Mustang Magazine | Issue 18 by Mustang Magazine

HUGGER MUGGER - NYC’S ONLY MOTION MUSTANG

issue 18 $5.95

a new look at classic mustangs

De-Optioned: Extra Hot With Naught

ISSUE 18 MUSTANG MAGAZINE 1

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ISSUE 18 MUSTANG MAGAZINE 3

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ISSUE 18 MUSTANG MAGAZINE 5

DEPARTMENTS 8 10 12 15 18 20 24 26 30 34 86

EDITORIAL YOU GOTTA SEE THIS #1 YOU GOTTA SEE THIS #2 THE MARTI REPORT MUSTANG NEWS AUCTION RESULTS NEW PARTS FOR CLASSICS MUSTANG NATION JOIN THE CLUB EVENTS FIX MY MUSTANG

HUGGER MUGGER - NYC’S ONLY MOTION MUSTANG

issue 18 $5.95

a new look at classic mustangs

De-Optioned: Extra Hot With Naught

ON THE COVER

Nick and Luana Kirby’s austere yet best-of-show Boss 302 proves not all were loaded with options. Photography by Tom Shaw.

ISSUE 18 MUSTANG MAGAZINE 1

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76 HUGGER MUGGER

Fred Greco’s Long Island–based ’65 Motion-ized Mustang was a rude rough-up for Camaro pilots

FEATURES

34 FORD NATIONALS AT CARLISLE

Welcome to the world’s biggest annual Ford party

46 BASIC BOSS

Nick and Luana Kirby’s ’70 Boss 302

52 LEGEND SERIES #18 ’70 Boss 302 poster

62 TRI-PO HI-PO

Tri-Power intake and four-speed combine in Charles Hatfield’s last-year Hi-Po

96 LAST PAGE CULTURE

Mustang-themed record-album covers

RESTORATION & MODIFICATION 38 EIGHT-BARRELS FOR EIGHT BORES

Part 1: Trans Am Racing builds a retro 347ci stroker with two-four induction, roller cam, and plenty of thunder for show and go

54 RADIATOR RESCUE

Saving originality is possible but maybe not practical

70 FIVE-SPEED TRANSMISSION QUICK-CHANGE ADAPTER A faster way to five on the floor

90 DIAGNOSTIC DETECTIVES

The Case of Freddie “The Flooding Float” ISSUE 18 MUSTANG MAGAZINE 7

[EDITORIAL]

NAKED MUSTANGS

e could have called them “el strippos,” or “de-contented,” or “Q-ships,” or “sleepers.” But “naked” is the contemporary word being used today to refer to the basic, the minimal. Since restoration became popular, it seemed there was a race to see who could pack the most options onto their car. The loaded cars with the rare options and accessories stood out from the crowd and always created a buzz. “Did you see that ’69 with the cruise control, Drag Pack, and whiteletter snow tires?” They always seemed to do well at sale time, too. Heavy on the options became a trend as we harvested rear defrosters, optional wheels, deluxe interiors, disc brakes, intermittent wipers, and the like from donor cars and swap meets, and later, eBay. But a funny thing happened as show fields began to fill up with more and more loaded cars. The basic, austere cars became the standouts, the attentiongetters. They were different, they were unusual, and now they were the cars that people would linger over, with their basic wheels, cheapie hubcaps, scoopless hoods, and plain interiors. Ordering all of the performance goodies like Traction-Lok diff, gauges, and Drag Pack was one way to go fast, but so was skipping the A/C, power options, and putting the car on a starvation diet. Most of the naked Mustangs I’ve seen are price-point cars, bought without extras not for the sake of greater performance but to cut the sticker price to the bone. They usually have some kind of little-old-lady background, and it’s not uncommon to find them with very low miles. My friend Dan Jensen has a ’70 Mustang coupe that represents the pricepoint version of the naked Mustang. It’s a beautifully kept, lowmile original with the main splurge being a 302 2V V-8 and a C4 automatic trans. But every now and then you run across a variation on that theme — like this issue’s cover car. Nick and Luana Kirby’s ’70 Boss 302 came with tinted glass and AM radio but was otherwise an optionless Boss 302. It was ordered as a drag racer and lived a hard life early on, but was rescued by just

8 MUSTANGMAGAZINEONLINE.COM

[BY TOM SHAW]

the right guy in Nick. Rather than load it up with options as is common, Nick stuck to the factory blueprint, left off all of the gingerbread, and restored it just as it was when it rolled out of Ford’s Metuchen Assembly plant in September 1969. In the show field at the Silver Springs Mustang Roundup, the Lime Metallic Boss stood out. The first things you notice are the wheels. Ford had several versions of this wheel and hubcap/trim ring combo, but these extra-wide 15x7 wheels were used on performance models, unlike the skinnier passenger-car versions with the same flat hubcap but more shallow trim rings. A close look reveals a standard interior with no console or 8-track player. And how about the smooth exterior, uninterrupted by bolt-on body spoilers, Shakers, and slats? That’s different. Also different was the very high quality of workmanship. Nick didn’t cut corners. Stamps, codes, finishes, cleanliness — it’s all there. Nick’s background in military aircraft probably has a lot do with that. It impressed this editor. It also impressed many other attendees at the show. By the time we headed out of the park for our photo shoot at Silver Springs’ big red-brick entryway, Nick was the proud owner of an extra-tall trophy acknowledging his efforts and honoring his basic Boss 302 as Best of Show. Want to get noticed? Defy the trend. Do it differently. Zig while they zag. Follow your heart while everyone else follows the crowd.

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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

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ISSUE 18 MUSTANG MAGAZINE 9

[YOU GOTTA SEE THIS] WHEELS UP AND READY FOR DEPARTURE These days, Sam Auxier Jr. interviews “the greatest names in drag racing” on the automotiveradionetwork.com website. But back in the ’60s and ’70s, Sam was one of the best four-speed drivers. Fast Fords were his specialty, like this patriotic ’71 Pro Stocker powered by a Coleman Machine/Larry Ladd cylinder head–equipped 427 Single Over Head Cam (SOHC) engine fitted with the best in equipment from Holley, Edelbrock, Crane, TRW, and JR headers. Backing it up was a Schiefer-equipped Doug Nash five-speed, and Air Lift– equipped 5.38:1-geared Dana 60 rearend. Sam’s Mustang saw duty in NASCAR, UDRA, NHRA, AHRA, and IHRA national event competition, as well as extensive match racing. Career best ET: 9.94 @ 137.00. Nine years ago, Sam discovered his ’71 in Philadelphia, in dire need of restoration. Maybe someday. Photography by Bob McClurg

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ISSUE 18 MUSTANG MAGAZINE 11

[YOU GOTTA SEE THIS] FEEDING THE HERD

That’s the title of David Snyder’s latest Mustang painting, depicting an inyour-dreams scene of a great Mustang convergence, with Mustangs of every type, model, and color, and cheap Hi-Test gas on every corner. Traveling back in time is pretty reasonable: prints are $95, and proofs are $130. More info at (513) 722-9608; www.davidsnydercarart.com

12 MUSTANGMAGAZINEONLINE.COM

ISSUE 18 MUSTANG MAGAZINE 13

DALLAS MUSTANG.COM

MUSTANG PARTS AND ACCESSORIES

1964-2012

PUBLISHER

CURT PATTERSON curt@pattersonpublishing.com EDITOR

TOM SHAW tom@themustangmagazine.com COPY EDITOR

LAURA BURKE ART DIRECTOR

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JASON JACOBS jason@pattersonpublishing.com MUSTANG NATION/ EVENTS DIRECTOR

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PUBLISHED BY PATTERSON JACOBS PUBLISHING, LLC

CURT PATTERSON JASON JACOBS BRANDON PATTERSON STEVE BROWN Mustang Magazine is published monthly by Patterson Jacobs Publishing, P.O. Box 41, Lakeland, Florida, 33802. Subscription Rates (monthly frequency): U.S. 12 issues $24.97; Canada add $15 per year for postage. All other countries add $25 per year for postage. U.S. Funds only. Allow 3-4 weeks for new subscriptions. Send address change to Mustang Magazine, Customer Service, P. O. Box 41, Lakeland, Florida 33802. Customer Service (877) 279-3010. Patterson Jacobs Publishing; Lakeland, Florida Phone (863) 701-2707; Fax (863) 248-3015 “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

14 MUSTANGMAGAZINEONLINE.COM

[ADVANCED MUSTANGOLOGY] 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.

