KEVIN MARTI CONTRIBUTORS NELSON CARDADEIRO DONALD FARR JIM KREUZ DAVID NEWHARDT JIM SMART 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 21 MUSTANG MAGAZINE

N EWS DONALD FARR LEAVES MUSTANG MONTHLY In February, we got news we could hardly believe. Donald Farr, long-time editor of Mustang Monthly magazine, had been let go. As one of his associates noted, it was like firing Mickey Mouse from Disney World. Donald had been at Mustang Monthly since 1980 and guided the magazine through its formative years, having success at every step of the way. Why Mustang Monthly’s publishing company would cut perhaps the most respected and universally liked personality on the planet is a mystery to us, but to Donald’s many friends, we can tell you, “Don’t sweat.” Donald is doing fine and has more work than ever, including ongoing contributions to his former title. Donald will remain active as a writer, photographer, and overall ambassador, including a role with this magazine (see The Farr Files news item in this column), but his main gig going forward will be as editor of the Mustang Club of America’s publication, Mustang Times. That offer came the same day as the bad news from his former employer. Somebody up there likes him.

NEW FEATURE — THE FARR FILES Curt Patterson, head of Patterson Publishing, calls it his “Dream Team,” the best names in the business. To the Mustang Magazine masthead we are delighted to add one more — Donald Farr. Nobody else has his lifelong experience and perspective. We go back a long way with Donald, sometimes as colleagues, sometimes as competitors, but always as friends. We wanted his contributions to Mustang Magazine to be a good fit for his interests, something that would be different from the rest of the magazine and pull from his extensive knowledge. In this issue you’ll find the first installment of The Farr Files, a full-length feature that tells the story behind a certain model, long on background and insider info. The Farr Files also features a full spec chart, so that the nitty-gritty data doesn’t get lost to history. Pictures are by David Newhardt, Mecum Auction’s renowned photographer, and another top addition to the Mustang Magazine team as of this issue. The pictures are of cars coming up for sale, so if you really like that car, you can actually buy it. We hope you like what you see. Your thoughts and comments are welcome at tom@ pattersonpublishing.com.

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FANTASY OF FLIGHT Host for Mustangs and Mustangs, an exceptional Mustang event each April, Fantasy of Flight in Polk City, Florida, has closed, at least as a public attraction. The facilities are still there right off of Interstate 4, the hangars are still full of vintage aircraft, and the vintage café is

still inside the art deco doors near the red-and-white checkerboard water tower. But going forward, Fantasy of Flight will be open only for special events: weddings, corporate meetings, movie filming, and that sort of thing. We will miss it.

2015 MUSTANG — THE NEXT GENERATION In case you haven’t heard, a new Mustang has been rolled out as the 2015 model. Here are a couple of pics. What do you think? It’s a new look, not quite as retro as the previous model but still a hot sport coupe, and still powered by those great Ford V-8 engines. They’re set to go on sale later this year.

ISSUE 21 MUSTANG MAGAZINE

AUCTION RESULTS

GOING ONCE, GOING TWICE… LOT

YEAR

MODEL

ENGINE/TRANS (CODE)

COLOR

HIGH BID

SALE

S58.1

1965

Coupe

289 / auto

F153

1965

Fastback

302 / 4-speed

1966

Coupe

S10

1966

FROM

Emberglo

28,500

Yes

Mecum Auctions

silver

41,000

Yes

Mecum Auctions

289 / 5-speed

blue

18,150

Yes

Barrett-Jackson

Convertible

289 / 4-speed (K)

Turquoise

47,500

Yes

Mecum Auctions

923

1966

Fastback

289 / auto

white

28,600

Yes

Barrett-Jackson

S175

1966

GT350

289 / 4-speed

Wimbledon White

137,700

Yes

Mecum Auctions

F197

1967

Convertible

289 / auto

red

25,500

Yes

Mecum Auctions

134

1967

Fastback

289 / auto

silver

33,000

Yes

Barrett-Jackson

F265

1967

Fastback

468 / 5-speed

red

185,000

Yes

Mecum Auctions

F141

1968

Convertible

302 / 4-speed

white

102,500

Yes

Mecum Auctions

F68

1968

Fastback

309 / 4-speed

Highland Green

70,000

Yes

Mecum Auctions

1279

1969

Boss 429

429 / 4-speed

Candyapple Red

291,500

Yes

Barrett-Jackson

S156.1

1969

GT500

428 / 4-speed

Grabber Yellow

135,000

Yes

Mecum Auctions

S32

1969

GT350

351 / 4-speed

blue

58,000

Yes

Mecum Auctions

K55

1969

Mach 1

460 / auto

Candyapple Red

30,000

Yes

Mecum Auctions

573

1969

Mach 1

428CJ / auto

Meadowlark Yellow

59,400

Yes

Barrett-Jackson

7536

1970

Boss 302

302 / 4-speed

Grabber Orange

42,480

Yes

Russo and Steele

7040

1970

Boss 429

429 / 4-speed

Grabber Blue

220,100

Yes

Russo and Steele

988

1970

Mach 1

428CJ / auto

Grabber Orange

44,000

Yes

Barrett-Jackson

611

1971

Coupe

302 / auto

green

14,300

Yes

Barrett-Jackson

J171

1971

Grande

351 / auto

red

9,500

Yes

Mecum Auctions

J239

1972

Fastback

302 / auto

Grabber Orange

36,000

Yes

Mecum Auctions

7248

1973

Convertible

351W / auto

silver

14,430

Yes

Russo and Steele

1973

Mach 1

351 / 4-speed

red

25,300

Yes

Barrett-Jackson

’65 FASTBACK - SOLD – $45,000

This restored ’65 fastback has a rebuilt 289 engine, four-speed trans, forged pistons, mild cam, electronic ignition, power disc brakes, ceramic headers, performance exhaust, and new suspension. Interior comforts include air conditioning and a retrostyle radio with iPod, MP3 hookup, and six-CD changer. Mecum Auctions – Kissimmee, FL – Lot S4

’72 CONVERTIBLE - SOLD – $33,000

This ’72 convertible is powered by a 302 engine with three-speed automatic transmission. It has power steering and power front disc brakes, factory air conditioning, color-keyed racing mirrors with driver’s remote, tinted glass, front spoiler, and chrome Magnum 500 wheels. Barrett-Jackson – Scottsdale 2014 – Lot 709

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’69 BOSS 429 - SOLD – $240,000 Kar Kraft number 1696, this ’69 Boss is powered by the 429/375hp engine, with a four-speed manual transmission and 3.91 rearend with Traction-Lok differential. Standard Boss equipment includes the Competition suspension, manually controlled hoodscoop, front spoiler, power steering and front disc brakes, and trunk-mounted battery. The Boss also features the original Deluxe interior and 15x7-inch chromed Magnum 500 wheels. Documentation includes an Elite Marti Report. Mecum Auctions – Kissimmee, FL – Lot S141

’69 SHELBY GT500 SOLD – $106,700

’67 GTA CONVERTIBLE SOLD – $77,000

’71 SPORTSROOF SOLD – $18,150

This GT500 underwent a complete MCA rotisserie restoration and has the original, matching-numbers R-code 428 Ram Air V-8 backed by a four-speed transmission and 3.50 Traction-Lok differential. It’s reported to be one of only 30 in Pastel Grey with black vinyl bucket seats. Documentation includes two original build sheets and a Deluxe Marti Report. It was a recent Gold Award winner at the Disney World 2013 MCA Nationals.

A Marti Report documents this ’67 as being an S-code GTA convertible. The S-code engine is a high-performance 390 big-block that was introduced for the 1967 model year. In addition, the car has the GT Equipment Group, a Cruise-O-Matic automatic transmission, and the Décor Group interior. A/C was added during the restoration, along with wheels with center caps that feature a one-year-only design.

Equipped with the 302 2V engine and Cruise-O-Matic automatic transmission, this ’71 SportsRoof also has power steering, air conditioning, aftermarket tires and wheels, radio, and custom steering wheel.

Barrett-Jackson Scottsdale 2014 – Lot 1347

SOURCES

Auctions America Fort Lauderdale 2014 – Lot 141

Auctions America Fort Lauderdale 2014 – Lot 565

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 21 MUSTANG MAGAZINE

ONLINE FINDS

DEALS FROM THE WEB ’66 COUPE

FOR SALE – ASKING $13,900

This ’66 coupe has the 289 high performance engine (it originally had a six-cylinder) and four-speed manual transmission. Improvements include new paint job, carpet, and chrome; Cragar rims, and Cherry Bomb mufflers. There’s no A/C, but the gauges, headlights, and heater are reported to work just fine. Offered on eBay as item number 271441918718, the car had a Buy It Now price of $13,900.

’70 COUPE

FOR SALE – ASKING $14,000

This ’70 coupe comes equipped with the 302 2V engine, manual three-speed transmission, power steering, and drum brakes. The third, and current, owner says this is an original blue-plate California car, with no rust. He has the original steel wheels and hubcaps. Documentation includes all records dating back to original owner, as well as a Marti Report and a “Groovy 1970 Owners manual and five-volume repair manual.” More info at http://inlandempire.craigslist.org/cto/4388881136.html.

’69 CONVERTIBLE FOR SALE – $19,900

A 351 engine replaces the original 302 in this ’69 convertible that also has an automatic transmission and power steering. More updates include electronic ignition, 3-inch exhaust, headers, new paint in the original Meadowlark Yellow color, new interior, and new power top. Rounding out the package are Cragar SS wheels. All gauges, lights, signals, heat, radio, etc. are said to be fully operational. Offered on www.windycityautogallery.com.

