T H E H OW A N D WHY OF FR ONT- END ALI GNM EN T ISSUE 24 $595
FANTASY FASTBACKS SLEEK SPORTS CAR TO BURLY BOSS
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ISSUE 24 MUSTANG MAGAZINE
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ISSUE 24 TABLE OF CONTENTS
26
32
50 DEPARTMENTS
MENT OF FRON T-END ALIGN THE HOW AND WHY
$ 95 ISSUE 24 5
FANTASY FASTBACKS
SLEEK SPORTS CAR TO BURLY BOSS
8 EDITORIAL
24 NEW PARTS FOR CLASSICS
10 YOU GOTTA SEE THIS #1
26 EVENTS
12 YOU GOTTA SEE THIS #2
32 MUSTANG NATION
16 MUSTANG NEWS
36 MARTI REPORT
20 AUCTION RESULTS
86 FIX MY MUSTANG
22 ONLINE FINDS 6
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ON THE COVER Personalized with upgrades aplenty, Merv and Pat Rego’s sweet ’66 is an example of a Fantasy Fastback. Photography by Philip Pietri
COVER STORY 40
THE COMEBACKER
Merv and Pat Rego transformed their dormant-for-decades’ ’66 K-GT fastback from weary Jersey driver to a Metuchen-built masterpiece
FEATURES
48
LEGENDS SERIES #24
1966 K-GT fastback
58
26 P URE STOCK DRAGS 2014
Mustangs in motion at the Mid-Michigan Motorplex 50 M AJOR MOVER
A study in contrasts, the powerful Boss 429 has also become Mustangs’ major market muscle 68 B LUE POINT
It’s hard topping Jim Lusko’s ’73 hardtop survivor 92 F ROM THE ARCHIVES
Reprinting a seldom-seen piece of Ford literature 98 L AST PAGE CULTURE
92
Scale Sizzlers
RESTORATION & MODIFICATION 58 P OINT BREAK
May we point out the advantages of PerTronix’s Ignitor II over the old breaker points? 76 WHEEL ALIGNMENT DONE RIGHT
Safety, handling, tire wear, and driving comfort all depend upon a good front end and front-end alignment ISSUE 24 MUSTANG MAGAZINE
7
E DITORIAL
GIVE AND TAKE
T
he common notion of a magazine is that the editorial staff comes up with all the stories, then the magazine gets laid out and printed, and sent to the readers. Well, in my ideal world, it’s a little bit different. The way I’d prefer to assemble a magazine would have readers more involved in the content. Everybody I talk to has a great story about a great Mustang or two that they know about. Readers know where the good stuff is. A guy has a pal who knows of a rare Cobra Jet coupe. A truck driver spots a legit white Boss 429 basket case in a tiny farm town on an old highway that doesn’t get much use anymore. A friend tells me about a guy who used to work at Kar Kraft, the Boss 429 plant. A guy goes to the Pure Stock Drags and discovers an old Shelby in a barn where it’s been sitting for 30 years (still working on that one). These are great stories, and that’s what I mean about readers — the guys out in the field — who really know what’s going on. A big part of my job is listening to them and following up on their tips. Not everything pans out, but if you pay attention, it’s surprising what turns up. When I’m shooting cars for features at a show, I ask the owners what kind of paperwork and research they have. Owners often go to a lot of effort to research their cars, and sometimes just asking will turn
by Tom Shaw
up a lucky strike of original paperwork. Sometimes the paperwork comes with the car. Sometimes they go out and find it. Example: Bill Kulencamp, owner of the Light Pewter Metallic ’71 Springtime Special Coupe featured last issue, happened to have something in his possession that Ford used to publish called the Armchair Estimator, a worksheet showing everything available from the factory (dealers had their own accessories catalog) along with prices. I’ve got a pretty good collection of Ford literature including all dealer albums 1960 through 1993, so that I can research the cars I write about. I also have a big collection of Ford Shop Tips, various system training manuals, shop manuals, and my own collection of Ford Armchair Estimators 1959 through 1972. But Bill had one that had escaped me — the 1971 Armchair Estimator from 1971. What? I had the 1971 edition, but his was the third-quarter printing, which had the full description of the content and pricing on a Springtime Special. Other printings didn’t mention it. Bill even had an extra that he generously sent home with me. I scanned the key section and ran it in the layout. So Mustang Magazine readers got the actual info as printed by Ford, without any chance of typo mistakes, cut-and-paste errors, or any of that kind of techy trouble that seems
...that’s what I mean about readers — the guys out in the field — who really know what’s going on.
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to be more common these days. Hence the beauty of two-way communication between the magazine staff and its readers. Readers are the boss. Readers are ultimately who must be pleased. If readers approve, you’re well on your way. If readers disapprove, you’re sunk, even if you get the thumbs-up from critics, peers, professors, and other observers and outsiders who don’t really understand what readers want. So what great Mustang story do you know about that’s crying out to be shared? Creative types take note: this is your personal invitation to get involved. Always wanted to see a certain story? Go do it. Make it good — send us intelligent copy and strong supporting pictures — and you’ve got a good chance of getting it published. Want to start small? Write us a news item about something interesting going on in your club or personal corner of the hobby. Same rules apply — send us some decent copy and a couple pics that illustrate what you’re talking about, and you’ve got a good shot at making the next issue. Photogs, we’re always looking for good You Gotta See This pics on any topic as long as it’s vintage Mustang and something that makes you stop and look. There you go. Your very own personal invitation. Our contact info is on the masthead. Don’t be shy.
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CUSTOM INSTRUMENT GAUGE ASSEMBLY 1965-66
$ TAIL PIPE EXTENSION
Concours correct repro is exact in every way. Each contour, dimension and slot has been precisely recreated. Even the stamped part number is correct where required. Finished off with beautiful chrome plating. 67 Shelby, early two piece welded style, pair ..... 5255-8A $324.95 67 Shelby, late one piece stamped style, pair ..... 5255-8B $324.95 68 Shelby, pipe in pipe style, pair ..................... 5255-9A $374.95
CONCOURS WIPER HOSE KITS
For those who wish to achieve a higher level of detail with your concours car these wiper hoses are a must have. These hoses originally had ribbing on the side that is distinct when compared to the replacement smooth hose. These kits have been reproduced with the correct ribbing. 65-66 ..................... 17543-1B $24.95 67-68 ..................... 17543-2B $26.95 69-70 ..................... 17543-3B $21.50 71-73 ..................... 17543-4B $22.50
TIE ROD, 1965-66 260, 289
New reproductions feature correct forgings that utilize a correct style boot with metal ring and a smooth lower cover without a zerk fitting as required for concours judging. Outer, M/S, 2 reqd ... 3A130-4C $118.95 Inner, M/S, 2 reqd .... 3A131-2C $142.95 Outer LH, P/S .......... 3A130-3C $124.95 Outer RH, P/S.......... 3A130-4C $118.95 Inner, LH, P/S .......... 3A131-1C $142.95 Inner RH, P/S .......... 3A131-2C $142.95
Modern gauges mounted to a custom backing plate. “Units are sold without the dash bezel allowing the customer to add the bezel that matches the rest of their interior.” Black face/white numerals, 140 speedo W/o tach ................... 10848-8BA $560.95 w/8,000 rpm tach ...... 10848-8BB $710.95 White face/black numerals, 160 speedo W/o tach ................... 10848-8CA $560.95 W/10,000 rpm tach ... 10848-8CB $710.95 Black face/green numerals, 140 speedo W/o tach ................... 10848-8DA $560.95 W/8,000 rpm tach ..... 10848-8DB $710.95
Laser Cut! Perfect Woodgrain Detail! 69 Deluxe Woodgrain Wheel
A beautiful reproduction of the deluxe 3 spoke wheel. This wheel features excellent woodgrain detail and bright trim ring. It is ready to accept a new rim blow switch and center pad assembly (available separately) 69 ..................... 3600-6A $669.95
.95 34 Enough for two cars!
$ VALVE ASSY, DISTRIBUTOR VACCUM CONTROL
Nearly concours correct. This unit is exact in every way to the original except that it is missing the correct Ford logo. 68-73 200, 250, 289, 302, 351, 390, 428............... 12A091-8A $54.95
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Expanding on our line of hoods with precisely located laser cut shaker holes. These hoods are now available with the hood pin holes found on 69 Mach 1’s 69 Mach 1, OE tool......... 16612-4E $544.95 repro ............ 16612-4F $429.95
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RUST PREVENTION MAGIC
A brush on metal preservative that goes on smoothly and dries to a nearly invisible sheen, no oily look or feel but it protects metal from rusting like nothing we have seen, jar contains enough material for 2 cars 8 oz. jar .................... 909-11A 34.95
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EXTENSION SILICONE RADIATOR HOSE SET Local - 352-861-8700 REE COLOR CATALOG HARNESS, T-5 BACK UP LIGHT Custom made black silicone hoses with We had these harnesses custom made for nylon reinforcements have a higher burst 65-73 Mustang resistance and are longer lasting than stan- CALIFORNIA - Ventura, those with T-5 conversions. These bridge 79-93 Mustang dard rubber hoses. Plus they add a clean the gap from the back up light lead wire Local - 805-654-0468 polished look to your engine compartment. on the shift tunnel to the terminals on the 48-79 F-Series Truck Set includes upper and lower radiator transmission case. Each harness is made 80-96 F-Series Truck hoses plus a water pump bypass hose. with the correct connectors on both ends. 65-66 ..................... 15525-5A $21.95 65-69 260, 289, 302 with a Passenger 66-96 Bronco side water pump inlet 67-73 ..................... 15525-5B $36.95 Scan Here 55-57 Thunderbird .................... 8260-2SA $58.95 to Visit Visit Us Online and See Our NEW Improvements CALL 24 HOURS
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YOU GOTTA SEE THIS
FLYIN’ FASTBACK The untamed spirit of America’s ponycar charges ahead in a full-throttle burst at Mustang Week 2014, putting a full car-length lead on a late-model. We didn’t get the owner’s name, but besides driving his personalized ’67 everywhere, he had the kicked-up Mustang participating in the autocross, dragstrip, and car show too. Rising to every challenger in high style and high power… Does it get any better? — photography by Keith Keplinger
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ISSUE 24 MUSTANG MAGAZINE
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YOU GOTTA SEE THIS
FEELING THE LOVE As much as enthusiasts love the Boss 429, nobody loved it any more than the professional racers who knew what it was capable of and earned a living from its enormous power. Here, at what is probably the 1969 Detroit Auto Show, is none other than Dan Gurney, decked out in the official Lincoln-Mercury Sports blazer, getting up close and personal with the Boss 429 cutaway show engine. Note the early “Ford” valve covers and big plenum intake. Everything — distributor, oil pan, valve cover, heads, block — is cut away to reveal the inner workings, and everything else is chrome, even the fan and oil filter. Gurney, who has won just about everything worth winning, from Trans Am to Can Am, Formula 1, NASCAR, Le Mans, and Indy car, knows a thing or two about world-class racing engines, and he seems to be hitting it off well with Ford’s exotic 429. Anybody know where this engine is today?
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ISSUE 24 MUSTANG MAGAZINE
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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 GRAPHIC DESIGNER DANIEL BARCELO CIRCULATION DIRECTOR JASON JACOBS jason@pattersonpublishing.com MUSTANG NATION / EVENTS DIRECTOR JASON JACOBS jason@pattersonpublishing.com 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 JEFF YERGOVICH CONTRIBUTORS DALE KOLODICA DAVID NEWHARDT PHILIP PIETRI JIM SMART PUBLISHED BY PATTERSON PUBLISHING 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
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ISSUE 24 MUSTANG MAGAZINE
15
N EWS
NEW MUSTANG CLUB OF AMERICA PRESIDENT Jeff Mays is the new president of the Mustang Club of America, replacing Steve Prewitt. Mr. Mays will serve a two-year term beginning in January 2015. From his bio, posted on www.mustang.org: “I have served MCA for over fifteen years in several capacities such as: Sergeant at Arms, Gold Card Judge, 69-71 Boss and 69-70 Concours, National Director and the current Assistant National Head Judge 6570 Shelby. I rebuild, restore, collect and sometimes sell my classic Mustangs, but I especially love driving them.” Mentioned as items he wants to address are growth of MCA’s online presence, membership, and responsiveness to members’ input. Reaction on the forums is upbeat. Mr. Mays is not to be confused with these other MCA presidents who you will find if you Google search “new MCA president,” like: Name Organization Liow Tiong Lai Malaysian Chinese Association Vilisarao Deshmukh Mumbai Cricket Association Chris Cooper Management Consultancies Association Congratulations to Jeff Mays, new MCA president.