THE MARTI

REPORT

WHERE THE RUBBER MEETS THE ROAD

f you’re old enough to remember this jingle ... Take a closer look at that invoice. Penned below the options “Wherever wheels are rolling, is a note: “OK to sell with Uniroyal. No GY available per Cal No matter what the load, Ryan,” and then signed by Frank L. Davis. A spot shortage of The name that’s known is Firestone, F70X14 Goodyear tires took place in late September 1969. This Where the rubber meets the road.” Mustang was delivered with Uniroyal tires, as were a batch of ... then you probably remember when you saw classic them around this time. Mustangs on the road every day. A large number of them, along Occasionally in an assembly-line environment, changes are with most Ford vehicles, were shoed with Firestone tires. This made on the go. It’s much too expensive to shut down a line. was because Harvey Firestone formed a lasting relationship In this case, it would have cost Ford about a quarter-million with Henry Ford. However, as the ’60s wore on, an increasing dollars an hour to halt an assembly line. So, substitutions and percentage of Mustangs were being produced with other brand changes were possible, within limits. tires. Restoration is a tricky business. It takes a person with special A while back, racing legend George Follmer told me, “We’d skills, like patience, diligence, and attention to detail to truly have won more races if we didn’t have to use those Firestone restore a vehicle to its original showroom configuration. Ask tires.” And the performance-minded Mustangers knew that. any winner of a national Mustang show and they’ll tell you Goodyear became the “name that’s known” on the Boss 302s, Cobra Jets, and Shelbys with their Polyglas tires, in part aided by Goodyear’s backing of Shelby’s race team. Go to a car show and you expect to find Polyglas Goodyears on every car that has a G, Q, R, or Z as the fifth digit of the VIN. But life is never that simple, at least in the Mustang restoration world. Take a look at this invoice for a Cobra Jet Mach 1 and the listing for “Goodyear Brand Name Tires.” Anyone restoring this Pony would likely call up Kelsey Tire and get those Goodyears winging their way to his or her home so the local tire company could get them mounted on the rims. Ouch, that would have been a $1,000 mistake. Cobra Jet Mach 1 invoice ISSUE 18 MUSTANG MAGAZINE 15

[ADVANCED MUSTANGOLOGY]

they didn’t get there on their first outing. Heed Yoda’s advice, “Patience you must have.” Research is the number-one task that should never be ignored when planning a restoration. Use a digital camera and take hundreds (if not thousands) of pictures of the Mustang as it sits and at each step of disassembly. Contrary to what you’d like to think, your memory is not photographic. These photos are a big aid in re-creating that original assembly-line look of well-done paint stripes and chalk markings where appropriate, and without the cartoonish appearance occasionally seen at a national Mustang show with the neon colors (because the restorer wanted to make sure you noticed his work) or perfectly lined stripes or daubs (really — do you think the assembly-line workers cared that much about their work?). Even before the photographic phase, though, another important research step is the acquisition of any available documentation. It might save you buying the wrong tires as previously discussed. Or, in the case of the Shelby invoice shown as an example, it might reveal something you just didn’t expect or believe possible. Shelbys are very unique cars, and the GT500KRs are some of the most sought after. This one Shelby fastback was produced with front seat headrests (there were two convertibles so produced). A dozen issues ago I did an article on some rare versions of ’68 Shelbys. That I am aware of, only two of these have surfaced. Do you know you don’t have a one-off production car? A casual restorer might have come across a ’68 Shelby with headrests and thought someone added them sometime in the ’70s and, believing he was restoring the car, removed the headrests. The careful restorer should research to identify whether he has a unique car and carefully document this so that upon display at shows he can highlight this special model. A well-restored classic Mustang is a national treasure. It speaks of a time when American-made held a special meaning throughout the world. It consists of serious work that brings a particular satisfaction of knowing you are re-creating an actual piece of history. As we rapidly approach the 50-year mark for the Mustang, I find myself often contemplating the Mustang Centennial. Though I probably won’t live to see it, some of you will — and so will some of our Mustangs! Will yours be one? What will it say to an as-yet-unborn generation? Letting others catch a visual glimpse of the past, of the way things were, is a gift that is born of the person willing to trade his time, talent, and money to wear some battles scars (knuckles come to mind) for the enjoyment of themselves and others. These men and women know where the rubber meets the road. Want to hear an original recording of the Firestone jingle? Go to www.martiauto.com/Firestone.

16 MUSTANGMAGAZINEONLINE.COM

’68 Shelby with headrests

Goodyear tire info label

2012

N NEW PRINT CATALOG N NOW AVAILABLE!

Mustang Parts & Acc Virginia Classic Mustang

1 3:40:04

, Inc.

SU-321.... $22.95 pair

Catalog

Exactly like the original COAA5493-A. Made from the original Ford blueprints.

Call or See our Web Site to get your copy!

essories

65-66 GT350 Sway Bar Bushings

10/7/201

65 Fuel Pump Filter Canister

Autolite Battery

Very nice maintenance free AGM batteries.

Exact reproduction with correct ribbing. Proper white with red silkscreened FoMoCo Logo.

EG-781 Group 24 .. $235.00 EG-782 Group 27 .. $255.00

If You’ve Got a Project, We’ve Got Your Parts. Pertronix Ignitor® Distributor

ER-334 ........ $18.95

FoMoCo Script Headlights

New “stock look” cast aluminum. Brand new distributor. Fits 260, 289, 302. Complete with vacuum advance, Pertronix Ignitor® set up, and quality stock cap. Ready to install.

Correct headlights with molded in style FoMoCo Script. Look like original with modern Halogen lights.

EG-6611 ....... $179.95

ER-81 ... $19.95 Each EG-6296

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Call: 540-896-2695 EG-6292

Alternator Mounting Brackets

Horns

Very nice reproductions of the original horns.

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65-66 Low Pitch ............................. $24.95 65-66 High Pitch ............................ $24.95 67-68 and 71-73 Low Pitch............ $24.95 67-68 Low Pitch w/Factory AC ..... $33.95 67-68 and 71-73 High Pitch ........... $24.95 69-70 Low Pitch ............................. $24.95 69-70 High Pitch ............................ $24.95

VCMad120405Mmag-a.indd 1

New upper and lower alternator brackets with Ford part numbers and markings. Fits 289 and 302 engines.

EG-6292 EG-6293 EG-6296 EG-6297

66-68 Upper with C6OE-10156-A number ... $11.95 68-69 Upper with C8OE-10156-A and Ford oval ....................................................................... $11.95 65-67 Lower with C5AE-10145-A and “Lee” logo ....................................................................... $12.95 67-69 Lower with C7OE-10145-A and FoMoCo logo ....................................................................... $12.95

4/7/2012 12:20:43 PM

NEWS Sharing the Joy In 1973, Siegfried and Elvira Grunze ordered this coupe with the most powerful engine available, the 351 Cobra Jet. They also loaded it with a C6 automatic, Competition Suspension, and air conditioning. That’s how they enjoyed it for the next 38 years. Then, after almost four decades of ownership, they decided it was time to share their prized possession with the rest of the world. Doing that meant donating it to the best-run museum they’d ever seen: the Nethercutt Collection in Sylmar, California. Already on hand there were some heavy-hitters, including Cords, Duesenbergs (including the Model SJ “Twenty Grand”), Bugattis, and many other spoke-wheel cars. The Grunze’s Mustang couldn’t be in better care. The Nethercutt Collection was founded by the creator of the Merle Norman Cosmetics line. Admission is free. More info: The Nethercutt Collection, 15200 Bledsoe Street, Sylmar, CA 91342; (818) 364-6464; www.nethercuttcollection.org.

Steve Vanderwall / Cobra Jet Update When Steve Vanderwall is on, he’s tough to beat, but due to a run of bad luck, he isn’t on very much. He’s probably the Pure Stock Drags racer with the hardest of luck. Steve pilots a rare ’69 R-code Mustang coupe that screams, but it’s also had more DNFs than any car we can think of thanks to a C6 transmission that wouldn’t cooperate, back-to-back ignition failures, rain, etc. Steve’s retiring his signature ’69 and moving to a lighter ’68 coupe. It’ll still have the 428 Cobra Jet engine with a heavy-hitting torque punch, but with an improved power-to-weight ratio. The car is in pieces now and is being assembled, time and money permitting. He hopes to have it ready by the next Pure Stock Drags in September. Working with Steve to make sure the 428CJ is prepped and fully powered up for its first outing is none other than Canadian racing legend Barrie Pool. This should be good. BTW, anyone interested in a 428CJ engine-build article with Barrie Poole?

BOSS 302 REGISTRY Can’t get enough Boss Mustangs? Aching for lots of details, history, archived documents, and info? The new Boss 302 Registry is probably the most complete compilation of Boss 302 — and Boss 429 — info that exists in any one place. Its 302 pages contain just about every subject imaginable: background, buyer’s tips, differences by plant, specifications, component ID, racing, documentation, and updated registry tally, for starters. If you’re really into the Boss 302 or 429, this is the best $50 you’ll spend. Order from: Randy Ream, 1817 Janet Avenue, Lebanon, PA 17046-1845.

18 MUSTANGMAGAZINEONLINE.COM

MUSTANG O-FILES Our friend and world traveler Diego Rosenberg spotted this oddball (O-File) at a classic-car dealer in Scottsdale, Arizona. The basic 65A coupe, built at the San Jose plant in November 1969, is painted the unusual Pastel Blue and topped by an even more unusual blue-black houndstooth vinyl roof. We didn’t get the whole story, but judging by the wellpreserved paint and vinyl top, the car has obviously been stored carefully. The odometer shows 87,000 miles, and under the hood the preheater tube (often missing) and other factory breather connections are all in place, as are factory color-code stamp remnants, grommets, and fasteners (hose clamps excepted). The car has since been sold, but somebody got a very unusual, very original coupe that’s surely one of a kind.