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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

COMING OF AGE

This is one of the rare “brass tag” cars bought by Ford and leased to one of its employees. The tag was used to keep track of the car.

urning twenty-one is considered a major milestone in life. It’s the age when you can legally do almost anything, except run for President of the United States — not that you’d want that job! Sure, at sixteen we can get that coveted driver’s license that allows us to hop behind the wheel of our favorite car (a Mustang, of course) without anyone monitoring us. At eighteen we’re (sort of) an adult. We can legally sign a contract and choose our course in life without having to get our parents’ permission. Yet twenty-one opens up new vistas. Well, this issue of Mustang Magazine is number twenty-one. And like a lot of us growing up through our formative and teenage years, it has been rewarding and challenging. The word “milestone” originated in the mid-eighteenth century. It’s a compound word literally meaning the placing of a stone every mile so one could keep track of progress on a journey. The origin of the concept goes back to the Roman Empire around the third century. With over fifty thousand miles of roads, some of which

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survive to this day, the Roman highway system was a milestone itself. A “milestone” was placed every thousand paces (about 4,800 feet), so they were really pseudomilestones. Almost one hundred of those original markers still exist today. I mostly drive convertibles. Yes, when our family goes somewhere together, I drive my wife’s Explorer. But ever since I was a teenager, I’ve dropped the top on those sunny Arizona days (we get over three hundred of them a year). The first car I ever bought was a hardtop, but a few weeks before my eighteenth birthday, I took a Craftsman circular saw to the roof. Incidentally, I still have the car. Come by our museum sometime when you’re in the Phoenix area to see it. My second car started life as a convertible (it’s easier to buy them than to make them). Take the ’70 428 Cobra Jet convertible. The muscle-car concept rose about five years earlier and quickly culminated in these outlandish steeds. A slight contradiction since the convertible is over one hundred pounds heavier than the other two body

styles, its performance was still reasonably impressive in its day. Rare does not always equate to desirable or valuable. For example, an AMC Gremlin is rare. But when it comes to Mustangs, Cobra Jet convertibles are rare and desirable. Especially tantalizing is a story behind five of these cars. Five R-code convertibles were ordered by Larry LoPatin’s American Raceways Incorporated (ARI). Ford received the order on September 26, 1969. A week later, the serial numbers had been assigned and the order was scheduled for build. By mid-October they were skidding down the assembly line. But, as Shakespeare would say, “Something was rotten in Denmark.” We’ll spill that info in another issue. It will change some of your thoughts on Mustang history. Our focus is on another 428CJ convertible. Mr. J. Burns was a mild-mannered employee of Ford Motor Company. By day he wore his skinny tie and white shirt, walking among the tens of thousands of other personnel at Ford, making sure that the Machine would churn out cars and trucks that would satisfy a hungry public. But at 5 o’clock when the

Note the Drag Pack option on the invoice for this convertible. How’d you like that in your garage?

whistle blew, he transform into a Superman. His method of travel — a Calypso Coral convertible Mustang with a 428 engine. Mr. Burns did not settle for just a 428 Cobra Jet engine, however. With the order form in front of him, he marked the box to make sure it had a Shaker hoodscoop protruding through the hood. He didn’t stop there. On the order form next to the term “DRAG PACK,” he took his No. 2 pencil and X’d that box, too. Did he select the 3.91 Traction-Lok rear axle? Naw, he stepped up to the 4.30 Traction-Lok rear gears. Added to that were impressive options like tilt steering wheel, AM/FM stereo radio, intermittent wipers, and the Convenience Group. Probably a milestone in Mr. Burns’ life, this Mustang was also a milestone in the world of cars. There were only two ’70 428 Super Cobra Jet convertible Mustangs produced with 4.30 Traction-Lok axles. One was equipped with a manual transmission and made its way to Cedar Falls, Iowa. A quick check at In Search of Mustangs (www.isomustangs.org) shows the vehicle has not been accounted for so far. However, looking up the other Mustang shows that Bill Hamilton obtained the car in 1973 and kept it until 1977. In 2006 he helped the current owner find the car, and it’s being restored to

1970 MUSTANGS*

HARDTOPS

SPORTSROOFS INCLUDING MACH 1S

NON-MACH 1 SPORTSROOFS

CONVERTIBLES

Total Production

96,151

86,910

45,935

7,673

w/428CJ Engines

3,372

187

w/428SCJ Engines

951

w/428SCJ/ 4.30 Rear Axle

331

*Does not include the 788 ’70 Shelbys that were converted from 1969 models

ISSUE 21 MUSTANG MAGAZINE

SDVANCED MUSTANGOLOGY A like-new condition. Given that there were only forty-seven Cobra Jet convertibles made for the ’70 model year, this is one rareof-the-rare Ponies. From the accompanying chart, it can be seen that there was a strong correlation between the SportsRoof body and performance. The ponycar competitors did not offer this body style, but it was the clear choice for performance-minded Mustang buyers. Even SportsRoofs ordered without the Mach 1 package had significantly higher installation rates of 428 Super Cobra Jet engines. With only twenty-four more

pounds of weight compared to the hardtop, the SportsRoof design, both aesthetically and aerodynamically, created a greater sense of speed. Yet back in the 1970s, convertibles were typically bought for top-down cruising, not trips down the dragstrip. Unlike today, an amazing array of optional choices could have been selected to make your Mustang unique. In fact, so many choices were available, it would’ve been possible to build over five million Mustangs and still have every one of them different. That so few were built like this SCJ convertible

makes this car a real milestone. And if you want to see the car, it will make its first public appearance at the Mustang 50th Anniversary celebration in Charlotte in April. If you don’t get to see it there, then be on the lookout. It’ll be driving past some milestone marker on the American road. By the way, there’s one thing you can’t do when you turn twenty-one years old. You can’t rent a car until you’re twentyfive. But there’s plenty of room for you here. Ride with us as we cruise to our own twenty-fifth issue milestone!

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.

MUSTANGMAGAZINEONLINE.COM

American

QUALITY… QUALITY PLAIN & SIMPLE

Voted Runner Up 2011 SEMA Show Best New Interior Accessory Product Flexible Engine Dipsticks Billet Aluminum Tremec/Borg Warner Shifter Levers

1964 - 1968 Mustang Throttle Pedal Assembly Shown

Also available in black finish

1964 - 1970 Mustang Throttle Pedal Assemblies & Pedal Pads

CALENDAR EVENTS JUNE 6.1 34TH ANNUAL MUSTANG AND FORD AUTO SHOW & SWAP MEET West Des Moines, IA www.mustangclubofcentraliowa.org

6.1 37TH ANNUAL MUSTANG SPRING ROUND-UP Manchester, CT www.mccne.com

6.1 – 6.2 39TH ANNUAL MOTOR CITY SHOW & GO Dearborn, MI www.saac-mcr.com

6.6 – 6.7 FUN FORD WEEKEND Memphis, TN

www.funfordweekend.com

6.6 – 6.8 RESTOMODS IN RENO (RIR) 2014 Reno, NV www.restomodshow.com

6.6 – 6.8 18TH ANNUAL FORD NATIONALS Carlisle, PA www.carlisleevents.com

6.7 32ND ANNUAL ALL FORD SHOW & SWAP MEET Hillsboro, OR www.mustang-club.com

6.7 RACE TO INDY Speedway, IN

www.mustangclubofindianapolis.com

6.7 5TH ANNUAL MUSTANG & ALL FORD SHOW St. Louis, MO www.mustangclubofstl.com

6.7 CHEROKEE REGIONAL MUSTANG & FORD SHOW Calhoun, GA

www.cherokee%20mustang%20club.com/

6.8 2ND ANNUAL MUSTANG ROUND-UP St. James, NY www.mscli.com

6.11 – 6.15 40TH ANNIVERSARY MID AMERICA FORD AND SHELBY NATIONALS Tulsa, OK www.midamericafordmeet.com

6.12 – 6.15 26TH ANNUAL ROCKY MOUNTAIN MUSTANG ROUNDUP Steamboat Springs, CO

6.28 QUEEN CITY MUSTANGERS-MUSTANG & ALL-FORD SHOW West Chester, OH

6.12 – 6.15 11TH ANNUAL NMRA FORD SUPER NATIONALS Norwalk, OH

6.29 PONIES & SNAKES ’14 Danville, CA

www.rockymountainmustangroundup.org

www.nmradigital.com

6.14 33RD ANNUAL MUSTANG & ALL FORD SHOW Grand Rapids, MI www.westmichiganmustangclub.com

6.14 – 6.15 FUN FORD WEEKEND Petersburg, VA

www.funfordweekend.com

6.20 – 6.21 19TH ANNUAL MUSTANG & ALL FORD WEEKEND Sellersburg, IN

MUSTANGMAGAZINEONLINE.COM

www.poniesandsnakes.com

JULY 7.10 – 7.13 NMRA/NMCA BOWL OF STREET-LEGAL RACING AT ROUTE 66 RACEWAY Joliet, IL www.nmradigital.com

7.12 PEDAL TO THE METAL ALL-FORD SHOW Vancouver, WA www.nwmustangsandclassicfords.com

www.fallscitymustangclub.com

7.13 FUN FORD WEEKEND Martin, MI

6.21 37TH ANNUAL VINTAGE MUSTANG OWNERS ASSOCIATION CAR SHOW Cupertino, CA

7.13 SUGAR LOAF FORD MUSTANG GALLOP Winona, MN

www.vintagemustang.org

6.21 32ND ANNUAL MUSTANG AND FORD-POWERED SHOW Greensboro, NC Jeff Pruett, 336.932.5645 jepruett@embarqmail.com

6.22 38TH ANNUAL ALL FORDS DAY & MCA REGIONAL MUSTANG SHOW Clarence, NY www.wnymustangclub.com

6.22 FUN FORD WEEKEND Denver, CO

www.funfordweekend.com/

6.22 37TH ANNUAL SYRACUSE SHELBY ALL-FORD SHOW Liverpool, NY www.syracuseallford.com

6.28 WINDY CITY SAAC SHELBY SHOW Joliet, IL www.autobahncc.com

6.28 30TH ANNIVERSARY CELEBRATION Olathe, KS www.mustangclubofgreaterkc.com

www.queencitymustangers.com

www.funfordweekend.com

JoAnn Moham, 507.454.5170

7.13 8TH ANNUAL MUSTANG & ALL-FORD SHOW Elyria, OH www.ncmco.org

7.17 – 7.20 34TH ANNUAL MUSTANG ROUND-UP & ALL-FORD PICNIC Bellevue, WA www.mustangsnorthwest.org

7.18 SHELBY RUN AMERICA New Castle, TX

www.events.r20.constantcontact.com/register

7.18 – 7.19 FUN FORD WEEKEND St. Louis, MO

www.funfordweekend.com

7.19 OLD FORT MUSTANGERS 32ND ANNUAL MUSTANG AND FORD SHOW Ft. Wayne, IN www.oldfortmustangers.com

7.20 30TH ANNUAL MUSTANGS & AMERICAN IRONS SUMMER ROUND-UP Marlborough, MA www.mccne.com

2014

VENDOR DISCOUNTS New vendors - buy two spaces and get one free! All Vendors attending multiple events receive additional savings with our new multi-show discounts. CALL TO RESERVE SPACE!

June 6-8, 2014

Carlisle PA Fairgrounds

Celebrating 110 Years of Ford Motor Company

Featuring Ford, Lincoln, Mercury and Euro Ford Vehicles

Ford Go Further Ride & Drive Experience Test Drive the New Models

2,800+ Show Vehicles SHOWFIELD SPONSORED BY

NATIONAL PARTS DEPOT

Including More than 180 Classes Participant Judging and Celebrity Choice Awards

2,700+ Vending Spaces

Shop Our Huge Swap Meet, Car Corral and Manufacturers Midway

Celebrating the 50th Anniversary of the Mustang

2015 Model on Display

Professional Installations Ford Racing Garage Onsite

Free Expert Seminars Autocross Driving Course Fun for the Entire Family

Special Guests, Burnout Contest, Women’s Oasis, Kids’ Activities, Beauty Pageant, Downtown Carlisle Parade & Street Party

Ford Birthday Party on Friday Featuring More than 70 Classes

50 YEARS of Mustang

Tent Display with Each Production Year Indoor Factory-Built Specialty Mustang Display

Don’t Miss The Excitement. Register Your Car Today!

Children 12 & Under Admitted Free

CarlisleEvents.com 717-243-7855 Stay Connected

PREFERRED CAR CARE PRODUCTS

PREFERRED COLLECTOR CAR MARKETPLACE

PREFERRED AUTO PARTS STORE

OFFICIAL CLASSIC CAR INSURANCE

OFFICIAL AUTO TRANSPORT COMPANY

OFFICIAL SHOWFIELD SPONSOR

ISSUE 21 MUSTANG MAGAZINE

CALENDAR 7.20 ALL-FORD ROUND-UP AT ORCHARD FORD Kelowna, British Columbia, Canada www.okmustangsandfords.com.