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GALPIN AUTO SPORTS AND HENRIK FISKER CREATE THE ULTIMATE MUSCLE CAR — THE ROCKET It didn’t take the restylers long to jump on the 2015 Mustang. Debuting at the Los Angeles Auto Show is this smokin’ ride created by Galpin Auto Sports and Henrik Fisker. Aptly named the Rocket, it packs a 725hp punch into a body made of carbon fiber. Resemblance to a vintage Hot Wheels car is not surprising. “The Rocket’s design is unmistakably inspired by specialty pony cars of the 1960s and early 1970s including the 1968 Shelby GT500,” says the introductory press release. Sitting low over bold, 21-inch ADV.1 wheels with Pirelli P-Zero extreme performance tires inside heavily flared fenders, the look is radical and intense. “When Henrik showed me his ideas, I got chills — it’s literally the most beautiful Mustang I have ever seen,” said Galpin President Beau Boeckmann. It’s not just a looker. Advanced design extends to the suspension and interior too. Get your funds together. Galpin says that a run of low-volume production begins in December, with the first deliveries beginning in early 2015. Interested buyers will have the option of purchasing a car through Galpin Ford directly or through one of several hand-picked dealers across the country and around the world.
Other good vintage Mustang YouTube searches:
“1968 GT/CS Mustang Commercial” A 60-second TV spot for the California Special, complete with beach beauties and a hot chick in a polka-dotted wetsuit and harpoon gun — and dry hair. Corny but fun.
“MUSTANG SAVE” VIDEO Here’s a YouTube video that’s sure to have your inner classic Mustanger biting your nails and sweating in distress. The vid opens with a shop hand pulling an early Mustang convertible into the shop. He opens the door and steps out of the car, apparently forgetting to put it in Park. The car begins rolling backward, door still open, as the guy sees the disaster in the making and sprints after the car, hoping to catch it before the door gets ripped off — or worse. Search — “Mustang Save”
SHELBY MUSTANG FIFTY YEARS Better make some room in the budget. Shelby Mustang Fifty Years is a spectacular blend of history, culture, lore, powerful photography, racing action, and good ol’ high-octane fun. There’s a lot to tell, but author Colin Comer covers the subject well in text and 600 illustrations that weave a pleasing blend of then and now. Forward is by Lee Iacocca. This is not a cheapie softbound. Shelby Mustang Fifty Years is an oversized 9.75inch by 12-inch hardbound, loaded with 240 pages that are up to this once-in-alifetime occasion. It does the Shelby justice.
“Story of the first Ford Mustang video clip” Incredible footage of the ’65 Mustangs being built at Ford’s Dearborn Assembly as the line was operating. Filmed with Martha and the Vandellas as part of a TV special.
“Watkins Glen 2011 Vintage Grand Prix Curt Vogt” A 15-minute 42-second in-car ride-along as Cobra Automotive’s accomplished Shelby racer Curt Vogt battles front-of-the-pack rivals like Corvettes, Cobras, Jaguars, even a Camaro and a right-hand sweeper in a high-revving battle of skill and courage.
ISSUE 24 MUSTANG MAGAZINE
17
N EWS H
BOSS 429 FOR SALE — BRING YOUR WALLET Feeling revved up and ready to spend big? Then head for the Mecum auction in Kissimmee, Florida, right after New Year’s. January 16-25 are the dates for the 2015 event. This event is in our backyard, so we’re regulars, and we can tell you that this is not just an auction with a couple of tents. Mecum Kissimmee is a massive event. Besides the huge numbers of collector cars for sale — 3,000 says Mecum — there are all kinds of collectibles, including neon clocks, bicycles, vintage car literature, signs, road art, you name it.
This year, one of the stars of the show that’ll cross the auction block will be the ’70 Boss 429 featured in this issue. The spectacular, unrestored Grabber Blue Boss, showing just 4,770 miles, will be sold during the 10day festival, which will also be broadcast live on NBC Sports Network. Renowned as one of the very best, most original Boss 429s in existence, it’s sure to generate lots of interest from bucks-up collectors, so if you’ve been good this year and you’re due a reward, then get your bidding arm limbered up. We’ll see you in Kissimmee.
TRACKING THE TREND: OTHER BOSS 429 AUCTION SALES YEAR
COLOR
BID
SALE
SELLER
LOT
1969
Raven Black
$176,000
yes/2014
Barrett-Jackson
1077
1969
Candyapple Red
$291,500
yes/2014
Barrett-Jackson
1279
1970
Grabber Orange
$247,500
yes/2012
Barrett-Jackson
671
1969
Candyapple Red
$605,000
yes/2007
Barrett-Jackson
1325
1969
Calypso Coral
$340,000
yes/2014
Mecum/Seattle
S118
1969
Candyapple Red
$240,000
yes/2014
Mecum/Kissimmee
S141
1969
Candyapple Red
$260,000
yes/2014
Mecum/Kansas City
S95
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ISSUE 24 MUSTANG MAGAZINE
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AUCTION RESULTS
GOING ONCE, GOING TWICE… LOT
YEAR
MODEL
ENGINE/TRANS (CODE)
COLOR
HIGH BID
SALE
T60
1965
Coupe
200 / auto
221
1965
Fastback
289 / auto
S120
1965
Fastback
501
1966
4208 18
FROM
Silver Blue
$8,750
Yes
Mecum Auctions
white
$33,000
Yes
Barrett-Jackson
289 / 4-speed (K)
Twilight Turquoise
$57,500
Yes
Mecum Auctions
Convertible
289 / 4-speed
red
$52,800
Yes
Barrett-Jackson
1966
Convertible
289 /auto
red
$22,000
Yes
Auctions America
1966
Coupe
289 / manual
red
$13,750
Yes
Barrett-Jackson
83
1966
Coupe
289 / auto
aqua
$42,350
Yes
Barrett-Jackson
324.1
1967
Coupe
289 / auto
Tuxedo Black
$18,150
Yes
Barrett-Jackson
88
1968
Convertible
289 / auto
yellow
$22,000
Yes
Barrett-Jackson
208
1968
Coupe
289 / auto
Royal Maroon Red
$29,700
Yes
Barrett-Jackson
788
1968
GT500
428 / auto
gold
$165,000
Yes
Barrett-Jackson
709
1969
Boss 302
302 / 4-speed
yellow
$88,000
Yes
Barrett-Jackson
F210.1
1969
Fastback
428 / 4-speed
Acapulco Blue
$36,000
Yes
Mecum Auctions
S113
1969
Mach 1
428SCJ / auto (R)
Champagne Gold
$75,000
Yes
Mecum Auctions
S194
1969
Mach 1
351 / auto
red
$31,000
Yes
Mecum Auctions
69
1969
Coupe
302 / 5-speed
white
$29,150
Yes
Barrett-Jackson
170
1970
Mach 1
351 / auto
Grabber Blue
$30,800
Yes
Barrett-Jackson
213
1970
Hardtop
302 / auto
orange
$22,000
Yes
Barrett-Jackson
364
1970
Fastback
351 / 5-speed
orange
$31,900
Yes
Barrett-Jackson
471
1970
Boss 302
302 / 4-speed
white
$82,500
Yes
Barrett-Jackson
758
1970
Boss 302
302 / 4-speed
yellow
$93,500
Yes
Barrett-Jackson
341.1
1971
Mach 1
351 / 4-speed (M)
Grabber Yellow
$27,500
Yes
Barrett-Jackson
3129
1971
Mach 1
351-4V / auto
red
$24,000
Yes
Auctions America
212
1972
Fastback
351 / auto
blue
$29,700
Yes
Barrett-Jackson
’66 COUPE - SOLD – $19,800
The original A-code 289 in this ’66 coupe was rebuilt with a power-upgrade package, including aluminum heads, cam, manifold, and carburetor, as well as an electronic ignition conversion and dual exhaust. The C4 automatic transmission has an added shift kit. Other features include a billet grille, factory air upgraded to 134 refrigerant, and a new sound system. Barrett-Jackson – Las Vegas 2014 – Lot 237
’69 COUPE - SOLD – $22,500
Powered by a 351/360hp crate engine with C6 automatic transmission, this ’69 coupe features front and rear sway bars, traction bars, racing radiator, dual electric fans, and four-wheel power disc brakes. Other niceties include LED dash light, tinted windows, factory air, power steering, leather seats, and stereo/CD player. Mecum Auctions – Anaheim 2014 – Lot T132
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MUSTANGMAGAZINEONLINE.COM
’68 GT500KR SOLD – $122,500
This ’68 GT500KR (for “King of the Road”) has a rebuilt 428ci Cobra Jet engine and automatic transmission. It’s also equipped with factory A/C, power top, power steering with tilt column, power disc brakes, Magnum 500 wheels, and AM/FM radio. Mecum Auctions – Anaheim 2014 – Lot S126
’67 FASTBACK SOLD – $42,900
’71 BOSS 351 SOLD – $44,000
’73 CONVERTIBLE SOLD – $21,725
Originally equipped with a 390 bigblock and four-speed transmission, this ’67 fastback now features a 302 and C4 automatic trans. Upgrades include a performance exhaust; 10-inch stall converter; nine-inch posi-traction rearend; four-wheel disc brakes; and lots of chrome, including the intake, water pump, steering pump, and power booster.
This Boss 351 shows just over 17,000 reported original miles, and is equipped with a 351 V8 engine, four-speed manual transmission, power brakes, and an AM radio. Documentation includes the build sheet, dealer invoice, bill of sale, original title, consumer information manual, owner’s manual, warranty facts booklet, Boss 351 specifications and information, plus a car care and operation manual.
This ’73 convertible is equipped with a 351 V8 engine, four-barrel carburetor, and four-speed transmission with Hurst shifter option. Factory options include power steering, console, and Competition suspension. The Mach 1-style hood with hood pins and the factory-forged aluminum slotted wheels add to the muscle appearance.
Barrett-Jackson Las Vegas 2014 – Lot 412
Auctions America Auburn Fall 2014 – Lot 5161 photo: Courtesy of Auctions America
SOURCES
AUCTIONS AMERICA BARRETT-JACKSON GOODING & CO. MECUM AUCTIONS RM AUCTIONS RUSSO AND STEELE SILVER AUCTIONS
(260) 927-9797 (480) 663-6255 (310) 899-1960 (815) 568-8888 (519) 352-4575 (602) 252-2697 (800) 255-4485
Auctions America Auburn Fall 2014 – Lot 3155 photo: Teddy Pieper©, 2014 Auctions America
WWW.AUCTIONSAMERICA.COM WWW.BARRETT-JACKSON.COM WWW.GOODINGCO.COM WWW.MECUM.COM WWW.RMAUCTIONS.COM WWW.RUSSOANDSTEELE.COM WWW.SILVERAUCTIONS.COM ISSUE 24 MUSTANG MAGAZINE
21
ONLINE FINDS
DEALS FROM THE WEB ’65 FASTBACK FOR SALE – $11,750
According to its owner, this ’65 fastback has been stored away for 23 years. It is currently not drivable and will require a restoration. It has a six-cylinder engine and a three-speed manual shift drivetrain that needs the clutch replaced. There are some rust patches on the body but the engine is said to run good. It also has factory tinted glass and the door tag. Offered on eBay at a Buy It Now price of $11,750 as item no. 291319651904.