PURE STOCK DRAGS September 13-14, 2013 The second weekend after Labor Day is when the Pure Stock Drags happen in central Michigan. It’s a great event and very racer friendly, because it’s put on by car enthusiasts and not a corporation. It’s open to all types and brands of muscle cars, but they must be stock, or very close to it, including wheel and tire size. Rules allow for a bit of tuning. Cars range from mild 15-second cruisers to 13-second diggers to 11-second killers. The current event record is 11.43 @ 125.50 set by a ’69 L88 Corvette with Jimmy Johnston, a superb driver. The fastest Mustang was Benoit Holloway’s ’71 Boss 351 which ran 13.01 @ 108.64. There are some good Fords that show up, but not many Mustangs. So we’re putting out the call. If you want to see what your Mustang will run, get in plenty of runs, fine-tune your engine, and have some fun at a family-friendly event. Consider this your personal invitation. Rules, schedule, hotels, and more info: www.purestockdrags.com

ISSUE 18 MUSTANG MAGAZINE 19

[AUCTION RESULTS]

GOING ONCE, GOING TWICE… LOT

YEAR

MODEL

ENGINE/TRANS (CODE)

COLOR

SN838

1965

Convertible

200/auto

blue

HIGH BID 15,400

SALE Yes

FROM Russo and Steele

353

1965

Coupe

289/4-speed

gray

18,150

Yes

Barrett-Jackson

1965

Coupe

289/auto

maroon

15,950

Yes

Barrett-Jackson

419

1965

Fastback

289/auto

Graphite Gray

56,100

Yes

Barrett-Jackson

1966

Coupe

302/auto

Seafoam Green

10,120

Yes

Barrett-Jackson

747

1967

Fastback

306/auto

black

61,600

Yes

Barrett-Jackson

S700

1967

Fastback

428-4V/5-speed

red

71,500

Yes

Russo and Steele

141

1968

Convertible

289/auto

red

29,150

Yes

Barrett-Jackson

361

1968

Convertible

390/auto (S)

GulfStream Aqua

34,650

Yes

Auctions America

356

1968

Coupe

289-4V/auto

Acapulco Blue

38,500

Yes

Auctions America

TH210

1968

Coupe

302/manual

red

13,200

Yes

Russo and Steele

S94

1968

GT500

428/auto

Lime Green

73,000

Yes

Mecum Auctions

S718

1968

GT500KR

428/4-speed

Acapulco Blue

170,500

Yes

Russo and Steele

S732

1969

Boss 429

429/manual

Candyapple Red

233,750

Yes

Russo and Steele

S691

1969

Mach 1

428SCJ/auto

black

40,150

Yes

Russo and Steele

700

1969

Mach 1

428CJ/4-speed (R)

blue

77,550

Yes

Barrett-Jackson

773

1970

Fastback

302/4-speed

red

80,300

Yes

Barrett-Jackson

S88

1970

Fastback

351/auto

Grabber Orange

78,000

Yes

Mecum Auctions

709

1970

Mach 1

428CJ/auto

green

62,700

Yes

Barrett-Jackson

F219

1970

Mach 1

351/auto

Competition Yellow

24,000

Yes

Mecum Auctions

F567

1970

Mach 1

351C/5-speed

Grabber Blue

49,500

Yes

Russo and Steele

T61

1973

Convertible

351CJ/auto (Q)

red

10,500

Yes

Mecum Auctions

T153

1973

Convertible

302/auto

red

10,250

Yes

Mecum Auctions

1973

Mach 1

351C/4-speed (Q)

red

18,700

Yes

Barrett-Jackson

’65 COUPE - SOLD – $18,150

This restomod Mustang hardtop has a factory C-code 289 V-8 with the original fourspeed Top Loader and performance 3.00 gear Ford rearend. New items include Ford Hi-Po heads topped with a custom ceramic-coated intake and performance carburetor. The Shelby-style fiberglass hood and scoop, grille, and lights complete the look. The car sits on custom 17x8 Torq Thrust style aluminum wheels with factory style disc brakes. Barrett-Jackson – Palm Beach 2013 – Lot 353 photo courtesy of Barrett-Jackson Auction Co. LLC © 2013 Barrett-Jackson

’68 CONVERTIBLE - SOLD – $34,650

This ’68 convertible is powered by a 390ci 4V S-code engine with C6 automatic transmission. Factory options include SelectAire air conditioning; Styled Steel wheels; radio; simulated wood-grain instrument panel; and power top, steering and brakes with front discs. Documentation includes a Marti Report and a Ford Motor Company letter confirming original specs, owner’s manual, and dealer brochure. Auctions America – Spring Carlisle – Lot 361

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ISSUE 18 MUSTANG MAGAZINE 21

’73 MACH 1 - SOLD – $18,700

Powered by its original 351 Cleveland Q-code Cobra Jet 4V engine and four-speed transmission, this Mach 1 has power steering, power brakes with front discs, and air conditioning. Documentation includes a Marti Report. Barrett-Jackson – Palm Beach 2013 – Lot 59 photo courtesy of Barrett-Jackson Auction Co. LLC © 2013 Barrett-Jackson

’69 BOSS 429 SOLD – $233,750

’70 FASTBACK SOLD – $78,000

’73 CONVERTIBLE SOLD – $10,500

This ’69 Boss 429 KK #1431 has its original, rare NASCAR “S” motor. It was one of the early Boss 429 cars built February 28, 1969, and shipped to Ed Schmid Ford in Ferndale, Michigan, just outside of Detroit. Reported to be an original matching-numbers car with only 51,140 miles. Documentation includes original build sheet, copies of the Kar Kraft and Ford invoices, and a list of all owners.

The Twister Special was created to be a special-edition Mustang. Based on the Mach 1, they were sold only through Ford’s Kansas City regional district dealerships. This restored ’70 fastback has a 351 engine, FMX Select-O-Matic transmission, and optional 3.50 TractionLok differential, as well as a Shaker hoodscoop and power front disc brakes.

Equipped with its original Q-Code Cobra Jet 4-V 351 engine and C6 automatic transmission, this ’73 has factory air as well as power windows, brakes, and steering. Documented with a Marti Report.

Russo and Steele – Scottsdale, AZ 2013 – Lot S732

Mecum Auctions – Kansas City, MO 2013 – Lot T61

Mecum Auctions – Kansas City, MO 2013 – Lot S88

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

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

WWW.AUCTIONSAMERICA.COM WWW.BARRETT-JACKSON.COM WWW.GOODINGCO.COM WWW.MECUM.COM WWW.RMAUCTIONS.COM WWW.RUSSOANDSTEELE.COM WWW.SILVERAUCTIONS.COM

ISSUE 18 MUSTANG MAGAZINE 23

[NEW PARTS]

PRODUCT

SHOWCASE BILLET-ALUMINUM TREMEC SHIFTER LEVERS These direct bolt-on billet-aluminum shifter levers from Lokar will fit the Tremec TKO 500 and TKO 600 manual transmissions with the standard two-bolt flange. All mounting hardware is included. Available in brushed or black finish. Lokar www.lokar.com (877) 469-7440

HIGH-RISE SHELBY-STYLE HOOD This new hood from Mustangs Plus looks like a ’67 Shelby hood and has an additional 3 inches of clearance. There’s a slight upward lift in the back of the hoodscoop and then it drops down. The hood comes in a black gelcoat finish; just fit and paint to match your Mustang. Mustangs Plus www.mustangsplus.com (800) 999-4289

BLACK-ON-BLACK SHELBY-STYLE TAILLIGHTS FOR ’67-’68 MUSTANGS Mustang Project introduces its ’68 Shelby-style sequential taillights for ’67-’68 Mustangs. There’s no cutting involved and no permanent damage, as you can convert back any time quickly and easily. They are equipped with LED lights for brightness and style. Mustang Project www.mustangproject.com (800) 631-0507

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ISSUE 18 MUSTANG MAGAZINE 25

[TRAVEL]

MUSTANG

NATION

NEW ENGLAND EDITION

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

ANNUAL EVENTS 1

MCCNE AMERICAN IRON CRUISE

ATTRACTIONS 8

Gloucester, MA (800) 877-5110

Marlborough, Ma May

MUSTANG SPRING ROUND-UP Manchester, CT June

ALL FORD & ALL AMERICAN PONY CAR SHOW Auburn, MA August

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PERRY’S NUT HOUSE Belfast, ME (888) 673-7797

PLIMOUTH PLANTATION / MAYFLOWER II Plymouth, MA (508) 746-1622

PORTLAND HEAD LIGHTHOUSE Cape Elizabeth, ME (207) 799-2661

USS CONSTITUTION MUSEUM Charlestown, MA (617) 242-1812

MUSTANGS & FORDS FALL ROUND-UP AND SWAP Warwick, RI October

MOUNT WASHINGTON Gorham, NH (603) 466-3988

TASCA MUSTANG SHOW Cranston, RI September

MARK TWAIN HOUSE Hartford, CT (860) 247-0998

MUSTANG POWER SHOW Manchester, CT September

OCEAN STATE MUSTANG NATIONALS Warwick, RI July

CAPE ANN WHALE WATCH

USS MASSACHUSETTS Fall River, MA (508) 678-1100

Maine

Vermont 10

35 16 17 13 22

New Hampshire

27 8

Massachusetts

1 2

4 5 31 34

9 24 37 18 29 26 33 1 32

30 20 19 15 6 7 3

25 12 21

Rhode Island

MAYFLOWER II, Plymouth, MA

Connecticut

RESTAURANTS 16

A1 DINER

BECKY’S DINER

Gardiner, ME (207) 582-4804

Portland, ME (207) 773-7070

BLACKIE’S HOT DOG STAND

BLUE GROTTO

Cheshire, CT (203) 699-1819

Providence, RI (401) 272-9030

LJ’S BBQ

Pawtucket, RI (401) 305-5255

THE LOBSTER CLAW Orleans, MA (508) 255-1800

ISSUE 18 MUSTANG MAGAZINE 27

[TRAVEL] 22

THE LOBSTER SHACK Cape Elizabeth, ME (207) 799-1677

MICHAEL JORDAN’S STEAK HOUSE Uncasville, CT (888) 226-7711

PETERBOROUGH DINER, Peterborough, NH

THE MILL AT 27 Tarrifville, CT (860) 658-7890

NEPTUNE OYSTER Boston, MA (617) 742-3474

O’ROURKE’S DINER Middletown, CT (203) 346-6101

PETERBOROUGH DINER Peterborough, NH (603) 924-6202

MUSTANG PARTS 28

NEW ENGLAND MUSTANG SUPPLY Easton, CT (203) 268-3760

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INSTRUMENT SPECIALTIES Oxford, MA (508) 932-1349