7.26 ANNUAL MCT MID-ATLANTIC CAR SHOW Portsmouth, VA www.mustangcluboftidewater.com

7.26 MUSTANG 50TH YEAR CELEBRATION Oakville, Ontario, Canada www.ghma.on.ca/wp/

7.31 MUSTANG RALLY OF THE FINGER LAKES Phelps, NY www.mustangrallyofthefingerlakes.com

AUGUST

8.23 20TH ANNUAL SHOW AND SHINE Oak Harbor, WA www.islandclassicmustangclub.com

8.28 – 9.1 35TH INTERNATIONAL MUSTANG MEET Richmond, British Columbia, CANADA www.gvma.org/

8.29 – 8.30 FUN FORD WEEKEND Bristol, TN

www.funfordweekend.com

SEPTEMBER 9.6 – 9.7 FUN FORD WEEKEND AT AUTO CLUB FAMOSO RACEWAY Bakersfield, CA www.funfordweekend.com

8.1 – 8.2 25TH ANNUAL ALL FORD CAR SHOW Springfield, MO

9.7 35TH ANNUAL MUSTANG POWER SHOW Manchester, CT

8.3 A DAY AT THE PARK Bourbonnais, IL

9.7 LUCAS FORD’S 8TH ANNUAL ALL FORD STAMPEDE Southold, NY

www.gomc.org/

www.northernmustangcorral.com

8.3 25TH ANNIVERSARY MUSTANG ROUND-UP Girard, PA www.lemoc.com

8.9 20TH ANNUAL MUSTANG AND FORDPOWERED SHOW Harrisonburg, VA www.valleymustangsunlimited.com

8.10 22ND ANNUAL MUSTANG & ALL FORD SHOW Tacoma, WA www.piercecountymustangclub.com

8.7 – 8.10 MCA NATIONAL SHOW Lincoln, NE

www.hoofbeatoflincoln.com

8.16 23RD ANNUAL DEALER-DAY CAR SHOW Schenectady, NY

www.mccne.com

www.mscli.com

9.13 FAVORITE FIFTY OF FALL CAR SHOW Amsterdam, NY www.nyasmc.com

9.13 FUN FORD WEEKEND AT MAPLE GROVE RACEWAY Reading, PA www.funfordweekend.com

9.14 17TH ANNUAL FREEHOLD ALL-FORD SHOW Freehold, NJ Bob Barranger; 908.451.580 barranger@cornerstoneag.com

9.19 – 9.20 FUN FORD WEEKEND AT PALM BEACH INTERNATIONAL RACEWAY Jupiter, FL www.funfordweekend.com

www.nyasmc.com

OCTOBER

8.17 36TH ANNUAL ALL FORDS & AMERICAN IRON CAR SHOW Auburn, MA

10.2 – 10.5 16TH ANNUAL NMRA ALL-FORD WORLD FINALS AT BEECH BEND RACEWAY Bowling Green, KY

www.mccne.com

MUSTANGMAGAZINEONLINE.COM

www.nmradigital.com/

10.4 4TH ANNUAL GRAND STRAND MUSTANG STAMPEDE AND CLASSIC FORD SHOW Myrtle Beach, SC www.carolinamustangclub.com

10.4 FRANKLIN FALL FESTIVAL CAR SHOW Franklin, VA www.mustangcluboftidewater.com

10.4 5TH ANNUAL ALL FORD POWERED CAR & TRUCK SHOW Inverness, FL www.naturecoastmustangs.com/events.aspx

10.5 34TH ANNUAL MUSTANGS & AMERICAN IRON FALL ROUND-UP & SWAP MEET Warwick, RI www.mccne.com

10.9 – 10.10 MUSTANGS IN HISTORIC SAVANNAH – HIGH-PERFORMANCE TRACK DAYS Bloomingdale, GA www.hookedondriving.com

10.10 – 10.12 MCA NATIONAL SHOW Savannah, GA

www.mustangsinhistoricsavannah.com

10.12 33RD ANNUAL REGIONAL MCA SHOW Hot Springs, AR www.centralarkansasmustangers.com

NOVEMBER 11.8 FUN FORD WEEKEND AT TEXAS MOTORPLEX Ennis, TX www.funfordweekend.com

11.15 ANNUAL VIRGINIAN PILOT JOY FUND CAR SHOW Portsmouth, VA www.mustangcluboftidewater.com

ISSUE 21 MUSTANG MAGAZINE

N EW PARTS

RADIO SUPPRESSORS Virginia Classic Mustang announces the availability of their new radio suppressors. There are specific styles for ’65, ’66, and ’67-’71 models. They all feature correct zinc plating, wiring connectors, and Ford numbers and markings. This is a Ford-licensed part. Virginia Classic Mustang www.virginiaclassicmustang.com (540) 896-2695

CUSTOM LED LIGHT FOR AMBER TURN SIGNALS Mustang Project has a new LED light made specifically for front or rear amber turn-signal lamps. The potential power rating of this lamp is 80 watts. They fit every year of the early Mustang. Mustang Project www.mustangproject.com (800) 631-0507

GARAGE FLOOR TILES Transform your garage with Swisstrax interlocking floor tiles. A licensee of Ford and Shelby, Swisstrax can reproduce any of the logos for their customers. They even have Ford Blue as one of their colors because Ford uses their flooring for all of their events. Swisstrax www.swisstrax.com (866) 748-7940

MUSTANGMAGAZINEONLINE.COM

’67-’68 SHELBY HUBCABS FOR 10-SPOKE WHEELS Scott Drake introduces its new Shelby Cobrastyled steel hubcaps for 10-spoke wheels. These hubcaps feature show-quality chome plating; a highly detailed Shelby snake emblem; and an OEM-correct, gold accent-colored background. Scott Drake www.drakeautomotivegroup.com (800) 999-0289

ISSUE 21 MUSTANG MAGAZINE

THE TASTE OF TEXAS A DRIVING QUEST FOR THE LONE STAR STATE’S SUPER SEVEN BBQ SPOTS story and photography by Jim Kreuz

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We snagged a parking spot in front of Smitty’s BBQ, and before you could say, ‘Two pounds of BBQ ribs,” we had a crowd gathered around this gorgeous ’68 California Special. It was a car show in itself. This is what you would think is the primary entrance, the store front, but it isn’t the one Smitty’s regulars use. They prefer the back entrance off the gravel parking lot.

The unforgettable aroma draws long lines of customers stretching out the door, shifting their taste buds into overdrive. We’re talking BBQ — smokin’ meat over a hardwood fire. It’s what Texans are most proud of. Not football, not the Alamo. We spent two days rolling across central Texas in search of its best BBQ joints: those with great food and atmosphere and that special something that eludes description. Joining us for part of the quest were Denise and Dick Wakefield, owners of this superb ’68 California Special.

#1 BBQ CITY ON THE PLANET Any Texan can tell you that Lockhart is the BBQ capital of the state. With a modest population of 13,000, Lockhart boasts four superb BBQ restaurants serving brisket, smoked sausage, and pork ribs. Not beef ribs — they’re like Texas football players — too tough for “out of staters.” Three of Lockhart’s four BBQs — Smitty’s, Kreuz’s and Black’s — are regulars on Texas Monthly magazine’s annual Top 5 list, making Lockhart the #1 BBQ city on the planet. It was also where we were going to meet the owners of the California Special. SMITTY’S MARKET – LOCKHART First up had to be Smitty’s Market, situated in an old, red-brick building, that’s been smoking meat for more than 75 years. Waiting in line to order you’d think their A/C was out. It wasn’t. You’re just 10-or-so feet from the smoker pits when you place your order, and it’s hot. But it’s worth the suffering. If you don’t get to Smitty’s by 11:15 a.m. for lunch, you’ll be in a line stretching out into the parking lot. And don’t forget, there are three other BBQ restaurants in this tiny town. They don’t serve their outstanding brisket — a cut of beef from the breast — with BBQ sauce. I wish they did. Word to the wise: don’t ask for sauce. We skipped eating at Smitty’s today because I didn’t want them cutting up my debit card (I have the same last name as their #1 competitor in town: Kreuz). ISSUE 21 MUSTANG MAGAZINE

’68 CALIFORNIA SPECIAL At Smitty’s we met up with Denise Wakefield, her husband, Dick, and their sharp ’68 silver California Special Mustang. Looking at Denise, I thought I was seeing Courtney Hansen, the TV car-show personality. She spoke car lingo, too. The California Special (CS) was real and has been in Denise’s family since she was two years old. In 1972, her father purchased this San Jose–built ride, complete with maroon paint, white side stripe, 302 four-barrel, and automatic transmission while living in Libby, Montana. She remembers shivering in the back seat as an elementary student waiting for the heater to kick in, and suffering through 25 below zero temperatures while living in Bemidji, Minnesota. No wonder she lives in Texas now. The dual exhaust let you know it meant business. The bodywork and silver paint were inspiring and made the lines on this car stand out. It’s not a surprise the CS is mistaken for a Shelby, with side scoops and trunk-lid spoiler, and a hood with recessed turn-signal indicators. Only 3,867 of these CS/GTs (California Specials with GT package) were produced. It looks like a notchback Shelby because the design idea actually came from a Shelby coupe prototype — Craig Jackson’s Green Hornet — that never made production. Options available for the CS included ’65 T-bird nonsequential tail lights, pop-off gas cap, fiberglass trunk lid, nonfunctional side scoops, chrome “California Special” script, body striping, fog lights, and blacked-out front grille. Standard Mustang engine sizes, body colors, and options were also available. It’s a shame they didn’t make more of these highly desirable rides. Suspension on the CS/GT was deliberately tight, the transmission shifted smoothly, and the engine response to the throttle action was immediate. No problems there. Only the steering control was questionable; a rebuild is in order soon. You would have thought the Wakefields’ '68 CS was on the dessert menu judging by the attention it received outside Smitty’s. We had to disperse onlookers to complete our photo shoot before the dark skies opened up. The first few raindrops coincided with the final camera shutter click, and we quickly loaded the rumbling California Special into its enclosed trailer. I wanted to spend more time with this sweet ride, but the weather squelched that. We opted instead for dinner at Kreuz Market nearby. KREUZ MARKET – LOCKHART The three oldest BBQ digs in Lockhart are all within a short walk of downtown’s old, red-brick buildings, so the drive to our next destination was short. We pulled into the Kreuz Market parking lot and dashed inside. Moments later we were ordering brisket, sausage, and pork ribs for dinner. Like Smitty’s, you order a “car length” from the smoker pits that raise the room temperature way above the comfort zone — a small price to pay for what follows. We left the Kreuz’s “sauna room” and into the air-conditioned dining area where we picked up side dishes, drinks, and plenty of napkins. I didn’t want to get any of the juice on my Shelby Mustang T-shirt. The meat was outstanding, but the conversation was what was really memorable. Courtney, I mean Denise, told us during dinner that she had dreamed of owning the family’s California Special since she was 16, and in 2009 it became hers. The original 302 four-barrel engine had required only a single valve replacement in its 199,000-mile life, but the body needed some major cosmetic surgery. Ed Franklin at Refinish Tech in Casper, Wyoming, performed the restoration work, while Denise ordered all of the parts. Judging by the wide grin on her face, she received tons of satisfaction from sourcing the correct replacement parts at a good price. In the fall of 2010, Denise and Dick moved to Texas, leaving their “baby” with Norm Jackson of Jackson Auto in Casper to complete the motor, transmission, and exhaust installation. In May 2011 it came home to Texas. What a beauty. The silver paint job was flawless, and the sound from the exhaust was a siren call (Greek mythology temptress) no muscle-car fanatic could resist. All that’s left for the Wakefields is to rebuild the manual-steering setup or upgrade to power steering. That, and find room in their home for all the car-show trophies they’ve been accumulating. 36

MUSTANGMAGAZINEONLINE.COM

Only 3,867 CS/GT (California Specials with GT package) were produced. The design idea actually came from a Shelby coupe prototype that was never placed into production. Sales primarily took place west of the Mississippi.