’69 COUPE FOR SALE – $23,000
This ’69 coupe has a rebuilt 302 V8 engine and threespeed automatic w/overdrive transmission. New items include a four-barrel carb and dual exhaust, upholstery and carpeting, and a recent paint job. The car also has air conditioning and comes with new wheels and tires. Listed on http://orangecounty.craigslist.org/cto/4755218366.html.
’73 FASTBACK FOR SALE – $8,500
This ’73 fastback has a 302 with a rebuilt C4 automatic transmission. The interior was removed and refreshed, while the exterior was fitted with the Mach 1 hood, front grille, and rear bumper to give the car a sporty look. The owner says the car runs great and has plenty of power. For more information, go to http://fayetteville.craigslist.org/cto/4787174557.html.
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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.
N EW PARTS
CORRECT-FITTING ’65-’66 FASTBACK UNIT BODY Thoroughbred, the Canfield, Ohio-based replacement parts specialist, announces the release of their exclusive ’65/’66 fastback skeleton. From their press release: “Nate [Miller, noted Mustang restorer] and his team have tried to use other reproduction body shells currently on the market and were disappointed; they found the tolerances to be unacceptable. “Parts had to be stretched or shrunk to fit, and the skeletons had major issues,” recalls Nate. Designed with CAD technology, Thoroughbred’s new skeleton is said to fit “as or tighter than the original.” The Clipster begins at $8,500, the skeletons at $9,500. All are finished in red primer just like the originals. Thoroughbred | (330) 533-0048 | www.thoroughbredgt.com
“DOUBLE HUMP” HIPO AIR CLEANER ASSEMBLY Drake Automotive’s new reproduction “Double Hump” HiPo air cleaner assemblies are modeled after the extremely rare 14-inch air cleaners that were standard on early HiPo 260s and 289s. They feature the unique “Double Hump” lid rather than the more common “flat top” lid. Drake Automotive (800) 999-0289 www.scottdrake.com
METAL BLACKENING SYSTEM Many original parts were phosphate coated, which creates a tough, longlasting matte-black finish. Factories use them to protect bare cast-iron components, usually on the exterior, like bolts, brackets, and suspension parts among other things. Eastwood Company’s new Metal Blackening System recreates the phosphate plating look without the hassle of the usual D-I-Y plating steps. Application is easy and no special equipment or heat curing is needed. Eastwood Company (800) 343-9353 www.eastwood.com 24
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IGNITION MODULE Crane Cam’s XR-i ignition module not only replaces the stock ignition points, but it also has an adjustable rev limiter. It fits and installs easily beneath the stock distributor cap and is surprisingly affordable. Crane Cams (866) 388-5120 www.cranecams.com
BOSS 429 OIL PAN California Pony Cars introduces their new Boss 429 oil pan with oil pickup. It is designed with a windage tray to keep oil from being drawn into the crankshaft at high rpm. Made of heavy-duty steel casing, each oil pan includes an oil pickup tube and thin wire screen for extra flow area. California Pony Cars (888) 225-7669 www.calponycars.com
FUEL-SYSTEM CLEANER AND STABILIZER Summit Racing Equipment now has Royal Purple’s new Max-Clean fuel-system cleaner and stabilizer. Add Max-Clean to a tank of fuel to clean fuel injectors, carbs, intake valves, and combustion chambers. It removes the varnish and deposits that build up over time.
RETRO FORD COOLERS California Car Cover now offers these vintageinspired coolers. Made from rust-resistant zinc steel, they have a five-gallon capacity and come equipped with a bottle opener and removable steel snack tray. Officially licensed and powdercoated in blue with the Ford emblem. California Car Cover (800) 423-5525 www.calcarcover.com
Summit Racing Equipment (800) 230-3030 www.summitracing.com ISSUE 24 MUSTANG MAGAZINE
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E VENTS
The second weekend after Labor Day is when those vintage muscle car owners with heavy right-foot syndrome head to Stanton, Michigan, for the Pure Stock Drags. This year was the event’s 20th anniversary, making it the best “show” you may have never heard of.
PURE STOCK DRAGS 2014 MUSTANGS IN MOTION AT THE MID-MICHIGAN MOTORPLEX story and photography by Tom Shaw
H
ow fast is a ’69 Cobra Jet coupe? How about a ’71 429 Springtime Special or a healthy Boss 302? Most Mustang shows can’t help answer these probing questions as they don’t include dragstrip time. But for those deep seekers with heavy right feet, a taste for high-octane fuel, and a passion for full-throttle, speed-shifting, quarter-mile action, we bring you news from the North — the Pure Stock Drags, based in upstate Michigan. Now in its 20th year, the Pure Stock Drags have been the place where stock cars that run as good as they look get together for a weekend of fun, good-natured competition. It’s an annual event, and here’s how it works: muscle cars of all makes, 1955 26
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through 1974, gather at the Mid-Michigan Motorplex on Friday, the second weekend after Labor Day in September. On Friday, you run all the time trials you want. Check your timing, try some different jets, adjust your shift points. All runs are compiled, the high and the low are tossed out, and the remaining are averaged. Then you’re paired with the car running the times closest to yours. This guarantees that no matter how big or small your engine, however skilled or not so skilled you may be as a driver, you’ll have a competitive match for Saturday. Saturday, after warm-ups in the morning, cars are called to the staging lanes in pairs for the main event. After lunch, the shootouts start. Each pair of cars runs a best-two-outof-three.
It’s a weekend of fun, and improvement. You practice your driving and tune your engine to squeeze better performance out of yourself and your car. You’ve never seen such a wide cross-section of muscle cars — big-blocks, small-blocks, four-speeds, automatics, fullsized, compacts, hardtops, convertibles. They’re all there. And most of them are regulars who return because it’s fun, and because they enjoy the challenge. If you ask us, it’s the best car show going, and it’s not even a show, unless you consider showing what your car will do, a show. Getting those fenders polished is fine, but there comes a time when you need to start the engine, grab some gears, and let that power loose. That’s what the Pure Stock Drags is all about.
Bill Kulenkamp drives this ’71 Springtime Special (featured in Issue 22). It packs a 429 Cobra Jet engine, C6 automatic trans, and a 3.50:1 rear gears. At last year’s Pure Stock Drags, Bill drove the silver coupe to a best ET of 13.54 at 102.92. Time trials on Friday and Saturday morning are where racers fine-tune their cars.
Steve Vanderwall is the pilot of this ’69 coupe. It’s got the big 428 Cobra Jet and the easier-to-launch C6 automatic, preferred by many racers. Steve, who’s had his share of mechanical problems with it, ran 12.88 at 109.97 last year.
Just before the shootouts start on Saturday afternoon, the pairs are called to the staging lanes, making for one of the best collections of hot muscle cars anywhere on the planet. All makes are welcome. Even Studebakers have a strong turnout, and you might be surprised how fast some of those Studes can run.
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Atmosphere in the pits is good-natured and helpful. Racers are quick to help other racers, and there are a lot of friendships renewed here.
Each car is tech’d in prior to running. If a car seems to be running REALLY well (wink, wink) it can be called into the “heavy tech” tent where it will be inspected with more intensity. Common areas for bending the rules are too much displacement, too much cam, and too much compression. Here, the Pure Stock Drags’ head tech inspector checks a competitor’s car for compression. It came back well within spec.
Rules are pretty strict — as strict as is possible these days — given the number of times the old engines have been bored. A few mods are allowed: • low-restriction air filters • slightly larger (up to 2.5-inch diameter) exhaust pipe • aftermarket mufflers • electronic ignition, as long as the box is hidden • tuning — adjusting timing, jetting/carb • radial tires, as long as they’re equivalent to stock size
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This year, Bill Kulenkamp drew a 340 Duster to race against. He didn’t win his shootout, but he did run an all-time best ET for that car of 13.23 at 106 mph — over three tenths quicker than his previous record of 13.54. Bill credits a new set of lifters and a change to high-flowing DynoMax Ultra Flo mufflers. He tells us there are still a few tweaks he intends to make in search of even better ETs, possibly touching the high 12s.
Mark Weymouth comes off the line hard in his ’70 Boss. This Boss was made to run at this event and foregoes most of the gingerbread found on show cars. The engine, has dyno’d 380 hp. Racers have discovered that repro bias-ply tires, inflated to be hard, have a great bite. Mark has run 12.80s with it, even launching the tricky four-speed.
Beyond that, all engines must run factory components — block, heads, intake, carb, even exhaust manifolds — correct for the car and year. All drivelines must be factory issue, no trick trannies or axles. Wheels must be factory type and size, and tailpipes must exit in the original location. Clones are welcome, as long as they’re like something the factory actually built in production volume. That’s the basics of how it works. There are no powerto-weight formulas, brackets, handicaps, or any of that stuff. Everybody leaves on the same full tree and runs heads-up. First one to
the end of the track wins. Simple rules, easy to understand, and geared toward today’s restored muscle cars. But there is a profound challenge in getting a stock, restored muscle car to really fly using almost all stock parts and stock tire size. To the guy who thinks of the muscle in the term “muscle car” as more than a statement of style, the Pure Stock Drags are just the ticket. MORE INFO: www.purestockdrags.com
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CALENDAR
2015 1.10 – 1.11 OCALA, FL
5.3 WOODLAND HILLS, CA
SILVER SPRINGS FORD AND MUSTANG ROUNDUP
MUSTANG AND FORD SHOW
www.npdlink.com/store/pages/ss_ford.html
(818) 340-5659 www.mustangownersofca.org
3.27 – 3.29 TUCSON, AZ
5.16 SUISUN CITY, CA
SPIRIT OF THE SUN NATIONAL SHOW www.oldpueblomustangclub.org/spiritofthesun
3.27 – 3.29 PENSACOLA, FL
36TH ANNUAL GULF COAST REGIONAL MUSTANG SHOW (251) 978-2012 www.gulfcoastmustangclub.org
3.28 LEXINGTON, SC
37TH ANNUAL CSCMC MUSTANG AND FORD SHOW (803) 438-8828 www.centralscmustang.org
3.28 MACON, GA
19TH ANNUAL CHERRY BLOSSOM FESTIVAL MUSTANG & ALL-FORD SHOW (478) 365-1305 www.flagcitymustangclub.com
4.11 POLK CITY, FL
18TH ANNUAL MUSTANGS & MUSTANGS... LEGENDS HAVIN’ FUN (863) 875-1961 www.imperialmustangclub.org
4.17 – 4.18 ALAMOGORDO, NM
12TH ANNUAL WHITE SANDS MUSTANG/ FORD ROUNDUP (575) 442-1402 www.alamostang.com
5.2 ROANOKE, VA
RVMC 27TH ANNUAL FORD-POWERED ROUNDUP (540) 467-3651 www.roanokevalleymustangclub.com
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31ST ANNUAL BIGGEST LITTLE CAR SHOW (530) 626-0552 www.goldenhillsmustangclub.com
5.22 – 5.24 GROVETOWN, GA
GATEWAY SOUTHERN STAMPEDE NATIONAL SHOW www.csramc.org
5.23 – 5.24 ALBUQUERQUE, NM
MUSTANG ENCHANTMENT 2015
(505) 268-2595 www.riograndemustangs.snappages.com/home
7.17 – 7.19 LOVELAND, CO
MUSTANGS WITH ALTITUDE NATIONAL SHOW www.frontrangemustangclub.org
8.15 KENT, WA
CLASSIC FORD SHOW & MUSTANG ROUNDUP (253) 852-1480 www.bowenscarff.com
9.3 – 9.6 COLUMBUS, OH
2015 BUCKEYE MUSTANG GRAND NATIONAL SHOW www.facebook.com/buckeyegrandnational
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MUSTANG
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.