MAINE MUSTANG Poland, ME (207) 998-2195

MECHANICAL RESTORATION SERVICES Hardwick, MA (413) 477-8840

MUSTANGS UNLIMITED Manchester, CT (888) 398-9898

COBRA AUTOMOTIVE Wallingford, CT (203) 284-3863

MANSFIELD RESTORATION PARTS Mansfield, MA (508) 339-5409

CLASSIC MUSTANG PARTS Southington, CT (800) 243-2742

MUSTANG RESTORATION SHOPS

BORGESON Torrington, CT (860) 482-8283

MARK TWAIN HOUSE, Hartford, CT

MUSTANG MADNESS MOTORSPORTS Oakville, CT (860) 342-2400

ROYAL COACHWORKS S. Burlington, VT (802) 658-3387

ISSUE 18 MUSTANG MAGAZINE 29

[CLUB PROFILE]

JOIN THE CLUB COPPERSTATE MUSTANG CLUB

FAST FACTS Club Name: Copperstate Mustang Club Area Represented: Phoenix, Arizona, and the surrounding valley communities Members: About 160 families No. of Cars: Approximately 200 Mustangs Range of Years: ’64½ to present Model Years ’64½-’73: 80 ’74-’78: 2 ’79-’04: 30 ’05-’13: 50 Shelbys: 10 Saleens: 3

Other Specialty Cars 2 Roushes 2 ASC/McLarens 2 Bullitts 2 GTCS 1 ’68 High Country Special

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This ’66 coupe has been owned by Steve Naranjo’s family since new. Steve and his son completed the restoration of the car in 2008. It’s no trailer queen either. Steve hasn’t missed a club show in four years and regularly makes trips to outof-town shows. This photo was taken at West World in Scottsdale, Arizona.

Club cars are lined up outside the pizza parlor while members chow down inside.

CLUB NOTES The Copperstate Mustang Club, one of two MCA affiliated clubs in Arizona, was founded in 1979 and has since served as the unifying force and a forum for Mustang owners in the Valley of the Sun. Originally established for ’64½-’73 models, it has been expanded to include both early and late-model Mustang enthusiasts in the Phoenix area. The club publishes a monthly newsletter called the Mustang Mirror that is available to anyone who visits the website. The newsletter contains a feature article on the Member of the Month as well as tech articles and upcoming events.

Gene Probasco bought his ’65 fastback while serving in the Navy. Purchase price was $3,500 new. It had 35 miles on the odometer. Now with over 300,000 miles, it remains an unrestored, original, one-owner car. Recently someone offered Gene $30,000 which he politely declined.

CLUB CONTACT Copperstate Mustang Club P.O. Box 50309 Phoenix, AZ 85076-0309 www.copperstatemustangclub.com

MONTHLY MEETINGS Held the second Sunday of the month at 1:00 p.m. at the Community Hall of the Mount of Olives Church, 3546 E. Thomas Road, in Phoenix. Visitors are welcome whether they own a Mustang or not.

CRUISIN’ The club schedules cruises to many of the area’s outstanding national parks and attractions, such as Kartchner Caverns and the Verde Valley Railroad tour. The local scenery makes for interesting drives and provides many opportunities to navigate the abundant back roads throughout Arizona. Our proximity to Sedona, Prescott, Tucson, Flagstaff, and the Grand Canyon make for exciting cruise destinations as well. We also participate in local cruise-ins, such as third Friday gatherings at local restaurants and regular Saturday meets at the Pavilions in Scottsdale, the country’s largest, longest-running, year-round car show.

Winners of the Top 10 cars at a recent Toys for Tots show. Awards were selected by dealer representatives.

Chris Valentino’s ’65 fastback has 53,000 original miles and is painted in the factory Honey Gold color. The car was built in San Jose, California, on October 29, 1964. Upgrades include Rally wheels, fog lights, GT dual exhaust, Rally-Pac gauges, and center console.

ISSUE 18 MUSTANG MAGAZINE 31

ACTIVITIES Our club funds the “Max Salisbury” scholarship award. The scholarship, named in honor of a deceased member who left his car to the club to establish the award, is given annually to a student attending the Ford Asset Program at Glendale Community College. This year the club chose to award two $500 scholarships to students, who may apply the money to any purpose, including personal expenses. The club also puts on two regular car shows each year: the Spring Fling in April and a Fall show, as well as a special Toys for Tots show in November. In addition, we hold “members only” events such as a pancake breakfast, an ice cream social, and a pizza party at various times throughout the year, all free to members in good standing. Our club members participate in a number of car shows, local parades, and cruise nights sponsored by other clubs. Many members regularly travel long distances to such shows as Fabulous Fords Forever, BCMC’s Mustangs at the Queen Mary, Route 66, and MCSD’s Mustangs by the Bay.

Shown here are some of the 75 cars attending last year’s Spring Fling car show. Blustery weather and intermittent sprinkles kept the field small.

Fabian Pugliese decorates his ’71 convertible for the St. Patrick’s Day parade in Phoenix.

CLUB DISCOUNTS Our major sponsor, Berge Ford in Mesa, Arizona, provides substantial discounts on parts, labor, and accessories, as well as automatic membership in their rewards program which accumulates points toward deeper discounts and special incentives on car purchases. Other local businesses provide benefits and discounts as well. Carol Post’s ’64½ original Playboy Pink coupe received a total nut-and-bolt restoration to factory specs. It has the original six-banger with the correct Dagenham transmission. 32 MUSTANGMAGAZINEONLINE.COM

Dim and Unsafe.

Brighter and Safer ...and MUCH Rarer!

Reverse-raised FoMoCo logo in center!

Another Authentic Scott Drake Reproduction, FoMoCo Logo Headlamps! Available Exclusively from Scott Drake Dealers. Over the years, Ford offered two FoMoCo script headlamps. One had a sand-blasted etched logo, the other featured a more prominent reverseraised logo. We chose to reproduce the raised one. It’s more attractive, more rare, easier to read, and prized by Mustang enthusiasts. Better yet, our engineers went a step further and added modern halogen technology, giving you almost twice the lighting power of the original tungsten headlamps.

Thousands of Scott Drake parts available! When you’re looking to add safety and classic style to your Mustang, the difference is perfectly clear.

“See the Difference, Ask for Scott Drake” Find your Dealer:

1-800-999-0289 www.scottdrake.com facebook.com/ScottDrakeFans youtube.com/DrakeAutoGroup

A Division of

ISSUE 18 MUSTANG MAGAZINE 33

[SHOW COVERAGE AND EVENTS]

FORD NATIONALS AT CARLISLE WELCOME TO THE WORLD’S BIGGEST ANNUAL FORD PARTY

he folks at Carlisle know how to party. Pack the place with 3,000 of the best Fords and Mustangs known to man, load the grounds with parts of every kind, then invite around 45,000 of your best friends. Carlisle has become the center of the car-show universe, consistently hosting events that surpass everything else out there in size and quality. The one weak spot is that the only access to the fairgrounds is via a two-lane blacktop, which can get pretty backed up at peak periods of traffic, and there’s just no alternative. But once you’re in, you’re part of a giant Ford candy store the likes of which dreams are made. There’s a whole lot to do and see, and a lot of ground to cover, so allow plenty of time. Besides walking the swap meet and the show field, there are always surprises that pop up that you’ll want to talk about. One of the biggies was the new specialty Mustang on display in Building T. The “Branded” was a lightly made-over, dealer-

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installed conversion consisting of loud vinyl roof, C-pillar emblem, lower molding, and side stripe. These kits were mailed to the dealers in cardboard tubes, and applied to plain new and used cars to spice them up. But they weren’t invoiced in the factory paperwork, so tracking them wasn’t possible, and the Branded Mustangs were all but forgotten. They were made several years. The one at Carlisle, a ’67, caused a lot of discussion. Friday brought some late rains, but there was plenty of great stuff indoors under the roof of the special displays. For the last few years, enthusiasts have had a ton of fun packing into the brick and glass building as if it were a dealership back in the day. This year, the “dealership” hosted a reunion of lightweight racers. What a sight to see. If you missed it, you missed something special. But don’t take it too hard. The Ford Nationals will be back every June with the best Ford party on the planet.

Fran Cosentino’s “Branded” Mustang is a genuine original, not just a latter-day re-creation. The well-documented ’67 was built in San Jose and bought in Texas.

Painstakingly restored by R-A Motorsports, this prototype ’68 GT500 was loaded with unique parts. Check out the rocker moldings.

Carlisle is known as the place to find parts. Five thou gets you a ’68 428 CJ engine, sold as complete with pulleys, oil cooler and lines, bellhousing, clutch, and pressure plate. Ask right and you might get him to throw in that used Accel Super Coil.

Building T, one of the special display buildings, was chock full of great stuff, like this long-nose ’65 Cammer, the former Tasca racer. It’s part of the Todd Werner collection and is awaiting restoration.

Nearby was Sam Auxier Jr.’s ’69 Super Stocker. Sam, based in Washington DC, favored the red, white, and blue color schemes. He now does a popular Internet show interview, “The Greatest Names in Racing.”