Denise and Dick Wakefield, about to enter Kreuz Market. Rick Schmidt, owner of Kreuz’s, relocated his famous BBQ restaurant from its original location — Smitty’s Market’s red-brick, present-day establishment — to this new, massive structure in 1999. Rick’s father purchased the original building and business from the Kreuz family in 1948 and kept the name. Rick’s sister is the owner of Smitty’s.

This fully restored 302 engine just purrs. No expense was spared here, including the chromed export brace behind the air cleaner and Monte Carlo bar in front. All that remains is to rebuild the steering box or convert to power steering. I prefer the manual steering myself.

ISSUE 21 MUSTANG MAGAZINE

Top Left: Iron Works BBQ, in Austin, looks and feels like a good ol’ Texas eatery. Its historic exterior seems to tug at customers to come inside for not just the food but the experience of what it was like in this town 80 years ago. Top Right: At Iron Works you’ll see the entire gamut of people here: lawyers and state representatives in suits and ties, everyday workers in blue jeans and T-shirts, and, once a month, the local SABR (Society for American Baseball Research) chapter meets here as well. A product from the old Iron Works hangs from the ceiling.

IRON WORKS BBQ – AUSTIN You know your meal is going to be an experience the minute you step inside this 80-year-old iron-works facility that was converted to a restaurant in 1978. Iron Works BBQ in Austin has floor-to-ceiling windows looking out onto a valley of greenery. Spectacular. What sets apart this eatery from the rest is what’s lathered onto the brisket and ribs — their own seasoned “rub” and BBQ sauce (available in regular and spicy).

Bottom Left: In downtown Luling, City Market may not look like much. But looks can be deceiving. The BBQ is superb, and the smoked sausage and sauce are the best you’ll find on this planet. I’m salivating just thinking about it. And the Blue Bell ice cream makes for a fabulous dessert. Bottom Right: Luling City Market BBQ plate: sausage, brisket, and ribs, with a few pickles. Yes, I know, it looks like butcher paper, but in Texas that’s how the older BBQ restaurants serve their meat. Silverware? Who needs that? Don’t forget the napkins.

COUNTY LINE BBQ – SAN ANTONIO Seventy-nine miles southwest of Austin is San Antonio’s tastiest attraction: County Line BBQ, located right on the popular Riverwalk. Get there early, or you’ll be waiting for a table. And be sure to visit the nearby Alamo. If you peruse all the shops along the way, the 10-minute walk to the site of the battle that eventually gained Texas its independence will fill your afternoon and help work off that dessert. LULING CITY MARKET – LULING Between San Antonio and Houston is the small town of Luling, where you’ll find the best smoked sausage and BBQ sauce in Texas — at Luling City Market. Their ribs and brisket are hard to beat as well. In fact, Newsweek magazine named City Market one of the top 101 restaurants in the world in 2012, and only 14 of the 101 were from the United States.

MUSTANGMAGAZINEONLINE.COM

If the weather is bad along the San Antonio Riverwalk, you’ll want to eat inside at County Line BBQ. Otherwise, stake your claim to a table outside where you can “people watch” as well as soak up some sun.

JOE’S BAR-B-Q – ALVIN Alvin, Texas, is home to baseball Hall of Famer Nolan Ryan, and Joe’s Bar-B-Q. Nolan has since moved from Alvin, but when he does return you’ll often find him at Joe’s. And for good reason: he knows his BBQ. Our favorite here is the BBQ baked potato, large enough to feed two, tasty enough to “forget” to share. BRIAN’S BAR-B-Q (& BRIAN’S SECRETS) – CLUTE There isn’t much conversation among the seated customers at Brian’s Bar-B-Q. They’re too busy chowing down on ribs, sausage, and brisket, all lathered in Brian and Mary Ann Devine’s secret sauce. They also possess a “secret smoker,” a specially designed, rotating 12-rack pit that’s the key to the flavor of their meat. Brian has a secret test he gives to the packaged brisket he has delivered weekly to ensure it’s tender. But there’s no secret to their success: it’s their friendly, family-like atmosphere. ALMOST MADE THE CUT Texans are almost as loyal to their favorite BBQ stand as they are to their football teams. Some sell out of meat daily, sending their followers elsewhere. Fortunately, many places that didn’t make our list offered wonderful BBQ. When (not if) you make the trip to Texas, be sure to sample the servings from at least one of these seven fine establishments. We guarantee you will leave satisfied. And smiling. And most of all, stuffed.

Top: Brian, owner of Brian’s Bar-B-Q in Clute, on the left, and Kevin on the right, about to take some meat off their warming pit. Chickens, brisket, smoked sausage, and ribs make choosing difficult. Their chopped beef is my favorite. What separates Brian’s Bar-B-Q from the rest is the way they trim their brisket. You won’t find any fat, either on the brisket or in the chopped beef. Just beef. Go heavy on the BBQ sauce. Bottom: Brian’s is a very popular place. Arrive late and you’ll be parking your ’66 Shelby GT 350H out on the street. No playing favorites here.

Joe’s Bar-B-Q in Alvin is a Brazoria County landmark. You won’t find any health food on their menu, other than the salad bar. Just good ol’ Texas BBQ.

MUSTANGMAGAZINEONLINE.COM

ISSUE 21 MUSTANG MAGAZINE

T RAVEL

1 FABULOUS FORDS FOREVER AT KNOTT’S BERRY FARM Buena Park, CA April

2 DIABLO VALLEY MUSTANG ASSOC. CAR SHOW Brentwood, CA May

ATTRACTIONS

ANNUAL EVENTS

NATION

3 MUSTANGS IN THE PARK Woodland Hills, CA May

4 BIGGEST LITTLE CAR SHOW Suisun City, CA May

California Edition 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 PONIES BY THE SEA

19 MT. SHASTA

Ventura, CA October

Mt. Shasta, CA (800) 926-4865

11 CALIFORNIA AUTO MUSEUM

20 PETERSEN AUTOMOTIVE MUSEUM

Sacramento, CA (916) 442-6802

Los Angeles, CA (323) 930-2277

12 DISNEYLAND

21 ROUTE 66 MOTHER ROAD MUSEUM

Anaheim, CA (714) 781-4565

13 FLIGHTDECK AIR COMBAT CENTER FLIGHT SIMULATOR Anaheim, CA (714) 937-1511

Danville, CA (925) 736-2280

23 USS PAMPANITO SUBMARINE MUSEUM

Danville, CA June

Felton, CA (831) 335-4484

San Francisco, CA (415) 561-6662

6 VINTAGE MUSTANG OWNERS ASSOC. CAR SHOW

15 GOLDEN GATE PARK

Long Beach, CA July

8 MUSTANGS AT QUEEN MARY Long Beach, CA September

9 FUN FORD WEEKEND AT AUTO CLUB FAMOSO RACEWAY Bakersfield, CA September

MUSTANGMAGAZINEONLINE.COM

25 ANDY’S BAR-B-QUE

22 SUPER-SWANK BLACKHAWK AUTOMOBILE MUSEUM

5 PONIES & SNAKES CAR SHOW

7 CALLING ALL CARS

Pomona, CA (909) 622-1206

Barstow, CA (760) 255-1890

14 ROARING CAMP RAILROADS’ REDWOOD FOREST STEAM TRAIN

Cupertino, CA June

24 WALLY PARKS NHRA MUSEUM

RESTAURANTS

MUSTANG

San Francisco, CA (415) 831-2700

16 JELLY BELLY FACTORY TOUR Fairfield, CA (707) 428-2838

17 MARITIME MUSEUM San Francisco, CA (415) 561-7100

18 MERCER CAVERNS Murphys, CA (209) 728-2101

EMMA JEAN’S HOLLAND BURGER CAFÉ Victorville, CA

Santa Clara, CA (408) 249-8158

26 AT LAST CAFÉ Long Beach, CA (562) 437-4837

27 BETTE’S OCEANVIEW DINER Berkeley, CA (510) 644-3230

28 BRUNO’S BBQ Scotts Valley, CA (831) 438-2227

29 BUBBA’S DINER San Anselmo, CA (415) 459-6862

64 63 44 34 11 46

37 36 4 43 23 6916 74 29 22 17 27 61 5 15 41 58 59 25 6 72 45 28 42 14

30 EMMA JEAN’S HOLLAND BURGER CAFÉ Victorville, CA (760) 243-9938

31 GAFFEY STREET DINER San Pedro, CA (310) 548-6724

35 JAY BEE’S BBQ Gardena, CA (310) 532-1064

36 JOE’S CABLE CAR RESTAURANT San Francisco, CA (415) 334-6699

37 MEL’S DRIVE-IN San Francisco, CA (415) 387-2255

Oceanside, CA (760) 722-5220

38 THE OINKSTER

33 IN-N-OUT BURGER

Eagle Rock, CA (323) 255-OINK

Costa Mesa, CA (and throughout California) (800) 786-1999

39 PEGGY SUE’S DINER

Sacramento, CA

(916) 442-4044

32 HIGHWAY 101 CAFÉ AND MUSEUM

34 JAMIE’S BROADWAY GRILLE

Yermo, CA (760) 254-3370

9 65

21 39 30 3 73 68 2 10 62 38 56 1 26 66 67 54 20 8 24 47 51 52 35 55 50 13 7 48 12 31 70 33 53 57 32 49

40 RAMONA CAFÉ Ramona, CA (760) 789-8656 ISSUE 21 MUSTANG MAGAZINE

T RAVEL 41 RUDY’S CAN’T-FAIL CAFÉ

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Victor Sarguis’ ’72 Sprint Mustang coupe goes mod story and photography by Nelson Cardadeiro

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ISSUE 21 MUSTANG MAGAZINE

ord’s Sprint option goes back a ways, to 1966. The Sprint package disappeared for a few years, but returned for 1972 with a bang. In late February 1972, Ford reintroduced the Mustang Sprint as a bold, patriotic appearance option tied in to the 1972 Olympics. Available on the hardtop and SportsRoof, all Sprints were painted white, with red and blue stripes on the hood, rear panel, and lower body sides. The USA shield emblem on the rear quarter-panel struck a patriotic theme. In addition to the unique paint scheme, Sprints came with the Exterior Decor Group (honeycomb grille and colorkeyed front bumper, hood, and fender moldings), E70x14 whitewall tires mounted on steel wheels with flat-brushed aluminum hub caps with trim rings, and dual colorkeyed racing mirrors. This combination was known as Package A. Package B included 15-inch Magnum 500 wheels in place of the hubcaps and trim 48