1 MECUM AUCTIONS
11 LAKE MIRROR CLASSIC
Kissimmee January
Lakeland October
2 MUSTANG CORRAL @ 24 HOURS OF DAYTONA
12 MUSTANG & FORD ROUNDUP
Daytona January
Fort Lauderdale October
3 SILVER SPRINGS MUSTANG & FORD ROUND-UP
13 MUSTANGS AT MOSI
Silver Springs January
14 DAYTONA TURKEY RUN Daytona Beach November
15 SUPER SUNDAY MUSTANG AND FORD SHOW
Orlando February
5 GULF COAST MUSTANG SHOW
6 NMRA SEASON OPENER Bradenton March
7 MUSTANGS & MUSTANGS Polk City April
LEGOLAND, Winter Haven, FL
27 UNIVERSAL STUDIOS
Sarasota November
21 LEGOLAND Winter Haven (877) 350-LEGO
Orlando (407) 363-8000
16 BUSCH GARDENS
22 OLD TOWN
28 CRUISERS MALT SHOP
Tampa (888) 800-5447
Kissimmee (407) 396-4888
17 DAYTONA INTERNATIONAL SPEEDWAY
23 PAST GAS
Daytona Beach (386) 254-2700
Cocoa (321) 636-0449
RESTAURANTS
4 MID FLORIDA MUSTANG CLUB ROUND-UP
Pensacola March
5
Tampa October
ATTRACTIONS
ANNUAL EVENTS
NATION
Florida Edition
Naples (239) 598-3088
29 MARGARITAVILLE Key West (305) 292-1435
18 DISNEY WORLD
24 SARASOTA CLASSIC CAR MUSEUM
30 ROUTE 46 SMOKEHOUSE AND ENTERTAINMENT
8 JACKSONVILLE MUSTANG CLUB SHOW
Orlando (407) 939-1289
Sarasota (941) 355-6228
Sanford (407) 268-5207
Jacksonville May
19 DON GARLITS MUSEUM OF DRAG RACING
25 ST. AUGUSTINE LIGHTHOUSE AND MUSEUM
31 S&S DINER
9 FUN FORD WEEKEND
Ocala (352) 245-8661
St. Augustine (904) 829-0745
20 EDISON & FORD WINTER ESTATE
26 TALLAHASSEE AUTO MUSEUM
Fort Myers (239) 334-7419
Tallahassee (850) 942-0137
Jupiter October
10 FORD AND MUSTANG STAMPEDE Jacksonville October
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Miami (305) 373-4291
26 8 10 42 49
MUSTANG PARTS
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32 BLOW BY RACING Boca Raton (561) 417-5555
19 40
3
2 14 17 33
33 BROTHERS PERFORMANCE
50 30
Deland (800) 486-2681
34 CLASSIC CREATIONS
Lakeland (863) 665-2322
35 HEACOCK INSURANCE Lakeland (800) 678-5173
36 HYDRO-E-LECTRIC Punta Gorda (800) 343-4261
37 JW PERFORMANCE TRANSMISSION Rockledge (321) 632-6205
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7 11 4634 21 35
4 18 27 1 41 22
23 47 37 43
6 15 24
9
36 38
20
45 32 44 28 39
12 31 48
KEY WEST
29 (Not pictured) DON GARLITS MUSEUM OF DRAG RACING, Ocala, FL
ISSUE 24 MUSTANG MAGAZINE
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T RAVEL
CM14
‘65-70 Shelby Mustang ‘65-73 Mustang
‘74-04 Mustang
‘05-Present Mustang
‘67-73 Cougar
• Request your FREE Catalog! • Catalogs now available on DVD or view ONLINE! • Order online any time! • 2 fully stocked warehouses! • Same day shipping (on in-stock items)
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ST. AUGUSTINE LIGHTHOUSE, St. Augustine, FL
38 LETHAL PERFORMANCE Wellington (877) 253-8425
39 MARCH PERFORMANCE Naples (239) 593-4074
40 NATIONAL PARTS DEPOT Ocala (800) 874-7595
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Plant City (813) 752-0689
47 HARBOR AUTO RESTORATION
Rockledge (321) 633-3227
48 MUSTANG COLLECTION Miami (305) 264-4130
49 ORANGEMAN CUSTOMS
42 RUSTY ACRES
50 ORLANDO MUSTANG
43 SILVERHORSE RACING
51 RESTOMOD PLUS
Orlando (407) 843-3673
Jacksonville (904) 786-1777
Melbourne (321) 722-2813
44 STEEDA
Pompano Beach (954) 960-0774
Lake Worth (561) 588-6630
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46 FLORIDA MUSTANG
41 POWERED BY FORD
45 UPR PRODUCTS Mustangs Unlimited is an independently owned and operated company and is not affiliated or associated with Ford Motor Company.
MUSTANG RESTORATION SHOPS
Source Code
Panama City (850) 215-2879
Osteen (407) 688-1966
Clearwater (727) 573-9696
ADVANCED MUSTANGOLOGY
THE MARTI REPORT
by Kevin Marti
A TALE OF TWO MUSTANGS
T
oward the end of the 1969 model year, two men went to their respective local Ford dealers. The first gentleman braved foggy conditions and a drizzly day in the 50s to go place his order for a Gulfstream Aqua SportsRoof Mustang at Nelsen Hirschberg Inc. in Chicago. A few months later, a second man went to his Ford dealer. The temperature was still hovering in the 50s, and it was still drizzling rain. When he walked into Jack Stewart Ford, about 10 miles north of Hirschberg Ford, he spent several hundred dollars less than the first gentleman but walked out with an order for a Gulfstream Aqua Mach 1 Mustang. In the market to buy a Mustang? The hardest part might seem to be choosing what year, bodystyle, and engine. Or maybe it’s making your desire match your checkbook. But what can really hurt is finding out after the steed is parked in the garage that things aren’t quite what they seem. Finding out you paid too much for something that’s less than what you hoped for is not how you want to begin your new relationship. The retail price for a 1969 SportsRoof Mustang was $2,740. For the Mach 1 Mustang, the retail price was $3,122. Of course, in today’s dollars, both those prices seem like smoking deals. However, I’d like
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to remind you that the average hourly wage was $3.45 back then. People who worked in Chicago did slightly better at $3.82 per hour. To buy a Mach 1 Mustang in 1969, the average person had to work 904 hours (today you have to work 1,308 hours for a GT Mustang, but air conditioning, cruise control, power steering, and a whole lot of other features are standard, plus you get over 100 more horsepower and air bags). Once you’ve decided what Mustang you want, you really do want to spend some time and money educating yourself before you buy. My wife, Shelli, wanted a 2007 Hertz Shelby convertible. There were only 500 of them made. That means that at any given time there were only a few for sale. One of the first things I did was spend time finding out what the price range was. You can start with the NADA price guides (www.nadaguides.com) or try Auto Trader (www.autotraderclassics.com). For $382 you got a lot more than cool reflective stripes when you upgraded to a Mach 1. The Mach 1 package included the 351 engine, chrome Styled Steel wheels, wide oval tires, handling suspension, high-back bucket seats, a console, colorkeyed racing mirrors, and the items in the Deluxe Interior Décor Group.
Separately, these items cost more than $548. Having determined the price range of the Mustang in which you’re interested, it’s time to start looking. You can ask around at your local car club, try a Mustang forum on the web, pick up the latest issue of Mustang Times and hunt through the ads in the back, or do what most people do: look on eBay or Auto Trader. Whatever you do, look at several vehicles before you consider buying. This will give you a sense of what’s out there. Sales people are in the business of selling, and a great many of them know that the best way to do that is to serve you. However, the darker side of human nature comes into play here all too often. Our Chicagoan that was looking at the SportsRoof (in fact, let’s call him Mr. SportsRoof) got nickeled and dimed (under 35? Look it up in the Urban Dictionary). Some sales people will do that to you. They slowly get you to add options to your car without recommending a better way to get more value for the money. After all, they’re working on commission and want you to spend as much money as possible. Mr. SportsRoof wound up buying all of the options that came standard on a Mach 1 and paid an extra $166 to do it. To add insult to injury, he didn’t get some
Mr. SportsRoof added a lot of cool goodies. It would have been cheaper to order the Mach 1.
of the other cool features of the Mach 1, like the blacked-out hood treatment with the hoodscoop and the reflective Mach 1 stripes. Once we decide we want something, our greatest enemy is usually our own impatience. We start looking at auctions on eBay and see cars that “get away.” If we actually start bidding, we’ll usually start letting our emotions get in the way and wind up paying too much. Establish a budget and stick to it, even if it means letting one get away. There will be others. You want to think Mr. SportsRoof overpaid because, well, maybe he didn’t want the stripes. So you think he decided to spend an extra $166 because he didn’t want the stripes? Well, all he had to do is ask them to be deleted. Did you know it was possible to order a Mach 1 in 1969 without the stripes? You sure could. And the price: $0. Just look at the pictured invoice. I saw quite a few ’07 Hertz Shelbys listed for $60,000 to $80,000. I had people tell me, “They’re going for big money. The last one I saw was $75,000.” Remember what Rick on Pawn Stars is always telling customers, “Just because they’re asking it doesn’t mean they’re getting it.” Don’t look at the asking price, look at the selling price. I watched auctions to see which cars sold. One Shelby was listed repeatedly during a six-month period. It never met the
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ADVANCED MUSTANGOLOGY
Unlike today, a lot of customization was possible in the 1960s. Here the customer had the Mach 1 stripes deleted. Remember, Marti Auto Works may have your Mustang’s invoice. Visit www.martiauto.com. Mr. Mach 1 wound up with a sweet ride — and saved money too!
reserve. I kept contacting the person and told him, “Your bids keep topping out in the low to mid-30s.” He insisted the car was worth twice as much. I exercised patience and continued looking at other cars. Mr. Mach 1 got a fantastic car at a great price compared to Mr. SportsRoof. They were basically the same car, but he paid almost $200 less. But, hey, maybe Mr. SportsRoof wanted the salesman at Hirschberg to get rich at his expense. Or maybe he really didn’t want to draw attention to himself with those stripes. Or maybe he just didn’t do his homework and it cost him. I knew how badly Shelli wanted that Shelby. I also knew how I’d seen a lot of people waste their money in this hobby. I stuck to my budget, and I took my time (and yes, in case you were wondering, I did run Marti Reports on potential candidate Shelbys.) Shelli is now driving that Shelby, and I paid what I wanted. Lesson: unless you like throwing away your time and money, look carefully at your options, and don’t let people force you into action. Be Mr. Mach Won.
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.