EVENTS JUNE 6.1 HILLSBORO, OR ALL FORD SHOW AND SWAP MEET Dave Webster; 503.936.9813 www.mustang-club.com

6.1 ST. CHARLES, MO SHOW-ME STAMPEDE MUSTANG & ALL FORD SHOW Tim Whitson; 314.973.9005 www.showmemustang.com

6.1 WICHITA, KS MUSTANG AND FORD-POWERED CAR SHOW Jeff Lewis; 316.721.0402 www.sckmc.com

6.2 WEST DES MOINES, IA MUSTANG AND FORD SHOW AND SWAP MEET

Kim Barron; 641.752.2458 www.mustangclubofcentraliowa.org

6.2 SIMI VALLEY, CA VALLEY RALLY

Jim Foster; 818.730.8350 www.valleymustangclub.com

6.2 MANCHESTER, CT MUSTANG SPRING ROUND-UP

6.14 – 6.15 SELLERSBURG, IN MUSTANG AND ALL FORD WEEKEND

6.7 – 6.9 RENO, NV MCA 2013 NATIONAL SHOW

6.14 – 6.16 NORWALK, OH NMRA FORD NATIONALS

Info Line; 508.674.5462 www.mccne.com

www.unbridledspiritreno.com

6.7 – 6.9 BRANSON, MO BRANSON MUSTANG RALLY

Earl Hillard; 918.607.2867 www.greencountryclassicmustangs.com

6.8 GRAND RAPIDS, MI MUSTANG AND ALL FORD SHOW

Rick Bishop; 616.901.7199 www.westmichiganmustangclub.com

6.9 SMITHTOWN, NY MUSTANG ROUND-UP

Dennis Healy; 516.398.7793 www.mscli.com

6.13 – 6.16 STEAMBOAT SPRINGS, CO ROCKY MOUNTAIN MUSTANG ROUNDUP Tom Kay; 303.451.9296 www.rockymountainmustangroundup.org

Steve Merritt; 812.944.527 www.fallscitymustangclub.com

Jeff Taylor; 949.784.9061 www.nmradigital.com

6.15 MUNCY, PA FABULOUS FORDS CAR SHOW

Info Line; 570.368.2200 www.facebook.com/events/248459701952634/

6.15 CUPERTINO, CA VMOA CAR SHOW

Tom; 408.374.4966 www.vintagemustang.org

6.15 – 6.16 PETERSBURG, VA FUN FORD WEEKEND Virginia Motorsports Park www.funfordweekend.com

6.23 COLUMBIA, MO MUSTANG AND FORD CAR SHOW Jim Reese; 573.864.3153 www.centralmomustang.org

ISSUE 18 MUSTANG MAGAZINE 35

[SHOW COVERAGE AND EVENTS]

A moment of quiet reflection here, please. This Boss 429 is set up as a works Can-Am racer with dry-sump oiling, fuel injection, and long-ram intake tubes. How sweet it is. In the background is painter David Snyder’s gallery of wonderful Ford scenes.

Of all the tracks and show venues we’ve been to, none offers better eats than Carlisle. This BBQer went whole hog. It sure smelled good.

Carlisle is a good place to find your next car. The car corral has lots to choose from, and there’s a notary service on site. This ’73 Mach 1, with optional forged wheels, represented the last year of classic production.

The carb man had plenty of cores, rebuilds, and advice, too. In the old days, carbs were called “mixing valves.”

Eight hundred dollars buys this Top-Loader four-speed said to be out of a ’69 Fairlane.

EVENTS 6.23 PITTSBURGH, PA ALL FORD-POWERED SHOW

JULY

6.23 CLARENCE, NY MCA REGIONAL MUSTANG & ALL-FORDS DAY SHOW

www.brmcoa.org

Ed Saitz; 412.963.7994 www.gpmc.org/2013-all-ford-powered-show

Dave or Joel; 716.418.4900 www.wnymustangclub.com

6.23 DENVER, CO FUN FORD WEEKEND

www.funfordweekend.com

6.30 WEST CHESTER, OH ALL FORD AND MUSTANG SHOW Tony Fithen; 513.550.1386 www.queencitymustangers.com

6.30 DANVILLE, CA PONIES & SNAKES 2013

Chuck Wiltens; 510.538.7866 www.poniesandsnakes.com

7.5 – 7.7 ASHVILLE, NC MCA NATIONAL SHOW STARS, STRIPES & STANGS 7.12 – 7.13 LINCOLN, NE MCA MUSTANG & ALL FORD SHOW Ben Brush; 402.699.2689 www.HoofbeatofLincoln.com

7.14 ELYRIA, OH MUSTANG & FORD SHOW Dave; 419.681.2373 www.ncmco.org

7.18 – 7.21 BELLEVUE, WA MUSTANG ROUNDUP AND ALL FORD PICNIC

Bill Smallwood; 425.984.6130 www.mustangsnorthwest.org

7.21 MARLBOROUGH, MA MUSTANGS & AMERICAN IRON Info Line; 508.674.5462 www.mccne.com

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7.27 – 7.28 CINCINNATI, OH ALL-FORD SHOW & PONY TRAIL Mike Dalton; 513.368.3624 www.tristatemustang.com

7.28 LEVITTOWN, NY MUSTANG SHOWDOWN

Dennis Healy; mustang7up@gmail.com www.mscli.com

AUGUST 8.1 – 8.4 HOUSTON, TX SALEEN NATIONALS

www.saleenclubofamerica.com

8.4 BOURBONNAIS, IL A DAY AT THE PARK

Belinda Moore; 708.755.4522 www.northernmustangcorral.com

8.9 – 8.11 INDIANAPOLIS, IN MCA 2013 NATIONAL SHOW

www.mustangclubofindianapolis.com

8.9 – 8.11 FORT WORTH, TX YELLOW ROSE CLASSIC CAR SHOW Craig Grant; 214.502.5810 www.yellowrosecarshow.com

[SHOW COVERAGE AND EVENTS]

With beef and attitude to spare, this GT350 was packing power from a worked-over Boss 429. Wowser.

This very low-mile ’68 GT350 was displayed with a tribute chopper built by Zacky’s Custom Road in Seattle. It’s styled after the Shelby and got Mr. Shelby’s thumbs-up before construction began.

ACT_Ad_MustangMag_Issue20_HalfHoriz.indd 1

Looking for a new home was this 351C 4V with aluminum intake, Holley 4V, and headers. Take the Toploader four-speed and make a package deal.

There was row after row of vendors with oodles of factory and aftermarket goodies. For those looking for something specific, our advice is to get here early and wear some comfy shoes. Expect to have a great time at Carlisle.

4/20/2012 11:09:47 AM

ISSUE 18 MUSTANG MAGAZINE 37

EIGHT-BARRELS FOR EIGHT BORES PART 1: TRANS AM RACING BUILDS A RETRO 347CI STROKER WITH TWO-FOUR INDUCTION, ROLLER CAM, AND PLENTY OF THUNDER FOR SHOW AND GO STORY AND PHOTOGRAPHY BY JIM SMART

ark Jeffrey of Trans Am Racing in Gardena, California, builds wonderfully powerful street engines for classic Mustangs. This one is a 347-inch roller stroker small-block Ford with twin Holley 4V induction and a good, streetable demeanor. It offers a smooth idle, hot roller-cam performance, and a whole lot of torque when eight butterflies are pinned. Mark doesn’t build standard crate engines, nor does he

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often do budget pieces. Instead, it’s more about building custom engines while staying competitively priced. This 3478V stroker is exactly what one of Mark’s customers wanted, with eye-popping Holley induction, electronic ignition and roller tappets, and respectable street performance. It’s destined for a ’65 Shelby GT350 replica fastback. The good news is, these Holley 590-cfm carburetors will clear the hood with air cleaners installed.

Mark is using a 5.0L roller block that has been professionally machined by L&R Automotive in Santa Fe Springs, California. Main bearing saddles have been line-honed for bearing security. Decks have been milled. Bores are machined to 4.030 inches and precision honed by L&R for good ring seating. Lifter bores have been honed for improved oil control. To improve oil return flow and seal iron, Mark paints the valley and other interior surfaces with red GE Glyptol after champhering all return passages.

5 This is a Trans Am Racing stroker kit sporting a 3.400-inch stroke and 4.030-inch bore size. The result is 347 ci from a forged 4340-steel crank, heavy-duty I-beam connecting rods, and forged pistons. Ductile iron rings normally never have trouble seating with proper break-in. Floating piston pins reduce friction. Mark has blueprinted all of these pieces for exceptional fit and function.

This is a Crane custom-grind hydraulic roller cam with 0.230 to 0.239 @ 0.050-inch duration, which is all Mark intends to tell us. Because this is a custom grind for a Trans Am Racing customer, we’re not at liberty to get into profile specifics. Suffice it to say this cam delivers a smooth idle yet comes on strong as rpm ramps up. This cam takes advantage of two Holley 550-cfm carbs atop a ported, vintage high-rise, yet it’s quite streetable in traffic and on the freeway. Crane 1.7:1 roller rockers reduce internal friction and improve valve lift (0.576 inch) to take full advantage of the twin Holleys. “Without manifold porting,” Mark says, “we wouldn’t have gotten the good dyno numbers we got.” This is Trans Am Racing’s Super Street aluminum head with huge 2.05-inch intake and 1.60-inch exhaust valves with a five-angle valve job and custom CNC port work. Four different head choices are available ranging from mild street (HPStreet) to outrageous race caliber (Ultra Strip). Intake valve sizes range from 1.94 to 2.08 inches. Though a lot of folks say 2.08-inch cocktail tables can’t be done, Mark does it all the time with impressive results. Chamber size is 70 cc. Intake ports yield 210cc volume.

ISSUE 18 MUSTANG MAGAZINE 39

Big 70cc chambers are offset by the 347’s generous stroke, which should put compression somewhere around 10.5:1.