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rings, making Competition Suspension a mandatory option. For the interior, Ford didn’t take any shortcuts as unique blue Lambeth cloth inserts with white vinyl trim were used on the seats along with white interior trim and color-keyed carpet. Incidentally, Ford sold similarly themed Mavericks and Pintos. Mustang Sprint production came to 6,247 hardtops and 3,086 SportsRoofs. A special run of fifty convertibles were built for the Washington D.C. Cherry Blossom Parade held April 8. Each of the fifty cars represented one of the fifty states. After the parade, they were sold by local Ford dealers. The Sprints were not a performance package, though any engine except for the R-code 351 HO was available. The majority, including all fifty convertibles, were powered by the 302-2V. The rarest engine in a Sprint is the 266hp Q-code 351-4V Cobra Jet. Victor Sarguis’ Sprint featured here came from the factory with the 351 Cobra Jet and

four-speed manual transmission. Just ninety Sprint hardtops in 1972 came with the 3514V CJ. Victor found the hardtop in the summer of 1993 at a body shop next door to where he worked. The original owner’s son had just wrecked the left front corner of the car and hadn’t made a decision if he wanted to repair it or not. Victor made an offer to buy it, and it was quickly accepted. Victor moved from Silicon Valley to the Sacramento area in July 1994 with the Sprint in tow. He soon began working on it and had it repainted by his friend Randy Stone. Plans were to bring it back to its original glory as a B Package Sprint, but the plans got derailed. The 351 engine began to burn oil, so Victor parked the car for a bit while he considered how to proceed. In 2005 a buddy told him about a professionally built 460 and C6 automatic combination for sale at his shop. Knowing full well that the 385-series 429 was installed in the exact ’71 Mustang

Victor didn’t know how rare his Mustang was at the time, but he had an inkling that there weren’t many. All he knew was that he wanted to get back in the saddle and have some fun.

ISSUE 21 MUSTANG MAGAZINE

EARLY SPRINTS 1966 The mid-1966 release of the Sprint 200 option group was initially promoted as the Millionth Mustang Success Sale. It was also a way to entice buyers into a six-cylinder Mustang, as for a time there was a shortage of 289 V-8 engines. The Sprint 200 was a sport package specifically centered on the 200 sixcylinder which was plentiful. It consisted of: • deluxe wire wheel covers • painted body side accent stripes, color matched to the car’s interior • center console • deletion of the chrome quarter ornaments • chrome air cleaner with a Sprint 200 decal

1967 For 1967 and 1968, Ford renamed it the Sports Sprint. The ’67 edition included: • louvered hood with recessed turn signals • whitewall tires • full wheel covers • bright metal rocker panel moldings • chrome air cleaner • vinyl-covered shift handle with automatic transmission

1968 The Sports Sprint package was available for both six-cylinder and V-8 Mustangs in 1968. The six-cylinder package consisted of: • GT stripes • pop-open gas cap • full wheel covers • Argent Styled Steel wheels with Wide Oval tires on V-8 cars • GT fog lamps, for GT style without the GT price

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engine bay, Victor decided to give this some thought. He didn’t know how rare his Mustang was at the time, but he had an inkling that there weren’t many. All he knew was that he wanted to get back in the saddle and have some fun. He decided to go ahead with the conversion to a big-block and also to go a bit on the wild side with it. The engine was built with 10.5:1 compression by L.J.’s Performance in Napa, California. Victor topped it off with a Weiand tunnel ram with two Holley 600-cfm carburetors. A Keith Jackson gear drive operates the cam, and a beefed-up C6 automatic handles the engine’s massive torque. Victor added a Gear Vendor overdrive which actually makes this beast a nice cruiser when teamed with the Ford 9-inch Traction-Lok rearend with 3.50:1 gears. Custom Crites Performance Headers replace the stock

ISSUE 21 MUSTANG MAGAZINE

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exhaust manifolds, and Flowmaster Mufflers feed into 2½-inch tailpipes. Victor added a trick set of electric cut-outs, too. Horsepower is estimated to be around five hundred. Two years ago at Fun Ford Weekend at Sacramento Raceway, the Sprint sprinted through the quarter-mile at 12.0 at 113 mph on street slicks. Victor enjoys taking it to shows all over Northern California and has won over twenty awards. He makes sure to take it out at least twice a week as it’s a big head-turner on the street, especially with the tunnel ram and patriotic paint theme that many people think is a custom job. California has long been a seat of hot cars and hot rodding, even for manufacturers. It’s been the birthplace of Shelbys and California Specials. Victor Sarguis’ ’72 Sprint mod is yet another version of maxi-motored Mustang, done California style.

ISSUE ISSUE21 21 MUSTANG MAGAZINE

OF PURPOSE P H I L F L O R I O ’ S M I N I M A L H I - P O M U S TA N G H A S M A X I M U M M AG I C

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S T O R Y A N D P H O T O G R A P H Y B Y T O M S H AW

It’s tradition — the young bride wears white. It’s a symbol of fidelity, of purity. So it’s fitting that white is the color of Phil Florio’s ’64½ Mustang. It’s pure of design, of intent, of message, of purpose. It’s pure Mustang spirit. Phil was a young car enthusiast in the New York area, when on a nice spring day he learned of the new Mustang that was about to be introduced. He says, “One day in

April 1964 I was reading an article in Hot Rod Magazine. It talked about the new Mustang with the optional K-code Hi-Po engine.” The story showed a pre-release Hi-Po coupe kicking up dust and laying down tracks. Phil was smitten. “I knew instantly that I wanted this car,” he says, so he wasted no time in putting his name on the list. “I went down to my local Ford dealer,

Ronkonkoma Motors in Centereach, New York, and spoke to a salesman.” But the salesman, as often happens when dealing with well-informed enthusiasts, was not up on his company’s latest offerings. “He said he had not received any information about this special engine and package.” But Phil would not be put off. “I told him to order the Mustang

ISSUE 21 MUSTANG MAGAZINE

This is an especially early Hi-Po, built at the Dearborn Assembly Plant on July 11, 1964.

from the information in Hot Rod. He finally agreed and wrote on the order to build it with the 289 High Performance, if such a thing was available.” Phil put down $100 as a deposit and told the salesman to let him know when the car would arrive on the transporter, because he would drop everything to be there to see it. Ford was slammed with orders for Mustangs of all types, including Hi-Pos, so it took a while to fulfill the order. In August, Phil got the call he’d been waiting for. “[The dealer] called, and I was there when the truck arrived,” Phil remembers clearly. “It was on the upper rack, shipped in a bag.”

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Yep, kept pure, unsoiled. Phil said “I do” by trading in a ’61 Ford convertible and signing on the dotted line. Then the white Hi-Po was his. It was pretty basic: a Wimbledon White coupe with black vinyl interior, AM radio, and padded visors. The only other options were the “289 4V HI PERF” for $334.60, and the mandatory FOUR SPEED TRANSMISSION” for $188.” Noted in the paperwork was the minimal warranty — “3 MOS OR 4000MI POW TRN WARRANTY.” Ford didn’t want to be on the hook for the many burned-out clutches, broken motor mounts, bent valves, and other unfortunate consequences of heavy use.

These days, the dressed-up ponies get lots of eyeball. The more options, the merrier. But may we point out that there is a wonderful purity of purpose to this finely focused coupe? Gingerbread is nice, but it has almost become so common that its absence has become a bigger draw. Here, less is more, and the real star of the show is the fiery 289 High-Performance engine and the four-speed transmission. And this seems like the perfect place for the 4.11:1 axle. This is an especially early Hi-Po, built at the Dearborn Assembly Plant on July 11, 1964, just a month or so after the 289 Hi-Po became available and a month before the changeover

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to the ’65s. In those earliest days of Hi-Po availability, you didn’t get to load it up with options. If you wanted the Hi-Po 289, you got that, the mandatory Top-Loader four-speed (automatic became an option in ’66), steep rear gears, and that’s about it. The ’64½ Hi-Po Mustangs are pretty basic coupes. Fastbacks weren’t available, nor was the deluxe interior. Phil says you can’t even hear the AM radio over the engine. Ford no longer has records of production, but Phil’s research shows that only ninety-four ’64½ Hi-Po Mustangs have been registered, and his is number sixty-one in the Hi-Po registry. Phil drove his Mustang. It was too much of a joy not to. He drove it to work at his job printing color brochures. It was a fifty-mile roundtrip, but he didn’t trash the car, and he never lost respect

for it. That feeling that he had when he saw it roll off the transporter never went away. Luckily, he carpooled with three other drivers, so the Mustang got some days off, too. He even drove it in the New York winters but was meticulous about an after-drive rinse-off. “I don’t care how cold it was. I’d get out the hose and spray down the undercarriage,” Phil says. It must have worked. To this day, the sheetmetal — floors, quarters, trunk — remains all original other than two small patch panels eventually needed at the base of the front fenders. But it was as a performance car that it really shined. In 1966 Phil had the engine removed and carefully balanced and blueprinted. He sent the cam to Crane and had each lobe checked, and the surfaces Parkerized, a hardening process. It has never been apart since.

Once back together, Phil’s coupe was a regular at area dragstrips like Islip, Englishtown, New Jersey, West Hampton, and New York National Speedway on Long Island, where he’d flat-tow the Mustang and change differentials laying on his back under the car in the pits. “I’d swap the pumpkin out for a 5.14, and I ran Atlas Bucrons. They may only last for twelve runs, but they were unbelievably sticky. Nobody could get me out of the hole,” says Phil, excitement still in his voice. “I ran on Sunoco 280; it was 106 octane. Those big-blocks and 389 GTOs were right on my bumper at the finish line. I won my class at West Hampton on jacket day, where they gave jackets to the class winners. I still have it.” The lugs for the tow bar are still visible under the front valance.

ISSUE 21 MUSTANG MAGAZINE

Its best ET was 13.08 at 105 mph, run by Phil’s brother-in-law, who wasn’t as emotionally invested in the car and didn’t mind running the living dog doo-doo out of it. Over the years, Phil was careful to save all of the paperwork that came with the car, including the window sticker, sales contract, build sheet, and assembly inspection form. He also saved every part he took off, with the exception of the original steel-core plug wires which got tossed somewhere along the way. Those saved parts came in handy when a sharpeyed judge spotted ’65-style door sills,

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which were slightly different from the ’64½ originals. Phil went into his attic, grabbed the originals, and had them polished and refurbed. Showing the car has been good for both car and owner. Phil has had a great time sharing his car and his story with other appreciative Mustangers, and judges have helped Phil improve the detailing, recently adding tower hose clamps, the proper fan shroud, an original-type Autolite battery, and N.O.S. hood pins with the correct dichromate finish. “This has all been corrected, and I got a Gold at the MCA Grand

National in Orlando,” he says. With 67,000 miles on it currently, Phil’s rare 289 Hi-Po coupe is an incredible find. He’s truly enjoyed a lifetime of ownership but acknowledges that someday it may need to go to a collector. “Sooner or later, your dream has to come to an end,” he says. When that time comes, Phil wants the car to wind up with someone who appreciates it and can give it the care it’s due. It’s only right that this Mustang’s story and originality are preserved, and that future generations can see it and appreciate its purity of purpose.