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COMEBACKER Merv and Pat Rego transformed their dormant-for-decades’ ’66 K-GT fastback from weary Jersey driver to a Metuchen-built masterpiece by Tom Shaw photography by Philip Pietri
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C
omebacker is a baseball term for a hot drive hit right back to the pitcher. We’re adapting the term for Merv and Pat Rego’s fine ’66 fastback. It started life as one of the better-equipped Mustangs, sold in the shadow of the plant in which it was built, the Ford Assembly Plant in Metuchen, New Jersey. The Garden State is not known for its dry, sheetmetal-friendly climate, nor were vintage Mustangs known for their extensive rustproofing. Combine the two and you’ve got a perfect environment to cultivate rust. It’s sad, but that was the fate of most Mustangs based in northern climates. Living near the Metuchen plant in the 1980s, Merv knew of this car, a Wimbledon White GT fastback with the K-code 289
and around 80,000 miles, and owned by the same family since new. When it appeared for sale in a newspaper, he knew this was his chance. He examined the car and talked with the owner, who didn’t name a price but was accepting offers. The body had rust issues which were obvious, but Merv, already a Mustang enthusiast and experienced repairman with one of the hobby’s early Mustang specialty shops, wanted to confirm that the 289 High Performance engine had its original parts. He asked to remove a valve cover to look for the narrow pushrod passages unique to the HiPo heads. The owner agreed, and all looked well. Next, Merv wanted to pull the oil pan and look for the heavy-duty main caps. While that was under discussion, who should
arrive but one of Merv’s Mustang customers, also very interested in the Mustang. Call it an omen, but the guy worked as a professional clown. Merv made his offer, and the clown countered with a higher offer. They went back and forth, and finally Merv told the seller that whatever the clown offered, he’d top it. Well, the clown really wanted the Mustang and made the seller a very generous offer, one in excess of what Merv offered. The seller’s decision was made. Even though it meant selling for less, he wanted Merv to have it because he knew it would be restored right. Once the Mustang joined Merv’s family, it went into storage, waiting for the day it would be restored. Meanwhile, Merv acquired NOS
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parts wherever he could find them. This went on for 10 years. Then 10 more. Finally, it was time. Merv had relocated to Lakeland, Florida, and opened Classic Creations of Central Florida, a successful Mustang restoration facility. The car was pulled apart and the restoration began. Issue number one was the rust. It had gotten a foothold in much of the body, including those spots famous for rust-out, the rear quarters and floorboards. The Dynacorn one-piece floorpans had just been introduced, so the old flaky floors were cut out and the new single-piece part was welded in. Next, the rusty quarters were cut off. Someone had attempted a quarter-panel replacement earlier, but it was substandard. Merv called on his years of experience to replace the metal to original standards, if not better. Seams were leaded, just as the factory had done as it rolled through the Metuchen assembly. Next, two new front fenders were installed; they were genuine Ford stampings, acquired during the years of waiting. The driver’s door was reskinned, also with Ford NOS sheetmetal. New front and rear valances were installed with — you guessed it — NOS parts. Hood, trunk, and roof remained original. Once ready, the transformed body was carefully prepped and sprayed with PPG basecoat/clearcoat urethane in the original Wimbledon White. NOS Ford weatherstripping was installed. Departures from stock include the body-color engine compartment, trick hood hinges, increased intensity headlights, and the twin red stripes The original interior was standard black vinyl, so Merv made a change there, upgrading to a red Interior Decor “Pony” interior with its deluxe appointments (see sidebar). INTERIOR DECOR GROUP CONTENT — SOURCE: FORD DEALER ALBUM 1966
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“DRIVING THE CAR BRINGS BACK MEMORIES OF THE ’60S AND THE FEEL OF THE MUSCLE CARS AND OUR YOUTH.”
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Merv kept the engine largely stock, cleaning up the cylinders with a .030-inch overbore and installing a Holley 4V carb but keeping the dual-point distributor and staying with the OEM specs for the cam. Exhaust is a 2.5-inch stainless steel system with MagnaFlow mufflers. Fuel lines are stainless steel too. The original driveline — a Top-Loader four-speed, and rear axle with 3.89:1 gears — was retained. The chassis was updated with new springs that drop the ride height one inch at all four corners, and Vintage Venom disc brakes (13-inch front, 11-inch rear) were
added along with stainless steel brake lines. Wheels are tall 17-inch Ford Racing Bullitt five-spokes with 245/45/17 tires. Steering remains the OEM Ford quick-ratio manual steering. Merv and Pat have changed the recipe a bit, but not radically or irreversibly. The Mustang has been back on the streets and to the shows now for a few years, and Merv says that reaction is very positive. “Everyone at the shows loves that car,” he says, “especially when they look underneath and realize that the bottom was painted the same color as the rest of the car.”
Looking back on it, Merv and Pat have no regrets and wouldn’t do a thing differently. “Driving the car brings back memories of the ’60s and the feel of the muscle cars and our youth,” Merv says. Graduating from the garage and returning to the active life on the street, the ’66 again delivers the powerful punch of style and speed that makes those early fastbacks so irresistible, but this time with tasteful personalized touches and mechanical upgrades that move it forward in form and function. Welcome back, Comebacker.
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LEGENDS SERIES #24
1966 K-GT FASTBACK
OWNERS: MERV AND PAT REGO LAKELAND, FLORIDA photography by Philip Pietri
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A study in contrasts, the powerful Boss 429 has also become Mustangs’ major market muscle by Tom Shaw photography by David Newhardt // Mecum Auctions
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F
unny, sometimes life ignores the incredible, and other times it fixates on it. Sometimes it does both. When it was new, the Boss 429 was passed over like a cold sore at a frat party. Only 500 ’70 models were built. There weren’t many of them; they were pricey; and the 428 Cobra Jet had lots of aftermarket parts and a better reputation. Boss 429 Mustangs passed into obscurity rather quickly. But as time passed and older Mustangs took on the vintage vibe, the Boss 429 was rediscovered and even appreciated for its rare and exotic engine. Take a look at the resale market these days, and you’ll see that the Boss 429 is at the forefront of vintage Mustang values. They seem to fetch around a quarter of a million with no problem and can go much higher. A 2013 Mecum Auctions sale of an exceptional ’69 brought $550,000, very close to the pre-recession price of $605,000 paid for a red ’69 Boss 429 at BarrettJackson in 2007. This boutique-built hybrid has power for days. When the Boss 429 flexes, it sends ripples even through financial markets. For such a highly engineered car, its exterior is remarkably mild. Paint is any of three Grabber colors — Orange, Blue, or Green — or Calypso Coral or Pastel Blue. You also got a functional bolt-on hoodscoop, unique to the Boss 429, and a small Boss 429 fender
decal — not even a pot-metal emblem. I once asked the late styling ace Larry Shinoda, renowned creator of the Boss 302, about the Boss 429 styling. “Styling?” he replied. “It didn’t have any styling. It just had a decal. We [his team of designers] did the decal and that was it.” OK, styling was not the Boss 429’s high calling. But you’ve got to admit, even the minimal simplicity of the Boss 429’s look is still a look of its own. Perhaps some loud tape stripe and searing color might have given it more distinctive identity, but the lack of same lets the ’70 SportsRoof really speak. Has a ’70 Mustang ever looked better? Wheels are the extra-wide 15x7 Magnum 500s with chrome finish and black coves, possibly the best-looking wheel ever installed on a muscle car. Wheel center caps were changed from the ’69 “cones” to flat wheel centers with the runninghorse logo. Across the industry, the muscle car for 1970 could be considered gimmicky. If you tend to think so, the Boss 429’s understated visuals probably appeal to you. All the Boss 429s were roughed out at the Dearborn Assembly plant, then trucked minus engine and transmission through the Detroit suburbs to a smallish facility in the outlying town of Brighton, where they were fitted with all the Boss 429 goodies.
The ’70 models had all the usual Mustang updates, including:
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1969
1970
• • • • • • •
• • • • • • •
Four headlights Small front market light Autolite shifter 20-gallon fuel tank Ignition switch on dash Standard seatbacks w/headrests Simulated side scoop
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Two headlights Tall vertical front market light Hurst shifter 22-gallon fuel tank (20/California) Ignition switch in steering column High-back bucket seats No simulated side scoop
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All '70 engines were the latter A-code design that brought improved low-rpm (under 3,000 rpm) performance to correct a problem on the first-edition Boss 429.
In addition, the ’70s added one color choice to the interior, white, and a new, solid-lifter camshaft. All ’70 engines were the latter A-code design that brought improved low-rpm (under 3,000 rpm) performance to correct a problem on the first-edition Boss 429s. Road tests of the day had the Boss 429 running around 14 seconds flat in the quarter-mile. Car Craft reported a 14.0 at 106 ET in their January 1970 issue, while Hi Performance Cars did a little better with a 13.8 at 102 mph. While those were good numbers, they were less than what the exotic engine seemed to promise, so those expecting an out-of-the-box animal were probably disappointed. Truth is, there were compromises made to get the engine into the Mustang, and to get it to idle, start in all weather, and run reliably in traffic. Product
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planners didn’t sweat it because they knew that true gearheads would add their own hop-up parts anyway. For the mechanically adventurous, enormous power awaited. The original owner of this Grabber Blue Boss 429 was apparently up for that. It was sold new in New York and became a high-powered street racer. We don’t have any great war stories to pass along, but we can imagine. Word is that it showed up for sale at Fords at Carlisle about 10 years ago with less than 5,000 miles on the odometer. Boss 429 specialist Ed Meyer helped locate the rare and pricey pieces that it was missing, resulting in a spectacular, low-mile example of perhaps the most incredible Mustang model ever created.
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It has been carefully cared for as part of the Wellborn Muscle Car Museum in Alexander City, Alabama. This January it will be one of the featured sales at the Mecum auction in Kissimmee, Florida. Mecum’s Kissimmee sale, which will feature over 3,000 cars, has become the largest collector car auction in the world and will be televised on NBC Sports Channel. Rarity and pricey parts are still a part of the Boss 429 equation, but for the enthusiast to whom this car really speaks, this could be your chance to join the Boss 429 brotherhood and own a Major Mover.
BOSS 429 ENGINE CODES
S
Earliest 1969 version with hydraulic cam
T
Revised 1969 version with solid-lifter cam
A
1970 version with solid-lifter cam
M ODIFICATION
POINT BREAK MAY WE POINT OUT THE ADVANTAGES OF THE PERTRONIX IGNITOR II OVER THE OLD BREAKER POINTS?
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O
ld-style breaker points were great. They got your plugs sparking and kept your engine running at peak efficiency for usually several minutes at least. Not bad for 1920s’ technology. But they started going downhill right away. And replacing them was loads of fun, especially on distributors at the back of the engine. It’s hard to say which part of the job was the best: wrenching your back while bending over the fender and reaching way back there to get at the points, trying to figure out why the engine won’t start now, or attempting to find the tiny screw that always seems to fall into some impossible-to-see recess.
If all that fun is too much to take, may we suggest converting your ignition to a pointless trigger? The list of advantages is a long one — quick starts, more firepower throughout the rpm range, no maintenance, affordable price, it fits inside the stock distributor, and it’s emissions-legal in all 50 states. Perhaps you noticed that electronic dwell control is now part of the Ignitor II’s talents. If this is sounding good, you should know that the complete conversion is easily done with a few simple hand tools as you’ll see in these next pages.
1 We’re using the next-gen PerTronix Ignitor II and the ohm-matched Flamethrower II coil. It all fits like factory parts and steps up your ignition system’s performance while eliminating the frequent need to replace points. The Ignitor II also features variable dwell, which keeps voltage up regardless of rpm.
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M ODIFICATION
2 The Ignitor II kit comes with the module, high-quality wiring, hardware, magnet ring, and a clear plastic gauge to set the clearance between the ring and module.
3
3 The installation is usually done with the distributor in the car, but we pulled ours to help with the photography, and because we wanted to give it a deep clean.
4
4 Start by removing the points. You probably have plenty of experience there, right? A 5/16 wrench loosens the wire connection. Save all of the take-off parts. We’ll show you why at the very end.
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5
5 With the wires loose, remove the lead from the coil and feed it through the hole in the distributor. This is the original on this car, and it’s old and cracked and in poor shape, bless its heart.
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6 The condenser comes out next. Save the hardware.
7
7 Remove the two screws that hold the points in. Note that a copper ground strap connects the points with the base of the distributor, making sure current has a trouble-free path to flow across the points’ contacts. The strap will be reused, so you can leave it connected to the distributor (not the points). We pulled ours out as part of the big cleanup.
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M ODIFICATION 8 8 The funk accumulated over the years is impressive. Some lube on the distributor cam is necessary, but the overall grime isn’t, and it can cause poor electrical flow and short circuits if it gets on the wrong surface. At the minimum, a wipedown with a stout cleaner is in order here.
9 9 Clean the distributor cam thoroughly, as well as the plates where the module will sit. Don’t shortcut this step.
10 10 If you’re so inclined, this would be a good time to clean the exterior of the housing with a soda blaster. A junk cap would be a good idea to keep sand out unless you’re doing a complete rebuild.
11
11 We spent a few minutes at the parts washer and got it pretty clean. If you’re working on the distributor still in the car, a good cleaner and bristle brush will get you there too. Also, this would be a good time to check the operation of the vacuum advance diaphragm. Apply a little vacuum and make sure it doesn’t leak down. Replace it if it does. This one is the original from 1966. Repros have a completely different housing, but at least they work. To remove the advance diaphragm, remove the two screws at the diaphragm’s base, and the E-clip on the rod (all circled). The E-clip is tiny and loves to fly away and get lost. You’ve been warned.
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M ODIFICATION 12 12 With the old parts removed and the cleanup done, we’re ready to begin the installation. First we’ll feed the wires through the distributor housing. The terminal was a little too wide to clear the existing hole, so we crimped it slightly with pliers. It’ll be straightened out later.