Bet you haven’t seen one of these in a while. This is a vintage Ford/Buddy Bar small-block 8V manifold casting topped with a pair of Holley 590-cfm #1849 carburetors, which have been restored and detailed by Trans Am Racing. The manifold enjoys custom hand porting for improved breathing. We like the close attention to detail shown here. Not only are these Holleys nicely restored, they’re precision tuned.

“WOULD NOT HAVE BEEN MY FIRST CHOICE…” When we asked Mark why two-four induction, he said, “The factory dual four-barrel would not have been my first choice for carburetion due to small ports and those small twists and turns in the manifold, but it’s what the customer wanted. I had to ask myself how much air this thing would flow, and could I reach the goal expected by the customer.” Mark invested a lot of time doing port work on both heads and manifold. Ultimately, he did a port match going with the largest intake gaskets he could find from Fel-Pro. But, there’s more. “Two very important tools come into play — the monometer and velocity probe,” Mark says. “No guesswork here because we need to know exactly where the fast air is and where air gets trapped.” He cautions, “Don’t forget the plenum because this can be one of the more critical parts of any manifold.” He explained that air can become very turbulent in the plenum and never really straighten out before it reaches the intake ports. This is why Mark’s port regimen and flow-bench time is so important to horsepower and torque numbers. When Mark flowed this classic Buddy Bar manifold, intake port flow numbers ranged from 192 to 207 cfm across the runners. By the time he was finished, flow numbers were 277 to 288 cfm — a remarkable improvement. The greatest challenge for Mark was how to achieve projected horsepower and torque numbers with this induction system, which is why he went with the custom Crane grind and 1.7:1 roller rockers. Mark understands how cylinder heads, induction, and cam work together.

DO A MOCK-UP 40 MUSTANGMAGAZINEONLINE.COM

And you thought Crane was for cams and valvetrain only. Meet Crane’s new Pro-Curve Billet street distributor for small-block Fords. It’s optically triggered for extreme accuracy and machined from 6061-T billet aluminum. It has a stainless steel photochemically etched trigger disc, again for precise timing. Small and large cap versions are available. Some 27 advance curves are programmed in. The shaft has ball bearings and bushings for max stability. It plugs right in once installed and is fully adjustable. Crane’s own sleeved 8.5mm FireWire is protected against extremely high temperatures.

Engine builds tend to go sour when you get in a hurry and miss important details. Mark is methodical in his approach and takes his time, which is a valuable lesson for all of us. Inspect, assemble, check, and recheck before moving to the next phase. Before assembly, Mark thoroughly cleans and inspects every part. Then he does a mock-up before final assembly to make sure everything fits and functions properly. This is especially important when you’re building a stroker with critical block clearances.

Because we’re working with a late-model 5.0L roller block, we’re also dealing with a crankshaft and block with one-piece rear main seal, which was phased into production late in 1981. Onepiece rear main seals are virtually leakproof if installed properly. The one-piece seal conversion is something you can do on your vintage 260/289/302/351W block and crank, which will eliminate leakage. Ask your machine shop about this easy modification.

The rear main seal’s perimeter is coated with good, old-fashioned Permatex Form-A-Gasket, which remains a great automotive sealant.

Main bearings and crank journals are bathed in engine assembly lube. You can never use too much because you don’t want a dry start-up.

ISSUE 18 MUSTANG MAGAZINE 41

The steel crank has been set in place and checked for smooth rotation. Now, Mark installs main caps one at a time, checking for smooth rotation as he goes. Do this one cap at a time in order to determine fit. With each cap, check rotation.

Mark installs the main stud girdle next, checking for clearance issues as he progresses.

Main cap nuts are torqued to 75 ft/lb one cap at a time, again checking rotation with each. You should be able to turn the crank with a finger or two, and a ½-inch breaker bar. Any binding is unacceptable.

Floating wristpins are secured with spiral locks, which are foolproof. They won’t come out and damage a cylinder wall.

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Because we’re working with a 3.400-inch stroke, the wristpin is a pinch-into-the-ring package. This is a support rail for the oil ring package. You want this dimple here, which keeps the rail from turning.

Middle and top rings are rolled on as shown. Engine builders all have their own approaches to ring installation. Mark gently rolls rings on like this without distortion. There are also engine builders who prefer to use a ring installer. It’s a personal choice. Ring end gaps are located 180-degrees opposite.

Connecting rod bolts are torqued to 63 ft/lb using moly lube and then rechecked.

Mark uses a billet ring compressor to seat the slugs. Cylinder walls have been cleaned and then lubed with Total Seal lube plus a dry film additive to help aid seating.

Once rods are torqued, side clearances must be checked. Connecting rod side clearances are 0.019 to 0.022 inch.

Mark stresses abundant assembly lube on moving parts to ensure a wet start-up. Roller cam lobes get assembly lube, as do journals. Flat-tappet cams get moly lube on lobes and assembly lube on journals. Moly lube helps the process during start-up and break-in with flat tappet cams.

As you might expect, Mark’s going with a dual-roller Crane timing set because this engine is expected to see 6000-7000 rpm on the dyno. Dual rollers call for the elimination of the crankshaft oil slinger down below because there’s risk of it interfering with the timing chain.

ISSUE 18 MUSTANG MAGAZINE 43

There are two basic types of fuel pump eccentrics if you’re running a mechanical fuel pump — one-piece and two-piece. Two-piece is considered reduced friction. However, most prefer to run the heavier one-piece. The one-piece was used prior to 1972 in production, which calls for the longer 1.375-inch drive pin. The two-piece calls for the shorter 1.125-inch drive pin. The pin must penetrate the eccentric, and the cam sprocket must be firmly seated on the camshaft.

The timing cover gasket doesn’t require trimming. Mark uses Permatex Form-A-Gasket, which is very effective. There’s also The Right Stuff from Permatex, which, if used sparingly, works better than any sealer we’ve ever seen.

Because the 5.0L block is a wet deck (meaning head bolts penetrate water jackets), you must use a high-end Teflon thread sealer on bolt threads. Forget this step and you will have leaks. Older 260, 289, and 302 engines don’t have wet decks.

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This is an adjustable Crane timing sprocket, which allows you to advance or retard valve timing depending on what you find during the degreeing process. Mark found no reason to advance or retard, positioning the sprocket at zero or straight up.

Small-block Ford cylinder head gaskets must be installed correctly with cooling passages located at the back of the block. Look for the word “FRONT” as a reference. If you get this wrong, you’ll have overheating because moving coolant never reaches the back of the block and heads.

Trans Am Racing Super Street CNC-ported heads are installed at this time, torquing bolts to 75 ft/lb. Mark uses Fel-Pro Print-O-Seal head gaskets on this engine and others because he trusts Fel-Pro, which offers great consistency.

GENEROUSLY PRELUBE Generously apply assembly prelube on all moving parts, and use the right type of lube. Flat-tappet camshafts get moly coat (the gray gritty stuff) on cam lobes only. Moly coat lubes cam lobes during the work hardening break-in process after the first start-up. Cam lobes work against lifters and valvespring pressure to become harder for that first 30 minutes of 2500-rpm operation. Moly coat will make your oil black, which is no cause for alarm. We will talk more about this process and proper break-in in Part 2. We’ll also finish up our Trans Am Racing 347-8V and spin it on Westech’s dyno for a little workout time.

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BASIC BOSS

46 MUSTANGMAGAZINEONLINE.COM

STORY AND PHOTOGRAPHY BY TOM SHAW

f you’ve developed a serious case of option fatigue, you’re not alone. These days it seems like just about every Boss 302 out there is loaded with Magnum 500s, a Shaker hoodscoop, Sport Slats, and all the goodies. But what about the Boss 302s that didn’t get the gingerbread? What about the minimally outfitted cars, built to keep the sticker price low or as a basic platform to go racing? Did they even exist, or are they creatures of rumor like Sasquatch or the Loch Ness monster?

ISSUE 18 MUSTANG MAGAZINE 47

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In fact, they did exist. Nick and Luana Kirby’s Medium Lime Metallic ’70 is just such an example. No Magnums, no hoodscoop, no Drag Pack or rear spoiler. No 8-track player, power steering, or Rim-Blow steering wheel. Their Boss was built at the Metuchen, New Jersey, assembly plant with only two options: tinted glass and AM radio. That’s all. The car was sold new in November 1969, in Taylorville, Illinois, a small town near Springfield. After that, the picture grows dark. But Nick learned a little about its early days. “It’s known that the car was drag raced during its long life with several engines other that the Boss 302, including a 428 and a 351,” he says, “and it was converted to a deluxe interior at some point.” So we can safely assume that its originality was not being carefully conserved. The car had seen some hard years of drag racing, and they had left their mark. When Nick bought it as a modified driver in 1992, it had a cammed-up Boss 302 engine with giant headers, double-pump Holley, steep 4.30:1 gears, and a set of big Ansen five-slot mags, all wrapped in a coat of bright yellow paint. It was the kind of loud, beefy, street machine that so many muscle cars had morphed into. “It would be an understatement to say that this was a wild ride,” Nick says. “A short drive could cause the testosterone to flow and put a smile on your face that would stay for some time.” But not everybody was diggin’ it. “We had a neighbor who seemed to think the car was too loud and called the highway patrol nearly every time we drove it. But we never drove that fast. It’s no louder than a Harley, and we always seemed to get home before trouble showed up.” They drove it that way for several years — bad paint, badboy attitude, and all. In 2003, the Kirbys moved to what they call “L.A.” or Lower Alabama — a small town just across the bridge, and the state line, from Pensacola, Florida. With the change in location and life, Nick began thinking of a restoration. Having previously restored three Mustangs, including a ’65 Hi-Po fastback done to MCA Concours standards, he had some valuable experience from which to draw. In 2005, Nick was ready to begin. The goal was to return the Boss 302 back to its as-built configuration, with standard interior, Medium Lime Metallic exterior, and almost no options, with workmanship aiming for MCA Concours Driven levels.