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ISSUE 21 MUSTANG MAGAZINE MustangMagazine_third_#23.indd 1

10/14/13 3:43:15 PM

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LEGEND SERIES #21

1964½ MUSTANG K-CODE COUPE OWNER: PHIL FLORIO SUMMERFIELD, FLORIDA photography by Tom Shaw

ISSUE 21 MUSTANG MAGAZINE

RESTORATION

TROUBLESHOOTING INSTRUMENTS

FIXING THE FLOW OF ELECTRICITY TO GROUND story and photography by Jim Smart

our Mustang’s instrument panel is probably one of the most trouble-free components there is — at least until something goes wrong. Turn the key and the needles either don’t respond or peg. Perhaps your temperature gauge wanders and you don’t know if your engine is overheating or too cold. How much fuel is actually in the tank? Is the battery really charging? What’s with the oil-pressure gauge? And what about the tachometer that hasn’t worked in years? There are two basic types of electrical instruments: the ammeter; and fuel, temperature, and oil pressure. Ammeter

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function is completely different from the others. Fuel, temperature, and oil-pressure gauges are actually the same instrument with different faces and senders. Where they differ is in the sending unit, and some minor calibrations. There’s also the occasional tachometer and clock. The speedometer and clock won’t be covered here because each is mechanical. Fuel, temperature, and oil-pressure gauges work the same way. When you turn the ignition on, switched power arrives at the instrumentvoltage limiter on the back of the cluster, which feeds the gauges a constant, regulated

5.0 volts. Power travels through the instrument to ground via a sender or sending unit. The sender is a variable resistor that controls the flow of power to ground, depending upon conditions. When a lot of power flows to ground, the needle maxes out. When power is limited or nonexistent to ground, the gauge reads low. Coolant temperature and oilpressure senders are located at the engine. The fuel-sending unit is located in the Mustang’s fuel tank and is regulated via a float, which sets the resistance to ground. Those are the general principles. Now let’s get into specifics.

1 2 3 4 5

Behind your Mustang’s instrument panel is a bunch of wiring. Each wire is a color-coded electrical highway with an origin and destination. A wiring diagram, or schematic, found in your Ford Shop Manual, shows where each wire begins and ends. The ’65-’66 Mustang instrument wiring is integral to the main harness. In ’67-’68, the instrument panel has its own plug-in harness for easy service. The ’69-’73 instruments are simplified with printed circuits and a single plug from the main wiring harness. Power to the instruments begins here at the instrument voltage regulator, which steps the car’s 12 volts down to a constant 5.0 volts via a bimetallic switch that “buzzes” on and off. From 1969 to 1973, Mustang instrument panels had printed circuits, an idea borrowed from General Motors, which had printed circuit instrument panels in the early ’60s. The voltage limiter connects like a 9-volt battery with male/female buttons in the printed circuit map. All instrument panel circuits are connected via this printed circuit panel, including instrument lighting. This is a ’71-’73 cluster with printed circuits and integral voltage limiter. Paul Gammerino of Mustangs & Fast Fords of Orange County in Santa Ana, California, says that malfunctioning voltage limiters are the most common reason why instruments become troublesome. Original points types (left) can now be replaced with solid-state (right), offering long, trouble-free life.

ISSUE 21 MUSTANG MAGAZINE

RESTORATION TROUBLESHOOTING You’ll need a good digital multimeter for instrument troubleshooting. Switch it to ohmmeter settings to measure sender and instrument resistance. Gauge function is a matter of it works or it doesn’t. When a gauge becomes inoperative, you don’t need sophisticated test equipment to learn why. But a gauge rarely just quits. Usually it’s the sending unit, voltage limiter, or a bad ground. If one gauge quits, check the gauge and sending unit. If all gauges quit, check the voltage limiter first, then the grounds.

SENDER RESISTANCE VALUES

OIL-PRESSURE SENDER

Although you’re not likely to check sender resistance values, we thought you might like to know what they are. The quickest way to confirm a sender’s integrity without test equipment is to ground the lead and see what the gauge does. If it maxes out, replace the sender.

24 to 36 ohms at 8.0 psi or less

Resistance Value

8 to 17.5 ohms at 9.0 to 90 psi

COOLANT TEMPERATURE SENDER Model Year

Resistance

’65 and Early ’66

125 ohms @ 100 degrees F 17 ohms @ 220 degrees F

Resistance Value

’66 - ’69

125 ohms @ 100 degrees F 17.1 ohms @ 220 degrees F

70 ohms with an empty fuel tank

’70 - ’73

176 ohms @ 100 degrees F 24.1 ohms @ 220 degrees F

10 ohms or less with a full tank

FUEL SENDING UNIT

TACHOMETER There’s nothing to tachometer troubleshooting. Make sure you have power from the ignition switch and continuity from the ignition coil. Tachometer operation comes from the pulsing of ignition points. There are two leads: one black and one red. Red is switched power from the ignition switch. Black is the positive side of the ignition coil. This is a simple tachometer wiring diagram, which demonstrates where you need to troubleshoot. The main thing to remember is a good connection (continuity) between the tachometer and ignition switch and the ignition coil. If you have continuity between the tachometer and both destinations but it’s still not working properly, the next step is to have the tach checked by a professional. 66

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THE CLUSTERS

In the first generation, 1965-1966, Mustang instrument clusters are much like their ancestors with a main harness that feeds the cluster directly with sockets and connectors. Bulb sockets and instrument connections were an integral part of the main wiring loom behind the dash, which made removal and installation more involved. For 1967 to 1968, instrument clusters became modular in scope because installation was as simple as three multiplex plugs. For 1968, just two plugs. For 1969 to 1970, Mustang instrument panels were updated with printed circuits and quick-disconnect multiplex plugs. One main plug covered every function. This trend continued for 1971-1973 with easy-to-removeand-service clusters with printed circuits and quick-disconnect speedometer cables. Despite these well-publicized changes, instrument technology didn’t evolve until well after classic Mustang production was long over with. At that, instrument function hasn’t changed much since the ’60s. Basic principles remain the same.

9 10

This is a ’68 cluster with two simple multiplex plugs (circles) to connect all instruments and lighting. Each wire is color coded for easy troubleshooting, but the connectors will connect only one way. In 1969, Ford went to printed circuits, eliminating wires and related clutter, making these clusters the easiest to service. A quickdisconnect speedometer cable also arrived in 1969. The single connection makes the ’69-’70 clusters easy to work on. All instrument and lighting connections happen here. Disconnect this plug and the speedometer cable for easy removal. The instrument voltage regulator is incorporated into this printed circuit sheet. This is the ’69-’70 cluster at the ammeter. Because the ammeter gets quite a workout (heat), Ford used plastic insulators. This is a ’71-’73 cluster with a revised multiplex connection for easy service.

ISSUE 21 MUSTANG MAGAZINE

RESTORATION 11

SENDERS — WHAT THEY DO Senders are variable resistors, like your dining-room’s dimmer switch. They adjust how much current flows. Here’s how each sender operates. The coolant-temperature sender screws into the engine’s water jacket and measures coolant temperature. When cold, no current flows through the instrument to ground, which makes the needle read cold. As coolant heats up, the resistance begins to change and the sender begins allowing some current to reach ground. This current flow moves the needle off cold. The hotter the coolant becomes, the more current flows through the sender and instrument, and the farther the needle moves toward hot. Although temperature gauges can be alarming, there’s no need for panic — their movement isn’t always linear. The gauge reading on the high side doesn’t necessarily mean your car is overheating. Best to check coolant temperature at the radiator with the thermostat open and go from there. With coolant temperature in the 180- to 200-degree F range, the needle should be in the normal range. Oil-pressure senders work the same way. With the ignition on and engine off, there is high resistance and no current flowing to ground. The needle remains low. When you start the engine and build oil pressure, the sender allows some current flow to ground depending upon pressure. Like the coolant gauge, oil-pressure readout is not always linear. Oil-pressure gauges typically read somewhere in the normal range if pressure is adequate. If in doubt, connect a mechanical oil-pressure gauge to the engine block and record oil pressure cold, then hot. You want 10 pounds of oil pressure for every 1,000 rpm hot.

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Here are three sending units: coolant temperature (left), oil pressure for gauge (center), and oil pressure for warning light (right). Coolant temperature and oil-pressure senders are variable resistor senders, while the oil-pressure sender for a warning light is a simple on/off switch. When oil pressure drops below approximately 5 pounds, this sender closes, illuminating the OIL light. Here are two coolant temperature senders you should never see on a Mustang. A one-pin sender (left) is for a HOT warning light. A two-pin sender is for COLD and HOT warning lights with a two-pin plug. With the latter, you get a green COLD light, then red HOT if there’s an overheat. This feature was more common with Lincoln-Mercury vehicles. This is a fuel-level sending unit. It’s also a variable resistor, allowing varying amounts of current to flow to ground. When the tank is full, the float rises, allowing maximum current to flow to ground and making the gauge read FULL. Conversely, an empty tank allows the float to fall, causing high resistance, low current flow, and a LOW fuel gauge reading. This cardboard insulator prevents short circuits through the instrument panel. When gauges peg out at maximum, check three things: the voltage limiter, sending unit, and these insulator strips. A short to ground will cause the instrument to max out as will a bad voltage limiter or sending unit.

17 15

Instruments work with a simple needle, heating element (resistor), and a bimetallic strip. Current flow through the resistor heats the bimetallic strip, which expands and moves the needle. More current means more heat and more needle movement. Instruments can be calibrated for the low and high settings. An accurate minimum setting is the most important. The adjustment for the high reading is made through the back. Gauges are actually the same. Only faces and needles differ, along with sendingunit function. Sending units determine gauge function. Center-mounted gauges from 1971 to 1973 with the Instrumentation Group work the same; theyâ&#x20AC;&#x2122;re just located away from the instrument panel.

ISSUE 21 MUSTANG MAGAZINE

RESTORATION THE AMMETER: THE GOOD, THE BAD, AND THE BROKEN The ammeter differs from fuel, oil, and temperature gauges. It, rather loosely, indicates the battery’s rate of charge. Ammeters were never very accurate, which is why Detroit went to voltmeters. Ammeters indicate the flow of electricity either positively or negatively, but they don’t tell you much else. A voltmeter tells you exactly the way it is the minute you twist the key. You either have starting power or you don’t. Ford used two types of ammeters in classic Mustangs: induction and shunt type. Induction seems to be the most reliable and was used in the ’65-’66 five-dial clusters. They operate based on magnetic field and current flow. Shunt-type ammeters are wired right into your electrical system with a red and yellow plug. Most shunt-type ammeters have problems handling the charging system’s load; they burned out years ago and haven’t worked since. CAUTION: Never use an ammeter with a single-wire alternator conversion. This is a shunt-type ammeter common on most classic Mustangs from ’66-up. You can see heat damage. It’s suggested you bypass these shunt type ammeters, which gets them safely out of your Mustang’s electrical systems. This is especially important if you install a single-wire, highamp alternator, which should never be used with the stock ammeter. Here’s an induction-type ammeter in an early five-dial cluster. The black/yellow lead is main power from the battery.