13 13 Feed both wires, black and red, from the Ignitor II module through the hole in the housing.
14
14 The grommet now pulls through the hole and into place.
15 15 If you removed the braided copper ground strap, now’s the time to reattach it using the correct screw that came out of that hole. Both the surface of the terminal and the area where it touches the distributor must be clean and dry. Tighten it down so that it’s pointing in the right direction (toward where the module mounts) and not binding or pinching or hitting anything.
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M ODIFICATION 16 16 To place the module, the locating stub on the bottom of the module (left) fits into this hole in the plate of the distributor (arrow).
17 17 Fasten the module down with the new screw, making sure the ground strap terminal is above the module plate, not below it. Don’t tighten it yet. Gently pull the module wires through for the best length. They should be long enough to comfortably reach the module without rubbing on anything like the distributor cam or housing. Keep in mind that the plate moves a few degrees as the timing advances. Believe it or not, we’re almost done.
18 18 The magnet ring goes on next. It slides right over the top of the distributor shaft and over the cam. Internal magnets sweep past the module as the distributor shaft spins, triggering the coil to fire. The module is adjusted for maximum clearance at this step.
19 19 Recommended clearance between the magnet ring and the module is 0.030 inch. PerTronix tells us the clearance is less critical than what we’re used to setting points. We’re using old-school steel feeler gauges because we lost the clear plastic gauge supplied with the kit. Tighten down the one mounting screw to lock in the correct clearance. Put the rotor and distributor cap back on, and you’re done with the distributor.
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20 20 PerTronix recommends using one of their matched coils, so we did. The Flame-Thrower coil is available with either a black or chrome exterior and fits in the stock location.
21 21 Pretty easy job here — disconnect the two wires, loosen the clamp, slide the old one out and the new one in, tighten ’er up. There’s a small clamp screw on the coil bracket that’ll have to be loosened too, and retightened.
22 22 Wires from the module will probably need to be cut to length and fitted with new terminal ends. This prevents unnecessary wire from bouncing around on your engine where it might get into trouble. The red wire goes to the coil’s Positive + terminal; black goes to Negative –.
23 23 Here’s why we save our take-off parts. They go into a sealable freezer bag that will be permanently stored in the glovebox or trunk. This is now a roadside rescue kit should something happen to our new system.
SOURCE:
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PERTRONIX | 440 E. ARROW HIGHWAY | SAN DIMAS, CA 91773 | (909) 547-9058 | WWW.PERTRONIX.COM
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BLUEPOINT IT’S HARD TOPPING JIM LUSKO’S ’73 HARDTOP SURVIVOR
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STORY AND PHOTOGRAPHY BY DALE KOLODICA
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raditions run deep in the Motor City. Like his father who worked at the Ford Highland Park Plant for five dollars a day, Jim Lusko continued the family legacy, landing a job at the Ford Research and Engineering Center in Dearborn in 1966. Jim had six years at Ford under his belt when he married Alice, the “girl of his dreams.� During their first year of married life, Jim and Alice faced an automotive crisis: what to do about the 1969 Camaro that Alice brought into the marriage. After all, it was the 1970s, and there was an unwritten law about working at Ford and owning a Brand X automobile. For Alice, marrying into a Ford family meant giving up ownership of her Camaro.
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In Jim’s role as a body structures engineer he was assigned to the 1974 Pinto, Mustang, and Maverick programs. Knowledge of the major changes coming to the Mustang prompted him and Alice to move forward and replace her Camaro with a Mustang. The only requirements Alice wanted on her new car were a light-blue exterior and a manual transmission. On May 25, 1973, they took a ride to Pat Milliken Ford in Detroit and placed their order. Although Alice preferred the SportsRoof, they decided to get a hardtop for better rear vision. The base code 65D hardtop included dark-blue carpeting, dark-blue vinyl bucket seats, a 250-cid six-cylinder, and three-speed manual transmission. Options added to the base vehicle were: dark-blue vinyl top, E70x14 WSW tires, an AM radio, and the Body Protection Group. The total delivered employee A-Plan price, including taxes and license plates, came to a whopping $2,625.84. After a six-week wait, the vehicle was delivered on July 6, 1973. This was a very late delivery for the 1973 model year and probably one of the last Mustangs built before model changeover. For the next 16 years Alice drove the Mustang to work, and for all her errands, shopping, and school functions. Jim kept the car looking fresh by always washing it by hand — top and underside. In the winter he would take the car to the quarter car wash to power wash the underside. This Mustang has never been through a regular car wash. Prior to taking delivery of the car, Jim made an inquiry with the materials engineer in Body Engineering regarding which aftermarket rustproofing would offer the best protection against corrosion. Along with a recommendation from the materials engineer, Jim was directed to the location which, as it turned out, was the training
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center for all franchises. With Jim’s permission, the Mustang was used to instruct their trainees on how to properly rustproof a new vehicle. The effectiveness of the rustproofing is clearly evidenced by the condition of this car. While the vehicle has remained rust-free, the rustproofing material remains tacky, with road dust adhering to all the underhood sheetmetal, making it impossible to clean and detail — definitely a fair trade-off for 41 rust-free years. The sharp-eyed reader no doubt has already spotted the non-original wheels on the car. They’re 1969-’70 Cougar styled steels. Living in the greater Detroit Metropolitan area, car parts are plentiful and often found when you least expect it. One day on his way home from work, Jim stopped by a garage sale and found five NOS wheels in unopened boxes. At a price too good to pass up, a new set of wheels gave him a good excuse to replace the E70X14 wide ovals with a set of radial tires.
While new radials steered somewhat easier than the wide ovals, injuries to both of Jim’s shoulders made driving the Mustang with manual steering very painful. The search began for the parts to add an original powersteering system to the car. The parts were eventually located, including the hard-to-find front drive pulley, and the car was upgraded to include the one option that was missing from the beginning. The Mustang still wears its original factory paint. Not including wear items, the only part that has been replaced is the rear bumper, ironically damaged one icy winter day at a quarter car wash. While their car isn’t rare compared to Bosses, Cobra Jets, and Shelbys, Jim and Alice can say they own a rare piece of Mustang history. Of all the 51,480 code 65D hardtop 1973 Mustangs, how many originalowner, daily driver, and unrestored 1973
Mustangs that look and drive this good can possibly be left? Jim reflects, “Had we known that we would still have the car today in the shape that it’s in, we both agree it would have been a convertible with a 351 engine and a four speed.” That said, Jim also states that he has been very pleased with the decision to purchase one of the last “real” Mustangs. He feels that after 41 years and 52,000 miles, the Mustang continues to perform like a new vehicle. At 26 mpg city and 31 mpg on the highway, it even holds its own with contemporary Mustang fuel economy. “We have a car that we will never sell, and hopefully it will be enjoyed by our son and his family after we’re too old to drive it.” Meanwhile, Jim and the girl of his dreams continue to be seen driving the car to various club events and cruises during the warm weather months in Michigan. Yes, traditions run deep in the Motor City. ISSUE 24 MUSTANG MAGAZINE
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ESTORATION
WHEEL
ALIGNMENT
DONE RIGHT Front-end alignment is critical to tire wear, steering, handling, and your safety. You want predictable behavior where your Mustang becomes an extension of mind and body. Turn a corner and the wheel whirls smoothly back to center without help and remains centered at 12 o’clock as you drive. A Mustang that’s all over the road gets exhausting and takes the joy out of driving. Probably the greatest challenge these days is finding a trustworthy alignment shop that
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Safety, handling, tire wear, and driving comfort all depend upon a good front end and front-end alignment by Jim Smart
understands how to properly align a classic Mustang. A shop can have all the computer technology in the world, but if a technician hasn’t mastered alignment skills, you won’t get a precision alignment. You may have to try different alignment shops to find one you’re comfortable with. Ask around. You want a shop you can be candid with, that’ll listen to your concerns, and makes corrections without flack from a technician. Marlon Mitchell of Marlo’s Frame &
Alignment in Chatsworth, California, is a Mustang enthusiast who does front-end alignment the old-fashioned way — with Bear alignment caster/camber bubble gauges and a toe gauge. He will tell you there is nothing wrong with computers and lasers, but he’s been doing front-end alignment this way for more than 30 years with great success. Marlon is going to teach us about front-end alignment and how a good job can make all the difference.
DEFINITIONS Front-end alignment deals with three basic elements of wheel angle — caster, camber, and toe.
CASTER Caster is spindle angle — forward or rearward tilt — of the steering axis, measured in degrees. If the steering axis tilts rearward, that’s positive caster. If it points forward, that’s negative caster. Classic Mustangs have upper and lower ball joints, so you can adjust the position the upper ball joint ahead of or behind the lower ball joint to get either negative or positive caster. If the upper ball joint is ahead of the lower, the steering axis tilts forward and you have negative caster. If the upper ball joint is behind the lower, you have positive caster. Simply put, caster determines how stable the car tracks in a straight line and how the wheels return to center after a turn. With negative caster, the wheel and lower ball joint trail behind the upper ball joint. If the wheel and lower ball joint are ahead of the upper, you have positive caster. Caster doesn’t have much effect on tire wear, but it does affect steering. If caster is too negative, your Mustang will become hard to steer. If one side has less positive caster than the other, your Mustang will tend to steer in that direction. If there’s too much positive caster on both sides, steering will be sluggish and sloppy. To illustrate, imagine pushing a shopping cart with the front wheels’ axle ahead of where they attach to the cart. Steering would be terrible. Casters like to operate with the wheel behind the caster. Your Mustang’s caster adjustment is the same.
Camber and caster angles determine how your Mustang steers, turns, and the wheels return to center. Caster and camber have a major effect on tire wear. Factory Mustang alignment specs typically call for positive camber. However, these days, with radial tires, deviating slightly from factory specs improves handling. A little negative camber positive caster, versus the negative or zero caster your OEM specs call for, can improve drivability. Check with your alignment technician familiar with vintage Mustangs.
It’s not easy to adjust caster and camber for 1965-66 Mustangs because it involves shims between the upper control arms and shock towers, which is time consuming and can be expensive. Shims are added or subtracted fore and aft to adjust upper arm angle and location. Lower control arms (right) are not adjustable.
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R ESTORATION
CAMBER Camber is which way the top of the wheel leans when viewed from the front of your Mustang. Camber is also measured in degrees. Perfectly vertical is zero degrees. If the wheel leans outward at the top that’s positive camber, and an inward lean is negative camber. Camber affects tire wear most. Too much positive camber and tires wear more to the outside. Too much negative camber and tires will wear excessively to the inside. Camber should be the same on each side. If camber is different from side to side, your Mustang will tend to pull and require lots of correction as you drive. In other words, take your hands off the wheel and your Mustang will drift across the lane.
This exaggerated diagram illustrates positive camber (top of the wheel leaning out). Factory settings call for slightly positive camber, because with the vehicle in motion, camber will go zero or slightly negative. A savvy front-end professional will consider suspension mods, if any, and wheels and tires, and know where to set camber. Negative camber (top of wheel tilting in) is more the norm with today’s radial tires. Shops that know classic Mustangs will dial in zero or slightly negative camber to improve handling. Don’t be afraid to ask your front-end shop about the specs used for your alignment, and why and how that will affect the driving experience.
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For 1967 to 1973 models, camber is adjusted at the lower control arm with an eccentric on each side to move the arm in or out. Caster is adjusted vaia the strut rod.
TOE
Toe is the distance between inner sidewalls fore and aft. When the front of the tires are closer together than the rear, this is toe-in. When the rear of the tires are closer together than the front, that’s toe-out. Classic Mustangs call for either zero toe or slight toe-in.
Toe is adjusted by turning the tie-rod sleeves. Lengthening the rods increases toe-in and viceversa.