Although the body had some typical Midwest rust on it when Nick bought the car, he was surprised to find that the racing hadn’t done as much damage as he originally thought. “The car wasn’t twisted from the drag racing,” he says, “though there was considerable damage to the floorpans from U-joint and driveshaft failures.” Fortunately, nobody had attempted to “restore” it before, so he didn’t have chop-shop repairs to unwind. Both front fenders and the trunk lid were usable, so the job was off to a good start. But, especially on a Boss 302, the little things — rev limiters, smog components, air cleaner, even simple brackets — can really add up. “Hunting parts that had been missing for many years was an interesting and pricey enterprise,” Nick says. “Most of the required items for a Concours engine were missing, and most were found with the help of Jeff Sneathen at SEMO Mustang in Missouri.” The engine and transmission are not the numbersmatching originals, but were the driveline in the car when he bought it. Once the parts search was coming down the home stretch, it was time to start reassembly. For that critical phase, Nick called in help. “Much of the detailing was accomplished with the help of Lark Bragg who helped with intricate details required by MCA,” Nick says. “His presence will be missed by his family, and those of us in MCA and the Mustang hobby.” Nick was also determined to find the original wheels and trim rings, which seem to have gone nearly extinct. Through a posting on the Boss 302 website, he finally found some that were being taken off a car in favor of Magnum 500s, and he was happy to get them. The assembly was done with very careful attention to detail inside, outside, and underneath. The results are superb. It was finished in time to make its first outing at the Mustang 45th Anniversary Show in Birmingham, Alabama. Its second event was the Western United States National in Van Nuys, California, where it won a Gold. The third major show attended was the 16th Annual Ford and Mustang Roundup at Silver Springs, Florida, where it was awarded Best of Show. “That was both a shock and surprise because of the vast number of outstanding cars that were there,” Nick states. Since then, it has won four more MCA Golds. It seems the judges agree. Lots of options are great, but you can also hit the heights even with a Basic Boss.

ISSUE 18 MUSTANG MAGAZINE 49

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1970 BOSS 302

OWNERS: NICK AND LUANA KIRBY PENSACOLA, FLORIDA

photography by Tom Shaw

ISSUE 18 MUSTANG MAGAZINE 53

RADIATOR RESCUE SAVING ORIGINALITY IS POSSIBLE BUT MAYBE NOT PRACTICAL STORY AND PHOTOGRAPHY BY TOM SHAW

Radiator ace Jim Coffinberry counted a dozen rows damaged by a flying fan. This wouldn’t be a quick patch job.

ne minute we’re tooling down the interstate and all’s well. The next minute there’s smoke and the sound of clashing metal, and we’re steering onto the shoulder, looking for the AAA card. A snapped water-pump shaft will do that. Imagine suddenly removing the big, seven-blade fan from its mount as it spins at 3000 rpm. That can really break up the monotony of a long road trip, not to mention breaking up the radiator and other nearby parts, as recently happened to our vintage ’66 Ford. It could have been worse, but it was pretty bad as it was. The goal was to have the radiator core repaired or replaced while saving the tanks and frame for originality’s sake.

54 MUSTANGMAGAZINEONLINE.COM

Repairing the radiator proved to be more difficult and expensive than anticipated. The last time we needed a radiator shop, there were plenty to choose from in a big paper directory that old-timers remember as The Yellow Pages. But the EPA has been closing down the old radiator shops. We did manage to find one still operating, but these kinds of repairs are quickly becoming a thing of the past. In fact, since photographing this story last summer, this shop has closed its doors. But Jim Coffinberry, the man handling our repair, was a seasoned pro with years of experience and demonstrated how to correctly recore a vintage radiator.

Step One is disassembly, beginning with the two horizontal rods holding the frame, also known as side straps. On them are the all-important original part numbers (inset).

That’s the extent of the mechanical disassembly. From here on out it’s torch work unsoldering the components, beginning with the side strap on the bottom tank. The flux being applied with the brush cleans the work and helps evenly distribute the heat.

Jim begins to unsolder the bottom tank. With the radiator on its side, “pins” — metal shafts that drop into the wooden work surface — hold it upright. Gravity helps the work along. A little heat, a little brush action, and the solder drops away.

The side strap is desoldered from the top tank and then pulls free from the radiator. Repeat on the other side.

Jim works his way down, heating a section at a time, and then tapping gently on the tank to help the solder flow and break its connection. Patience is key here. Eventually, all the solder is removed, and the tank pulls free from the core.

ISSUE 18 MUSTANG MAGAZINE 55

RECORE

ALTERNATIVES If you can’t or don’t want to recore your radiator, here are your options:

Vintage Replacement. Search Craigslist, eBay, forums, and online salvage yards for a car with a matching radiator being parted out. It may not be a Mustang. Check Falcons, Fairlanes, trucks, Rancheros, etc. Be sure to match the number of rows, and get everything — shroud, clips, attaching hardware. Also be sure to get the same number of rows as the one your original. You don’t want to install a two-row radiator to handle the load of a three-row.

Next, Jim turns his attention towards the top tank. He heats the joints where the tubes go into the tank, working the torch to get solder hot and molten. He then (the squeamish should look away) knocks the rows loose, several at a time, with a hammer. If the solder is hot and molten, the soft, copper rows yield easily. Forceful blows are not needed.

Concours Replacement. A reproduction designed to faithfully capture the style and features of the original. Probably your most expensive option.

New Replacement.

Designed to fit and work right, but without the careful attention to original details like part numbers, fittings, style, etc. Some of the differences may be functional improvements, but know that you’re giving up some originality.

Aftermarket.

May be aluminum or have a custom look. The original look is not important to everyone.

With all of the rows removed, the top tank is free. It will be carefully cleaned, and reused — most of it anyway.

The top tank is comprised of two pieces. Jim will separate them a little later.

56 MUSTANGMAGAZINEONLINE.COM

The replacement core uses a flat panel as a mating surface rather than each row having an exposed end. Jim uses a cutting disc to cut away the perforated bottom of the tank where the exposed rows of the new core would have gone. Using the edge of the existing perforations as a guide, he leaves enough material to seal to the core’s flange.

After cleaning up the cut, Jim patiently desolders the top and the hose connection, heating one section at a time and tapping on the top of the tank until no more solder comes out.

Whatâ&#x20AC;&#x2122;s left of the lower part of the top tank is test-fit onto the new core. It looks good.

The edge of the cut is hammered flat, and then ground straight.

ISSUE 18 MUSTANG MAGAZINE 57

DON’T MISS AN ISSUE! Complete your set of Issues 13-24 of Mustang Magazine and display them together for this great bonus image.

Jim loads some solder onto the new core’s flange, all the way around the edge.

With the tank attached, the radiator is turned upside down to help the molten solder flow into the joint. The top of the tank is resoldered.

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The bottom tank goes on next, using the same techniques and care. Getting in a hurry just works against you in this game.

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58 MUSTANGMAGAZINEONLINE.COM

After a final cleanup, with extra attention paid to the surface that will be soldered (dirty surfaces don’t take solder well), the rebuilding begins. Jim uses a wood block to apply pressure as he heats the tank and lets the solder join the two surfaces. He works his way all around the tank.

Jim goes back and adds additional solder to all joints, being careful to flow it all out and eliminate any chance for a leak.

It takes a lot of solder — a lot — to do a whole three-core radiator. Jim fills the channel with solder, and then applies the heat to make it fully liquefied. It flows out nice and smooth, covering holes and potential leaks, and sealing the radiator completely.

With the tanks, spouts, and all components reattached, the side straps, with those original part numbers, are clamped up and resoldered at the top and bottom, just as the factory did. Downward pressure is held on the strap until the solder flows out and cools, forming the permanent attachment top...

…and bottom.

Horizontal rods are the last pieces to install. The originals are reused.

A bit of cleanup of the new core’s slightly larger flange is all that’s left to do. ISSUE 18 MUSTANG MAGAZINE 59

ISSUE 18 MUSTANG MAGAZINE 59

All outlets are sealed, and air pressure is run into a special cap. Then it’s into the water tank for a pressure check. Because of Jim’s care and skill, our rebuilt, three-core radiator passed with zero leaks.

We used Eastwood’s Radiator Black semigloss finish for our rehabbed radiator. For the concours restorer, pictured here is a never-painted, factory-original radiator on National Parts Depot’s ’66 coupe.

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Rehabbed, repainted, and ready to reinstall.

ISSUE 18 MUSTANG MAGAZINE 61

TRI-PO HI-PO

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Tri-Power intake and four-speed combine in Charles Hatfield’s last-year Hi-Po

STORY AND PHOTOGRAPHY BY TOM SHAW

t started out in January 1963 as the Fairlane Challenger 289 4V High Performance V-8. But its short-lived availability as the top engine option available exclusively in the Fairlane remains a little-known footnote, greatly overshadowed by its renown as the most powerful V-8 in the hugely popular 1965-â&#x20AC;&#x2122;66 Mustang.