NEW INSTRUMENTS FROM MFFOC 18 19

Paul Gammerino of Mustangs & Fast Fords Orange County showed us these cool reproduction gauges for ’65-’66 and ’69-’70 Mustangs. They’re authentic looking, with improvements that make them better than OEM. Once installed, they defy detection.

SOURCE

MUSTANGS & FAST FORDS OC

3001 S. Main St. Santa Ana, CA 92707 (715) 850-1500

www.mustangsandfastfordsoc.com

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ISSUE 21 MUSTANG MAGAZINE

R ESTORATION

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THE PROLIFIC ENGINE REMANUFACTURER SERVES RESTORERS WITH NUMBERSMATCHING SERVICE • BY TOM SHAW

ince the 1940s, Jasper Engines and Transmissions has been remanufacturing engines. They’ve done tons of ’em. You probably know they do large volumes of replacement engines for vehicles in normal service, but you may not know that they also offer their precision service to restorers who have to keep their irreplaceable date-coded and numbers-matching parts together. Engines are tagged so that all of the parts stay with a given job, and are reassembled after inspection and machining. Being able to get Jasper’s meticulous quality remanufacturing without having to lose your original components as cores is a big plus for those protecting a car’s originality. Jasper also offers quite a few optional services, ranging from power upgrades to providing photographs of each step of the remanufacturing process. They also remanufacture transmissions. We’re following along here as Jasper does their thing with a vintage Mustang 289.

Various unattached components that go with the engine are numbered and tagged so that they stay with the engine through remanufacturing and during assembly.

The 289 engine is received at the Jasper’s Indiana facility. This engine is tagged as an “Authentic Build,” which means it’s going be a stock-type engine. It’s photographed upon arrival to document its condition and completeness. This is the first in a series of steps needed to completely remanufacture the engine. Additional services are optional at the customer’s request.

Cylinder diameters are carefully measured and the dimensions recorded prior to cleaning and remanufacturing to determine if they have been previously machined. If necessary, Jasper can verify the thickness of a cylinder to make sure there’s enough material left for a service, and they can also sleeve a cylinder if that becomes necessary.

ISSUE 21 MUSTANG MAGAZINE

R P ESTORATION

Once the engine components pass inspection, the parts are staged and inspected as the remanufacturing process begins. The cam is also measured to determine if it has been changed from original.

Block castings are given a magnetic particle inspection to detect small cracks not easily seen by the unaided eye.

The castings and components have been tagged and are ready for cleaning. This ensures that the numbers-matching parts will stay together during the remanufacturing process.

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Cylinder-head bolt holes are cleaned with a wire brush. Clean threads assure proper torquing.

Several methods of cleaning the castings are used â&#x20AC;&#x201D; baking, media blasting (as long as it doesnâ&#x20AC;&#x2122;t harm the original ID numbers), and degreasing solvents. Finally, components are washed as the engine parts head for the next step.

Like blocks, heads are also inspected with magnetic particles to reveal tiny cracks. If cracks are found, some can be repaired, but sometimes the casting will have to be replaced. Ford blocks are pretty sturdy, but occasionally cracks are found in the lifter valley, around main saddles, or in the side of the block. Small cracks in cylinder heads between the valves are the most common.

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R ESTORATION

Other bolt holes, including these for the exhaust manifolds, get thoroughly cleaned with a wire brush. Proper torquing requires clean threads with no oil.

Precise tolerances are maintained during the honing process which brings the cylinders to their final size and finish.

A key part of the remanufacturing is the boring of the cylinders. Theyâ&#x20AC;&#x2122;re bored to a uniform diameter, commonly 0.040-inch over.

Crankshaft journals are machined to restore a smooth surface, and checked to confirm the exact size. Correct crankshaft specifications are key to long life and proper oil pressure.

All 289/302 blocks are honed with a torque plate to eliminate cylinder distortion, a common cause of blow-by.

Heads are resurfaced to ensure a flat surface and proper sealing with the block. The initial cut is 0.002, not enough to affect the compression ratio.

ISSUE 21 MUSTANG MAGAZINE

R ESTORATION

Valve seats get a three-angle valve job. Heads are later vacuum-tested after assembly to assure correct valve seating. The valve guides will be machined to an oversize to accept valves with oversized stems, or the guides will be replaced. All guides will have the same dimension.

The connecting rodâ&#x20AC;&#x2122;s piston pin end is heated and expanded to allow for a press fit of the pin into the piston.

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With the machining completed, heads (and blocks) are given a final wash before assembly begins.

Gary Burress, a 45-year veteran at Jasper, carefully assembles the 289 with the remanufactured rods and new piston/ring assemblies.

Valvetrain components are installed remanufactured head castings.

into

the

Rod and main caps, as well as all other bolts requiring precision torquing, are torqued to the proper spec.

Remanufactured cylinder heads are installed to begin the 289’s top-end assembly. Head bolts are torqued to spec in proper sequence.

Popular complete engines (Jasper’s internal term for long-block with oil pan and timing cover), like the 289, are live-run tested with inspections for vacuum, compression, pressures, and temperatures. A blacklight inspection is also performed for oil leaks.

The completed 289 is painted its Ford Blue color and is ready to ship — and ready for many more years of smooth power, reliable service, and long life.

MEANWHILE, ONCE THE ENGINE’S DONE… Bryan Davis owns and operates B&M Automotive Repair in Mansfield, Texas (Dallas area), has installed his share of Jasper engines, and says enthusiastically, “They fire up first time, every single time.” Bryan says that customers with worn-out engines, faced with their options, choose a Jasper reman eight out of ten times because of the value for the cost, high-quality of the engine, and transferrable, nationwide threeyear, 100,000-mile warranty. B&M receives their engines in a freight container, carefully wrapped in plastic. Brackets and accessories — alternator, power steering pump, air conditioner compressor — whatever is called for, are installed and the remanufactured is dropped in place. Bryan recommends breaking in the fresh engine with

light throttle and varying the engine speed for the first 500-750 miles, then sticking to regular oil changes. The engine in this article was owned and sent to Jasper for remanufacturing by Steven Dyer. He bought a ‘65 Mustang a couple of years ago, and the engine developed what sounded like an exhaust leak. Steven took it to B&M Automotive where it was found to have connecting-rod problems. It was sent to Jasper, then reinstalled in the Mustang. It has given the Mustang a new lease on life, and Steven says that he feels the value for cost was “…well worth it.” He also reports that the engine operates perfectly and runs very strong. In fact, when we talked, he had another engine from another car going to Jasper for the same service.

SOURCE: JASPER ENGINES AND TRANSMISSIONS 815 Wernsing Rd. Jasper, IN 47546 (800) 827-7455 www.jasperengines.com

ISSUE 21 MUSTANG MAGAZINE

DIAGNOSTIC DETECTIVES

THE CASE OF THE ERRANT CURRENT

hen your tire is flat, you know what to do. When your gasket leaks, you know what to do. When your electrical system goes wonky, working right sometimes and sometimes not, the remedy is not always obvious. When the individual components check out good, but the system doesn’t work, what do you do? That’s why everyone hates electrical problems. They can be hard to diagnose, and too often they don’t follow simple logic. Once you think you’ve got the problem cornered, it seems to run and hide in some other shadowy corner. That was the case with the ’66 coupe before us. It was a decent car overall but had plenty of use over the years, and had recently taken on some bad electrical behavior. 80

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by Tom Shaw

Worse, the symptoms would show up sometimes and not others. So you start the car, and all appears OK. You want to believe that somehow the problem has corrected itself. But a hard start or discharged battery is never far away and seems to enjoy the jarring jolt back to reality. Next step in the game is the new-parts roulette. You start buying new parts one at a time and tossing them into the salad. With each new part, your hope rises, and you cross your fingers that this is the magic part that’ll fix it all. But of course, it’s not, and the game continues. That’s where we were at with our ’66. Let’s join the Diagnostic Detectives as they put their skills to work tracking down an elusive root cause and coming up with a remedy.

1 GAUGE Here’s where the problem showed up. With the engine running, the meter showed no charge — sometimes. Sometimes we’d have enough battery to start the engine, and sometimes we’d open up the trunk and grab the jumper cables. We just never knew if we were going to have a good day or a bad day. Our AAA Roadside Assistance card was kept at the ready.

2 CLEANING TERMINALS Could it be just a bad connection? We started with the most elementary of the possible causes: bad battery connections. Maybe it was just an intermittent situation where corrosion prevented an otherwise-healthy charging system from getting current from the alternator into the battery. Nope. Even with the terminals shiny as new — maybe shinier — it made no difference, and the problem continued.

3 BATTERY TEST With the connections clean and the problem still there, we checked the battery next. It was only a year or so old, but perhaps it had internal damage and lost its ability to take a charge. Your local auto parts store (Auto Zone, in our case) offers free battery tests. Our battery turned out to be fine. It had low voltage from our mystery charging problem, but it was basically good and able to take a charge.

ISSUE 21 MUSTANG MAGAZINE

DIAGNOSTIC DETECTIVES 4

4 BATTERY CHARGE Many auto parts stores also offer free charging, but we opted for overnight on a battery charger before reinstalling.

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5 ALTERNATOR TEST The alternator was putting out voltage consistently, so it was ruled out as the culprit. We were running low on things to blame.

6 VOLTAGE REGULATOR The last component in the system was the voltage regulator. The Diagnostic Detectives could not remember when a voltage regulator was the cause of an intermittent problem. They either work all the time or donâ&#x20AC;&#x2122;t work all the time. Because our voltage regulator was old and a replacement was inexpensive, we replaced it and hoped the charging problem would go away. It didnâ&#x20AC;&#x2122;t.

7 SHOP OK, as much as we hated to concede defeat, the Diagnostic Detectives, for the first time, were crying uncle. We had exhausted all of our ideas. All charging system components were either new or tested and correctly working. The D-I-Y phase of this job was over. We contacted a shop and resigned ourselves to handing off this problem to the pros. The shop had a technician who specialized in electrical systems. Within an hour, he had figured out why our Mustang was giving us fits. Do you know what the problem was? Last chance â&#x20AC;&#x201D; the big reveal is next.

8 FIREWALL Here was the problem. As with so many cars, somewhere along the line (before we owned it) the ground strap between the engine and the body had been removed. For years, the car got along without it, but one day, for some reason known only to the electrical system, it started acting up.

9 GROUND STRAP Suddenly, our battery was charging, our starter was starting, and our daily driver was again driving daily. Hopefully our next repair wonâ&#x20AC;&#x2122;t involve diagnosing illogical electrical problems. Case closed.