Toe is the angle the tires point. At zero toe, tires are perfectly parallel point, with the same distance between the front and the rear of the front tires. Toe-in turns them slightly toward the center of the car, and toe-out has them pointing slightly outward. With zero toe, steering will tend to be sluggish but predictable with minimal tire wear. With slight toe-in, steering becomes crisp with a smooth return to center. Too much toe-in causes extreme sensitivity and quick tire wear. Toe-out also makes for a miserable driving experience and excessive tire wear.
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R ESTORATION ADJUSTMENTS
BEFORE ALIGNMENT, CHECK INTEGRITY Reputable alignment shops do three things when you arrive for service. First, they take a road test to gauge how the vehicle feels and handles. They listen for front-end noise and any other irregularities. When they return, they put your Mustang on the alignment rack to inspect for abnormal wear. They check upper and lower ball joints, Pitman and idler arms, and control arms for excessive wear. They examine shock absorbers, springs, and spring perches. They also check tire wear as well as wheel-bearing play. Another element not often thought of is the steering box, which may need adjustment or replacement. Components with excessive wear will be replaced before alignment can be made. Honest alignment shops will refuse to do an alignment until your front-end is secure.
ADJUSTING CAMBER Because it’s impossible to align a front end with the vehicle in motion, camber has to be set with the vehicle stationary. This means alignment specifications are based on anticipated suspension movement with the vehicle in motion. Camber tends to change with vehicle speed because
aerodynamics over the body and chassis change with speed. The faster you’re moving, the more the body tends to rise, which changes ride height. As ride height changes, so does camber. Camber also changes in turns, which is also figured into factory alignment specifications. Most savvy alignment shops prefer slight negative camber these days to improve the tire’s contact patch for better cornering. Your Ford Shop Manual suggests 1/2-degree positive camber, which is no longer optimum for modern radial tires. This is where a sharp alignment professional is needed, and the alignment followed by a road test.
ADJUSTING CASTER Years ago, manufacturers and alignment shops wanted more negative caster than positive. Biased-belted tires aren’t as sensitive as radial tires, nor as forgiving. Radial tires with negative caster tend to make steering too sensitive. If you check your Ford Shop Manual, you will find caster depends upon engine type and how sensitive you want your steering. This is why a well-trained and experienced front-end professional is so important. With radial tires, you want more positive caster than negative — and uniform caster adjustments on both sides. Both sides must be spot on.
Lower ball-joint wear is checked by moving the bottom of the wheel with the load completely removed. A lower ball joint is replaced together with the control arm. The upper ball joint, which normally wears quicker than the lower, is checked by moving the top of the wheel in and out with most of the weight off the wheel. Upper control arm bushings are another high-wear issue. If you need ball joints, you probably need new control arms too.
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769/kit
GRANADA PERFORMANCE UPGRADE BRAKE KIT
This kit designed for the 1975-80 Granada spindle will fit 1965-73 Mustang and many other Ford car applications that utilize the Granada spindle.
ALL POPULAR APPLICATIONS
PRO-TOURING SWAY BAR KITS REAR PRO -TOURING
FOR A LIMITED TIME GET A FREE SPANNER WRENCH & BEARING KIT!
COIL OVER CONVERSION SYSTEM
REAR END SOLD SEPARATELY
starting at
$
Frame rail mount and heim design for aggressive performance driving. Many front and rear applications available. Plain - starting at $189/ea $
279/ea
1199/kit
A full line of new ready-built rearends are available with the same high-quality parts used in MINI™ DISC KITS starting at $299/kit Currie custom-built rearends, but at “off-the-shelf” GRANADA CONVERSION prices. starting at $1049/kit Includes the hard to find specialty parts. Works with components available at your local auto parts store.
Includes coil-over shocks, specially designed conical springs and all mounting hardware. starting at $569/kit
CPP MINI™ SUB-FRAME KITS
Accommodates both factory and aftermarket sway bars. The upper control arms will accommodate stock coil springs, Shockwave™ and also coil over conversions. Available in gloss black or silver powder coat.
COMPLETE STEERING LINKAGE KIT
Uses components designed to prevent bumpsteer and is required when installing CPP 400 Series™ Box in your original P/S Falcon or Mustang. Starting at 219/kit
FIREWALL BRAKE BOOSTER KITS
Available for Mustang, Full Size Ford and all Popular Ford applications. starting at
299/kit
$
This is an ideal kit for adding the components needed to operate a power box when converting to power steering. Small block Ford & straight 6 cylinder vailable. starting at
299/kit
$
GET OUR NEW 290 PAGE CATALOG NOW! Prices subject to change without notice. Please note that kits and prices may vary between certain applications.
$
POWER STEERING PUMP KIT
HEAVY DUTY 31 SPLINE AXLES
CURRIE CRATE REAR ENDS
$
Power Starting at
$
REAR 4-LINK SUSPENSION KIT
w/Billet Mounts (shown) - starting at
799/kit 999/kit
Manual Starting at
Lower Kit (shown) $399/kit Upper/Lower Kit $699/kit
FRONT
Upgrade your rear leaf spring suspension to a fully adjustable 4-link suspension. These kits help to improve handling and ride quality and allows for better weight transfer which improves traction. Kits will allow the rear end to be lowered up to 4" in some applications and most have 3 different settings for height.
2239/kit
$
FORD MUSTANG COMPLETE FRONT BRAKE KIT
Comes complete with stainless steel gas struts and mounting hardware. Available in plain, black or polished. starting at 590/pr starting at
$
Starting at
This package teams up all of the pieces that will convert your ride into a corner carver on the track and a pleasure to drive on the streets. Kits feature our innovative MINI™ Sub-Frame and 400 Series™ performance steering box and also includes Totally Tubular™ upper control arms, Caltracs traction bars, front coil springs, front and rear performance sway bars, front and rear Black Magic™ performance tuned shocks and a set of Granada disc brake spindles. Arms are available in gloss black or silver powder coat.
BILLET HOOD HINGES
CALTRACS TRACTION BAR KITS
Available for Galaxie, Falcon, starting at Fairlane, Mustang and more. 339/kit
YOUR RIDE TODAY!
800-760-7438 714-522-2000 FAX 714-522-2500
CLASSIC PERFORMANCE PRODUCTS, INC.
378 E. Orangethorpe Avenue | Placentia, California 92870
www.classicperform.com
R D ESTORATION
This is a simple Bear caster/camber gauge, which works like a carpenter’s level with bubbles to indicate camber and caster angles. The tire sits on a floating table for ease of movement, and adjustments are made once locking pins are removed.
On ’67-’73 Mustangs, camber is adjusted at the lower control arm’s mounting point. An eccentric bolt moves the lower control arm in or out. First-generation Mustangs do not have this adjustment.
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Marlon checks caster and camber angles, then runs steering gear from lock to lock to confirm these angles at each end of the wheel’s travel.
When replacing tie-rod ends, try to keep the overall length of the new assembly the same as the old one. You can either measure the distance shaft to shaft, or count the turns as the old one is removed, or both. This gets toe-in close so you can get to an alignment shop safely.
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R D ESTORATION
CLASSIC MUSTANG ALIGNMENT SPECIFICATIONS These are the original Ford front-end alignment specifications for 1965-73 classic Mustangs. A sharp technician, familiar with Fords, can improve on the vintage alignment, but this is the starting point. 1965-66 (degrees) Minimum
Maximum
Maximum Variation Allowed
Optimum
Camber
-1/4
+1 ¼
1/2
+1/2
Caster (six-cylinder)
0
+2
1/2
+1
Caster (V8)
-1
+1
1/2
0
Toe-In
3/32”
11/32”
N/A
7/32”
1967-68 (six-cylinder / V8) Minimum
Maximum
Maximum Variation Allowed
Optimum
Camber
+1/4
+1 ¾
1/2
+1
Caster
-3/4
+1 ¼
1/2
+1
Toe-In
1/16”
5/16”
N/A
3/16”
1969 (six-cylinder / V8) Minimum
Maximum
Maximum Variation Allowed
Optimum
Camber
+1/4
+1 ¾
N/A
+3/4
Caster
-3/4
+1 ¼
N/A
+1/4
Toe-In
1/16”
5/16”
N/A
3/16”
Minimum
Maximum
Maximum Variation Allowed
Optimum
Camber
+1/4
+1 ¾
N/A
+3/4
Caster
-1
+1
N/A
+1/4
Toe-In
1/16”
5/16”
N/A
3/16”
1970 (six-cylinder / V8)
1971 (six-cylinder / V8) Minimum
Maximum
Maximum Variation Allowed
Optimum
Camber
0
+1 1/2
N/A
N/A
Caster
-1
+1
N/A
N/A
Toe-In
1/16”
5/16”
N/A
N/A
1972-73 (six-cylinder / V8)
84
Minimum
Maximum
Maximum Variation Allowed
Optimum
Camber
-1/2
+1 ½
N/A
N/A
Caster
-2
+2
N/A
N/A
Toe-In
1/16”
3/8”
N/A
N/A
MUSTANGMAGAZINEONLINE.COM
BLUE PRINTED SUSPENSION PARTS FROM FLY-FORD RACING With more than 30 years experience aligning vintage Fords, Marlon Mitchell understands a classic Mustang’s weaknesses and has created his own line of upgraded suspension components named Blue Printed. Upper control arms have stainless steel shafts with oil bronze
bushings for smooth operation without binding and twisting. Spring perches are done the same way, also with grease fittings for routine maintenance. Marlon tells us the Blue Print suspension system is the last suspension system you will ever have to buy. Cost is just under $1,500. Shipping is extra.
Blue Print suspension components from Fly-Ford Racing are engineered for smooth operation and long-term durability with stainless steel shafts and oilimpregnated bronze bushings. Alignments remain true longer thanks to solid reliability, and because you can lube them, count on rugged durability for the life of your Mustang. Spring perches offer the same kind of engineering with stainless shafts and oiled bronze bushings. Good-bye squeaks.
SOURCE MARLO’S FRAME & ALIGNMENT FLY-FORD RACING 10225 Canoga Ave. Chatsworth, CA 91311 (818) 341-0940 www.fly-ford.com
ISSUE 24 MUSTANG MAGAZINE
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R P ESTORATION
FIX MY MUSTANG
by Jeff Yergovich
PROBLEM? WE HAVE A SOLUTION Q
GET IN ALIGN
I I have a ’68 fastback that’s modded in the style of Bullitt. It has about a 1.5inch drop on the front. I was wondering if I should alter the alignment specs or stick with stock? The suspension is stock except for wider wheels and tires and the coil springs being clipped. Brian Deaver Colorado Springs, CO
Q
SHIFTY BUSINESS
The shifter in my ’66 coupe is loose and sloppy. It also rattles when I’m driving on the highway. I know there are some kind of bushings that you’re supposed to replace. I did that once a long time ago, but it’s loose again. As long as I’ve got it apart, does anyone make a kit to replace all the worn service parts in there? What else should I replace besides the bushings? Dill Fespo Yazoo City, MS
A
Welcome to the world of a 48-yearold shifter! It’s just like tires; they wear out and need replacing. There’s a bushing in the upper part of the shifter handle where it attaches to the shifter box. These are the most common points of wear. A kit is available from AMK Fasteners that could solve your problem quickly. Shifter rods can wear down also, and they can be welded up and returned so that all the linkage is tight.
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A
Even though your car has been lowered, alignment specs can stay the same. Having wider wheels and tires can cause additional stress on the spindles and wheel bearings. Increased tire wear may also be evident, not from the alignment, but from the wider wheels and tires. The factory specs have a tolerance built in, and you could be off as much as a degree and the car will still drive correctly. Every change you make to the suspension makes it more important to hit those alignment specs on the money. Wherever you take your car for an alignment, ask for a printout before any work is performed and then a printout after work is performed. These sheets will tell you factory specs and what the car is aligned at now. A properly trained technician can read the sheet by the numbers and tell you how the car will drive.