ISSUE 21 MUSTANG MAGAZINE

D THE

FA RR FILES

’ 66 SH ELBY GT350 THE HA R D - CO R E HOT ROD GETS A SOFTER EDGE

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STO RY BY DONALD FARR PHOTOGRAPH Y BY DAVID N E W HA R DT, COU R T E SY OF M E C U M AU CTI O NS Carroll Shelby only wanted to race. In 1962, after a heart problem forced him out of the driver’s seat, the almost 40-year-old Texan fulfilled a life-long dream by developing his own sports car, the Cobra, an unlikely yet brilliant melding of Ford small-block V-8 and British AC Ace. By the end of 1963, the little two-seater had won every national and regional SCCA championship, including the overall Manufacturer’s Championship over Corvette. Next, Shelby tackled international competition by streamlining the Cobra into the Daytona Coupe and beating Ferrari for the GT Class win at the 1964 24 Hours of LeMans. Shelby’s domination of Corvettes and Ferraris got Ford’s attention. For 1965, Shelby American was asked to rescue the struggling Ford GT40 program for Henry Ford II’s all-out effort to win at LeMans. All of a sudden, Shelby American’s little shop in Venice, California, was overrun with Cobras and GT40s. Then came the Mustang. Shelby was a natural for transforming the Mustang — Carroll called it a “secretary’s car” — into a sports car for SCCA racing, per Lee Iacocca’s demand to create a racing heritage for Ford’s

new ponycar. Shelby conferred with the SCCA, which suggested removing the fastback’s rear seat to meet the twoseater qualification for a sports car, then upgrade the suspension and 289 High Performance engine. After numerous meetings with Ford to determine a name for the new Shelbyized Mustang, an impatient Carroll ordered a staffer to step off the number of paces to a nearby building. He came back with something close to 350 steps, depending on which version of Carroll’s story you heard. “We’re calling it the GT350 and ya’ll can go back to Dearborn,” Shelby told the Ford brass. “A name doesn’t make a car; the car makes the name.” The first ’65 GT350s were essentially race cars for the street. To meet the twoseater qualification, the rear-seat area was covered by a fiberglass panel that also mounted the spare tire. Suspension modifications included bolt-ons like Koni shocks and 15-inch wheels and tires, but also incorporated laborintensive mods like over-ride traction bars and lowered upper A-arms. The 289 High Performance engine was fitted with an aluminum intake with Holley carb and Tri-Y headers, taking horsepower from the factory’s 271 to 306. And it was noisy with a ratcheting

Detroit Locker differential and a sideexiting exhaust that barely muffled the explosions from inside the highwinding small-block. Shelby built 562 GT350s for 1965, all Wimbledon White with Guardsman Blue rocker stripes (the over-thetop LeMans stripes were an extracost option). Not a lot, but enough to overrun Shelby American’s little shop on Princeton Drive. The first GT350s were built there in late 1964, but by March 1965, Shelby American had moved to a pair of former North American Aviation hangars adjacent to the Los Angeles airport. Measuring 96,000 square feet in total, one building prepped the race cars; the other was set up with a rolling assembly line for GT350s. Carroll Shelby was happy building a few street GT350s so he could race the competition versions in SCCA B-Production, a class that it dominated in 1965. But Ford wanted more from its investment in the Shelby Mustang. Realizing that the race-rough nature of the ’65 model narrowed its appeal, the second-year ’66 GT350 incorporated a number of significant changes. With a price tag of over $4,000, Ford felt that the Shelby Mustang looked too much like a standard $2,500 Mustang

ISSUE 21 MUSTANG MAGAZINE

G U I TA R CAR As we were preparing this feature, Greg Richhart was preparing our photo car, SFM6S1692, to go across the block at Mecum Auction’s Spring Classic sale in Indianapolis. Renowned automotive artist David Snyder included Richhart’s Candyapple Red ’66 GT350 on a customized, one-ofa-kind Gibson Les Paul guitar to be auctioned for charity during the May 10-11 event. In addition to the Shelby, the Les Paul art included a ’57 Chevy, ’70 Hemi ’Cuda, ’69 Six Pack Super Bee, ’58 Corvette, ’69 Yenko Camaro, and 289 Cobra. All were scheduled to be sold at the Mecum auction. The guitar was provided by the Gibson Foundation for the benefit of Curing Kids Cancer (www. curingkidscancer.org), a nonprofit organization dedicated to “…funding the best research treatments available for pediatric cancer.” According to SAAC’s ’65-’67 Shelby Registry, SFM6S1692 was among the last of the ’66 Shelby GT350s, somehow delayed until September 1966 as its invoice was passed back and forth between Ford Motor Company and the Stark Hickey Ford dealership in Detroit. It was drag raced early on, then passed around among a numbers of owners before it was acquired by Richhart, who brought it up to snuff with a noexpense-spared rotisserie restoration to original factory specifications.

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fastback, so Shelby American came up with a plexiglass rear window that replaced the heavy C-pillar vent assembly. Side scoops were also added over the rear quarterpanel side sculpturing; they were somewhat functional thanks to hoses that ducted air to the rear inner wheelwell area for brake cooling. Perhaps the biggest visual difference was the color selection. The ’65 GT350 was offered only in white. To appeal to more buyers, several colors were added to the ’66 GT350’s palette: Wimbledon White plus Candyapple Red, Ivy Green, Raven Black, and Sapphire Blue (a Lincoln/Thunderbird color). For driving enthusiasts, the ’65 GT350 was the epitome of a Mustang sports car. But to the average consumer, it was roughriding, loud, and lacking in rear-seat space for passengers. The ’66 GT350 arrived tamer, with the noisy Detroit Locker relegated to optional status, and killing two birds with one stone by quieting the exhaust noise and satisfying state regulations by adapting the headers to the Mustang’s regular rearexiting dual exhaust. Because the SCCA’s rules required only 100 cars as “two-seaters” to qualify as a sports car, the majority of ’66 GT350s came with the Mustang fastback’s standard fold-down rear seat and spare tire in the trunk. Expanding potential marketshare even further, the C4 automatic transmission was offered in addition to the standard four-speed. Eliminating the fiberglass rear shelf served to satisfy another goal — cutting costs. The bean-counters also whacked away

by eliminating the upper A-arm lowering, retooling the hood, switching to bolt-on under-ride traction bars, and eliminating some of the engine compartment bracing, driveshaft safety loop, and rear axle limiting cable. The ’66 Mustang’s switch to a five-dial instrument cluster provided an oil pressure gauge, so the special dash-mount cluster pod — for oil pressure and tachometer — was no longer needed. Instead, for ’66 a “Cobra” 9,000-rpm accessory tach was mounted to the top of the instrument panel. Likewise, the Mustang’s Deluxe steering wheel was deemed sufficient with a “GT350” horn ring instead of the ’65’s expensive woodgrain wheel from the Cobra. While the updates for ’66 were significant (after the first 252 cars, which were actually ’65s updated to ’66 specs), the overall change resulted in a somewhat tamer GT350, although still an impressive all-around performance car for the street. The changes also met the desired result — increased sales. Shelby American built 2,378 GT350s for 1966, a figure that was greatly enhanced by the fact that Hertz ordered 1,000 GT350s, most in the Hertz colors of black with gold, for its Hertz Sports Car Club. You could rent one for $17 per day. Car and Driver described the ’65 GT350 as a “brand-new, clapped-out race car” and compared it to a World War II fighter plane. In a follow-up test of a ’66 GT350-H, the Car and Driver writers updated their opinion to reflect the year-two refinements: “The car has been considerably refined, though it’s still a tough, for-men-only machine.”

ISSUE 21 MUSTANG MAGAZINE

PRODUCTION

DRIVETRAIN

’66 Shelby GT350 2,378 (includes 999 Hertz models) MSRP $4,428 Shelby ID SFM6S Body style two-door fastback

Clutch 10.5 in Transmissions Borg Warner T-10 close-ratio four-speed C4 automatic optional Axle 3.89:1 open differential “No Spin” Detroit Locker optional

DIMENSIONS (INCHES) Wheelbase 108.0 Overall length 181.6 Overall width 68.2 Height 51.2 Track, front/rear 57.0/57.0 Curb weight (lbs) 2,940 Test weight (lbs) 3,240

ENGINE 289 High Performance Cobra Type 90 degrees OHV V-8 Block Cast iron, two-bolt mains Bore x stroke 4.00 x 2.87 in Displacement 289 ci Horsepower @ rpm (SAE net) 306 @ 6,000 Torque @ rpm (SAE net) 329 @ 4,200 Firing order 1-5-4-2-6-3-7-8 Recommended fuel Premium Compression ratio 10.0:1 Crankshaft Cast iron Pistons Cast aluminum, flat top w/valve cutouts Connecting rods Cast iron, 3/8-in bolts Intake manifold Aluminum “Cobra” high-rise Carburetion Holley 715-cfm four-barrel (manual) Autolite 460-cfm four-barrel (automatic) Camshaft, Lift (lobe) .298 in Duration, intake/exhaust 310 deg/310 deg Lifters Solid Heads Cast iron, slotted pushrod guides, cast-in spring seats, screw-in studs Combustion chamber volume 54.5 cc Rocker arm ratio 1.60:1 Valve size, intake/exhaust 1.78/1.45 in Distributor Dual-point, centrifugal advance Exhaust manifolds Tri-Y design tubular headers Exhaust system Dual, rear-exiting with turn-downs

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SUSPENSION Front suspension Independent with upper A-arm, lower single arms, coil springs, tube shock absorbers (Koni on early cars) Rear suspension Live axle, leaf springs, tube shock absorbers (Koni on early production cars) Brakes, front Single-caliper disc brakes, 11.3-in rotors Brakes, rear Drums, 10x2.5 in Wheels Steel, 15-in (early), 14-in Magnum 500 (late) Optional cast aluminum, 15-in Shelby/Cragar (early), 14-in 10-spoke (late) Tires 6.95x14 Goodyear Blue Streak Steering Recirculating ball, 19.1:1 ratio

INTERIOR Standard with bucket seats Cobra tachometer, woodgrain Deluxe steering wheel with GT350 center cap, competition seat belts

PERFORMANCE* 0-60 6.6 sec Quarter-mile 15.2 sec, 93 mph * Car and Driver, May 1966

PRESENTS

1:18 SHELBY GT 500 KR

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CULTURE MUSTANG ON THE FAST TRACK

ven if the contents of Aurora’s Stirling Moss Model Motoring slot-car set was a bust, the box art was classic. A couple of so-sweet ’65 coupes going at it dressed in period rally décor: a big, white gumball on one and the offset stripe down the other. It’s enough to get a baby-boomer kid all cranked up on Christmas day. But it wasn’t just the dynamic box art that made this HO-scale slot-car set a hot item then or now. Each set came with a pair of miniature race cars. And while the box showed two Mustangs, the actual cars in the box could have been anything from Mustangs to Corvettes to Rivieras. By the luck of the draw, a few had a Mustang, and fewer still had two Mustangs. Monroe Weathers, Mustang collector extraordinaire, landed this still-unpacked beauty with the ponycar pair — one orange convertible, and a tan with back top coupe. The track made a kind of elongated figure 8, and the plungertype controllers, with their stiff return springs, would wear your hand out long before your enthusiasm. The skinny rear tires were good for hanging the rear end out and frequent off-track excursions, giving rise to a whole cottage industry of accessories like silicone slicks, faster gears, stronger magnets, and rewound armatures to satisfy the speed lust of the junior leadfoot. Video games have made the slot cars obsolete, or have they? Even today, there’s still something wonderful about driving an actual car down an actual track. Even if the car is miniature, the fun is full-size.

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ISSUE 21 MUSTANG MAGAZINE

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