R P ESTORATION
Q
WINDSHIELD RESEALED
I’m looking at replacing my windshield, and I wanted to get some expert advice first. It’s in a ’71 SportsRoof that I’ve had since 1986. It’s been leaking around the top right corner when it rains, and I have a feeling there’s more water getting into my car than what I see. I’m wondering what to do if I pull the windshield out and there’s some rust-out on the frame. What is the fix for it, and what can you advise me to do to really have a long-lasting, water-tight seal on that new windshield? Any specific products or techniques? Vaughn Haskins Troy, NY
Q
A
Replacing windshields and getting them to seal without leaks is always tricky. Whenever possible, use a reputable glass shop to have it sealed. Windshield primer should be applied to all areas, including any areas where surface rust has been. Butyl tape is then applied to the area where the windshield will sit. Once a clear seal is visible on the glass for the butyl tape, windshield sealant needs to surround the glass. Sealant is also applied to the backside of all the moldings before installing. All of this information is available in the factory assembly manuals. Remember, the products available today are much different from the ones when your car was produced. Never use silicone. Follow factory directions or have a professional do it. Even after all this, it may take a few days in the hot sun for all the materials to seat in, so, don’t be frustrated if it leaks a little at first. And remember to put all your Mustang decals back on the new glass!
BACK TO WORK
I have a ’67 Mustang convertible my wife had as a teenager that her father got for her. He planned on restoring it so she could drive it. He never got around to it and recently passed away. The car has been sitting for 33 years. I have decided to get it running and clean it up for her 50th birthday as a surprise. What can I expect to pay for a job like this, and how much time will it take? Tim Bratton Los Angeles, CA
A
I’m assuming the car does not run. So, first things first. I would diagnose the engine and tranny, along with the rearend, and see what needs to be done. This typically takes the most time and money. Cost can range from $1,000 to $6,000 or more, depending on what’s good or bad. Good: you replace plugs, wires, cap and rotor, and fresh oil, and the car starts and runs. Bad: you need to rebuild the engine. Expect $1,500-$6,000 depending on engine size. After that, it’s brakes and fuel delivery. It’s always a good idea to stop all that new-found power. Depending on the condition, you may only spend a couple hundred dollars to get brakes safe. I would still probably change the brake lines and add new fluid. And no engine will be happy with dirty fuel or rusty fuel lines or fuel tank. Replacing this is mandatory for safety. Expect another $500$1,000. If the tranny needs a rebuild, this can cost $500-$1,500, depending on what’s wrong. The rearend: as long as it wasn’t abused (drag raced), I would probably assume it was OK. However, if a rebuild needs to be done, that can cost $1,000. Last would be belts and hoses: expect $200-$300. That said, the cost of all this will be minor compared to your wife’s happiness. Not to mention you won’t sleep in the dog house for a long time. Good luck.
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ISSUE 24 MUSTANG MAGAZINE
89
R P ESTORATION NOS TAG
REMNANT TAG ON OLDER HOSE
Q
A/C HOSE HELP
A
The white you see on the hoses is actually what’s left of the part-number tag. Each hose has its own part number, and the tag is there to tell you so. A/C hoses are hard vinyl, and the tags were made of vinyl so they would stick better. As the tag deteriorates over the years, all you see is what’s left in the middle (see above left). Replacement part-number tags are available from different sources. Tags on ’65s-’66s carry a C4 number; ’67s-’68s carry a C7 number; and ’69s-’70s carry a C9 number (see above right). Also, the hose has the same fittings on each end, so the end with the tag could be attached at the firewall and covered in tar, or it could be attached at the air compressor where the tag would be easy to see. We always do the latter so judges can see this extra bit of detailing.
While restoring my ’68 Mustang with A/C, as I cleaned up the original hoses, there’s what’s left of a white spot on the long A/C line. Is that a paint dot for marking? If so, how do I duplicate it? Mike Poston Moab, UT
HQ
FENDER DEFENDER
A
I have a ’69 Boss 429 with a fender that has some damage. Should I have it repaired, or should I order a replacement? Martin Cromley Olathe, KS
We get this question all the time. For a car like yours, I would definitely recommend repairing. Reasons being, 1) It fits your car. Not all aftermarket fenders fit correctly out of the box. 2) Yours has a Ford part number stamped on it. Aftermarket does not. Your car will hold more value with a properly repaired original fender than an aftermarket fender. Conversely, if this were a typical daily driver and held no special value, I would recommend an aftermarket fender. It’s easy to change out, and fit and finish wouldn’t be critical.
ASK THE EXPERT Jeff Yergovich, president of Lee’s Summit, Missouri-based R&A Motorsports, has restored national show-winning and record-breaking Shelbys and Mustangs since 1975. Find more at www.r-amotorsports.com. Need some help with your Mustang? Ask the expert. Email us at tom@themustangmagazine.com,or write us at Fix My Mustang, P.O. Box 41, Lakeland, FL 33802.
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L I M I T E D E D I T I O N S . G A L L E RY E D I T I O N S . A R T I S T P R O O F S W I T H R E M A R Q U E . O R I G I N A L PA I N T I N G S .
“The Champion”
“Boss Building” Hand-signed, hand-numbered limited edition reproductions of original watercolor paintings. Accompanied by Certificates of Authenticity. Limited Edition Prints and Artist Proofs with Custom ‘Done to Order’ Remarque are produced on archival acid free paper. Our large Gallery Edition Giclée Canvases are printed on high quality, heavy gauge, acid free archival canvas. Special waterproof UV coating. Gallery wrapped on a hardwood frame. Shipped READY TO HANG (in North America).
“Thoroughbreds”
(Gallery Edition Canvas Only)
Limited Edition Prints $150 Artist Proof with Custom ‘Done to Order’ Remarque, Edition of 20 $500 - $750 Gallery Edition Giclée Canvas, Edition of 50 $1500 (shipped ready to hang)
www.michaelir vine.com PURCHASE ONLINE. FREE SHIPPING WORLDWIDE. FREE LAYAWAY. 1.800.361.5484 ISSUE 24 MUSTANG MAGAZINE 91 M I C H A E L I R V I N E S T U D I O S — B OX 2 0 0 9 1 S T C AT H A R I N E S O N L 2 M 7 W 7
H ISTORY FROM THE ARCHIVES Reprinting Mustang’s History Last issue, we finished the last of the 1965 Mustang Key Selling Features, so we’re starting a new, seldom-seen piece of Ford literature, the 1966 booklet Presenting the Sounds of Ford, a 12-page presentation of Ford’s 1966 audio options. The year 1966 was important because it introduced several major formats — a new self-contained tape system
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and a new range of broadcast with greatly improved signal quality. If you think that’s elaborate, wait until you see what’s on the last page (in a future issue). Once we reach the end of this booklet three issues from now, you’ll see that Ford offered some communications options few knew about.
ISSUE 24 MUSTANG MAGAZINE
93
H ISTORY
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ISSUE 24 MUSTANG MAGAZINE
95
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MODERN STEERING CONVERSIONS 1965–1970 MUSTANG, Now available for most applications • Easy Half-Day Bolt in Installation • No Cutting and No Welding Required • Full Turning Radius & Ground Clearance • True Modern Power Steering Feel • Made in The USA With a 3 Year Warranty • Complete Kits or Individual Components • Manual Steering Boxes Available
216
1965–66 Kit Shown
SI
N C E 1914
For a free catalog, call 860.482.8283 or visit www.borgeson.com
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MUSTANGMAGAZINEONLINE.COM
Introducing The Latest Evolution In Classic Car Audio
SLIDEBAR
67-73 Mustang. Original look, original fit, but all new modern technology!
From This
To This
With A Flick Of A Slidebar
MARKER Lights, Ford and SAE logos • ‘69 Kit: 4 lenses, 4 bezels and gaskets – $79.95 • ‘70 Lens & Housings: Front – $39.95/pr., Rear – $36.95/pr. • ‘71-3 Lens & Housings: Front – $21.95/ea. Rear – $23.95/ea. BACK UP Light Kits, Housings, Lenses, Bulbs, Seals, Screws ‘65-’66 – $48.95 ‘67-’68 – $54.95 ‘69-’70 – $54.95 ’69-’73 FRONT SPOILERS (USA Made) – $59.95 ’71-3 RAM AIR KITS FOR 351C (also fits 302) Steel base, plenum w/flappers, seal, hardware – $539.95 UPHOLSTERY, Full Set – Front & Rear Sets • ‘65-8 Standard – $179.95 ‘65-6 Pony – $254.95 • ‘70-’73 Standard – $229.95 • ‘69-’70-’71-3 Mach 1 or Deluxe – $344.95 • Deluxe Door Panels: ‘69-’70 – $289.95 ‘71-3 – $314.95 ’65-’73 HEADLINERS – $29.95
Ohio Mustang Supply ‘64 1/2 - ‘73 Mustang Parts
Order: 888-685-9680 www.ohiomustang.com 732 Abbe Road, Sheffield Village, Ohio 44054
*FREE NG on orders I over $500 SHIPP *UPS Ground, excludes oversized items
LAST PAGE
CULTURE
SCALE SIZZLERS Hot Wheels, those tricked-out 1:64 diecast cars with mags, redline tires, and candy paint jobs, were a smashing success for Mattel when introduced in 1968. Just two years later, Mattel introduced a new line of Hot Wheels spin-off called Sizzlers. These were step-up cars, also 1:64 scale, that went the easy-rolling standard Hot Wheels one better by using a tiny onboard motor and rechargeable NiCad battery. Sizzlers ran on standard Hot Wheels
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MUSTANGMAGAZINEONLINE.COM
orange track, but other track was developed to allow side-by-side racing. Cars would run for around five minutes on a charge. Recharging took around 90 seconds. Six cars were included in the first 1970 release, followed by another dozen in 1971 and another half-dozen in 1972. The Boss Mustangs are the focus here, like the brilliant, hot pink ’70 Boss, still in the original packaging. Not surprisingly, that’s how they’re worth the most, according to
Mustang authority Bob Perkins. They’re hard to find in the original package but bring around $125 to $150 when they do surface. The perfect pink one shown here brought $300, a price double the norm and 100 times their original selling price of $2 to $3. Sizzlers without packaging are worth in the $35 range. Reissues were issued a few years ago and are distinguished by the bar code on the package.
Why Choose Mustangs Unlimited? •
FREE SHIPPING
on Thousands of Parts • Two Fully Stocked Warehouses • Competitive Prices • New Parts Added Daily • Serving the Mustang Enthusiast Since 1976!
www.mustangsunlimited.com
Order Online @ Aluminum Radiators
Available in 2, 3, and 4 row for ‘65-73 Mustangs (Including 5.0L conversion Radiators) 4-Row 2-Row 339MC 251EC
STArTiNg FrOM
STArTiNg FrOM
189
$
‘65-73 "Yellow Top" Ignition Coil 12029
37
$
$
95
16 gauge steel with 1/4" flanges, 1-1/ 2" primaries, 1-3 /4" secondaries & 2-1/ 2" collectors. Includes collector reducers, gaskets, hardware. Black Painted Finish
95
Upper Control Arm Concours Appearance
FAN ShrOUDS KiTS
3-Row 259CC
'65-70 260/289/302
652804
Fits Mustang & Cougar
339
95
Tri-Y Headers
UC67A
UC65A
194 95
$
‘65-73 Thermostat Housing 260/289/ 302/351W 8255R
FS339
STArTiNg FrOM
24495
$
STArTiNg FrOM
189 95
$
Complete with shaft, bushings, correct style riveted ball joint with boot, zerk fitting, nut, cotter key, washers, nuts, & 2-tone paint. ‘65-66................................ UC65A ..................................... $79.95 ‘67-73 ................................ UC67A...................................... $89.95
2195
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Use or Mention Promo Code CM15 to Save 5% Now Through April 30th*
Two Locations to Serve You Connecticut
440 Adams Street • Manchester • 06042
Georgia
2505 Newpoint Pkwy • Lawrenceville • 30043
Some parts are not legal for sale or use in California with emission controlled vehicles. Prices subject to change. Mustangs Unlimited is an independently owned and operated company and is not affiliated or associated with Ford Motor Company. *Due to our already low prices, some items are discount exempt.
100 MUSTANGMAGAZINEONLINE.COM
®