ISSUE 18 MUSTANG MAGAZINE 63

Known in hobbyist circles as the K-code 289, the Hi-Po, with a four-speed and 3.89 or 4.11:1 gears, transformed the little 289 Mustang into a whole different animal. Road tests for early Hi-Po Mustangs were mostly in the mid-15-second range. Even with the fastback’s published curb weight bumping up from 2,605 pounds in 1965 to 2,723 pounds in 1968, the Hi-Po was still good for a trip down the dragstrip in less than 16 seconds. But while the Hi-Po didn’t object to drag racing, it shined brightest on the open road where you could come out of a sweeper winding out Second, catch Third, and let the cam carry you right past 6500

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rpm before hitting high gear. The shortstroke engine and solid-lifter cam loved to rev. Engineers gave it a decent set of castiron exhaust manifolds and dual exhaust so it didn’t run out of breath at 5500 rpm like the hydraulic-cammed 289s. The relatively light body kept the K-code Mustang in the sweet spot of the power-to-weight ratio. Stock Mustangs didn’t have enough tire for serious cornering, but what they lacked in power, they made up for in fun. You could throw these cars hot into a corner, throttle up, and drift through in a controlled, tail-out attitude, exiting on the pipe and leaving a horde of muscle-bound big-blocks playing catch-up.

The Hi-Po 289 in the early Mustang was a brilliant partnership. But by 1967, things were changing. The Mustang had taken on its own big-block identity, and it was a star in transition. Yet the Hi-Po continued on as an option for one more year, despite the new 390 grabbing all the headlines. Big-cube torque was great for getting rubber and chirping the tires on the upshift, but that K-code 289, making its last appearance on the option sheet, still had the magic. If its factory 271 hp at 6000 rpm weren’t enough, Ford had an extensive catalog of hop-up and dress-up parts — cams, heads, intakes, distributors, headers, valves,

ISSUE 18 MUSTANG MAGAZINE 65

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pistons, breathers — stuff that would really make a difference. This Dark Moss Green fastback is one of the few ’67s ordered with the Hi-Po 289. It was built very late in the model year on June 6, 1967, at the Metuchen, New Jersey, assembly plant, and sold new at Adams County Motors in Gettysburg, Pennsylvania, to a returning Navy man. It was spec’d out with most of the premier performance options:

The original owner enjoyed the Mustang and drove it regularly. After five years as a driver, it was stored in a barn but still driven from time to time. In December 1995, it was sold to an enthusiast in Sioux City, Iowa, who flew to Gettysburg and drove it back to his home in the Midwest. At that time the odometer showed 99,000 miles. Soon after, the engine was given a complete rebuild, but the interior and paint remained original. The car stayed that way until August 2002, when Charles and Kelly Hatfield bought it. “It was on eBay,” Charles says. “I was trying to find my old ’65 Mustang fastback that I had when I was in college — an A-code Honey Gold four-speed. I wish I still had it. I drove it all the way through college.” Sifting through the different Mustangs on eBay, he came across this very unusual ’67. Right away, the rare car spoke to him. “I liked everything about it,” Charles says, “the K-code 289, 3x2 intake, and its excellent original condition.” But while some great cars have been sold online, there have been plenty of scams, too. “I was skeptical,” Charles says, “but I

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called and talked to him two or three times and began to feel that the car was indeed legit.” He took the plunge. Though it wasn’t his long-lost ’65 fastback, it was everything he’d hoped for. The paint and interior were original, and the body was all factory original — no replacement floors, no patch panels, no bondo. Charles showed the car for several years, but the time had come for new paint and a few fix-ups. Billups Auto Body in Colcord, Oklahoma, applied a fresh coat of Dark Moss Green, replaced all weatherstripping, and installed a new trunk lid with one made from original Ford tooling. Exterior trim was polished to restore the new-car luster, a small seam split was repaired in the driver’s seat, and a new carpet was installed over the original pad which was amazingly well preserved.

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Current mileage is 109,025. “It’s fun to drive,” Charles says grinning. Horsepower is estimated to be between 325 and 340, but an aftermarket clutch installed during the rebuild can be a little stiff. The Holley two-barrel carbs, installed by the second owner, were worked over by Joe Bunetic, who pointed out that they are stamped with Holley but not Ford numbers, making them only the second set he’s seen. Likewise, the intake has no brand or part numbers. Charles says that reaction to his car usually falls into one of two categories. Either it’s shrugged off with a “Yeah, that’s nice,” or they’re amazed and have to know more. But with only 472 Hi-Po Mustangs built in 1967 according to Kevin Marti’s research, they remain one of the lesser-known chapters of the great Mustang success story.

ISSUE 18 MUSTANG MAGAZINE 69

[FIX-IT DOC] Chris “The Doc” Ingrassia is a long-time restorer and host of the OperationMustang.com web show. His series of restoration articles in Mustang Magazine will be accompanied by more in-depth companion videos on our website, www.mustangmagazineonline.com. The videos will remain on our website, so you’ll have a growing library of video how-to articles to reference.

FIVE-SPEED TRANSMISSION QUICK-CHANGE ADAPTER A FASTER WAY TO FIVE ON THE FLOOR STORY AND PHOTOGRAPHY BY CHRIS “THE DOC” INGRASSIA

70 MUSTANGMAGAZINEONLINE.COM

ne of the benefits of working on classic Mustangs these days is that there are so many ways you can mod them to increase performance without changing the way everything looks. While this can be applied to just about every aspect of the older Mustangs, in this case I’m talking about adapting a newer five-speed transmission into your classic three-speed car. Until now, providing this updated transmission benefit has been difficult, but there are some very resourceful companies out there that can make this all possible for you, and I’m happy to introduce to you this option. Let’s assume that your original transmission and new fivespeed have already been removed. With both transmissions on the garage floor, step one is to remove the old bellhousing and give it a good cleaning with any of the popular degreasing foams. Get it really clean — you don’t want to work on dirty parts. At this stage you might as well clean the new five-speed trans that’s going into your car. It’s out of the car already, so why not? Take your cleaned old bellhousing, turn it upside down on a sturdy surface, lay the adapter over the opening, and index it to the original bolt pattern. With the adapter correctly aligned, use the included Allen bolts to attach the adapter to the housing. Tighten the bolts in an X-pattern. Next, take the old bellhousing with the adapter attached, slip it over the driveshaft, and butt it to the new five-speed. Use the included bolts to secure the original bellhousing to your five-speed transmission. Attach the bolts from the

transmission side and screw them into the housing, not the other way around. This will ensure that the two are securely attached. These kits are available for both six- and eight-cylinder engines, but one thing you must do is make sure you reference the instruction paperwork that comes with each kit. I can’t stress this enough. There will be minor differences in installation between the six- and eight-cylinder kits, as well as differences from company to company, so make sure you read those specific instructions. My overview is meant as just that, an overview. Personally, I recommend California Pony Cars, the supplier of this kit. That’s really about it for the down and dirty stuff. This is now the coupled trans unit which you will carefully install back into your Mustang. You need to purchase a yolk which will adapt the new trans to your old driveshaft, and possibly an adapter to make sure your new trans attaches securely to your original crossmember. That being said, it’s just a matter of lifting your trans back in, securely bolting it in, and attaching the few remaining cables and springs. One cool feature you can get is a shifter stalk that looks just like the original threespeed unit but is adapted to control your new five-speed transmission. With your new kit installed, you now have a lot more freedom with the gears that you introduce to its rearend. Initially you were pretty much wed to the standard 3:73, but now you can throw in a 4:10 or 4:56 and still be able to drive on the highway. It’s a lot of fun for an affordable price.

Both V-8 and six-cylinder adapters are available.

ISSUE 18 MUSTANG MAGAZINE 71

[FIX-IT DOC]

Hereâ&#x20AC;&#x2122;s everything needed to make the conversion to a five-speed transmission.

This new crossmember adapts the fivespeed transmission to a classic chassis.

Bolting the adapter to the original bellhousing is a snap.

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ISSUE 18 MUSTANG MAGAZINE 73

[FIX-IT DOC]

The completed assembly. The driveshaft will probably need some modification — lengthened, shorted, yoke changed, etc. — which will have to be determined on a case-by-case basis.

The original bellhousing, now mounted to the modern five-speed transmission. Th e a d a p te r p l a te mo v e s th e transmission rearward by ¾ inch or so, but the input shaft still fully engages the pilot bearing.

The replacement crossmember is bolted to the fivespeed transmission.

Our classic, original-looking shifter with five-speed shift pattern now controls a five-speed transmission.

SOURCES CHRIS “THE DOC” INGRASSIA

Mustang Restoration Inc. – Owner OperationMustang.com Web Show – Host mustangrestoration@hotmail.com (847) 428-9889

CALIFORNIA PONY CARS 1906 S. Quaker Ridge Pl. Ontario, CA 91761 (888) 225-7669

Watch an extended video online at MustangMagazineOnline.com. 74 MUSTANGMAGAZINEONLINE.COM

Scott Drake’s.

Others.

MOUNT PINS

Correct swedge-mounted running horse emblem. Others are missing important details, come uninstalled and attach with double-stick tape.

Poor fitment of woodgrain insert leaves unsightly gaps exposed (see more about the woodgrain below).

Superior quality, authenticity & fitment (backed by our Satisfaction Guarantee) make this and countless other Scott Drake parts “Official Licensed Products” of the Ford Motor Company.

Illegal non-licensed products like this are contraband and are subject to confiscation.

Precision fit and concours-correct metalbacked walnut woodgrain insert. Will not shrink or curl at edges like others.

Vinyl simulated-teak woodgrain sticker. It isn’t even the right kind of wood!

Show-quality polished chrome is one of many features ensured by our rigid quality control process.

Numerous imperfections and flaws in the chrome.

“See the Difference, Ask for Scott Drake” Find your Dealer:

1-800-999-0289 www.scottdrake.com

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A Division of

ISSUE 18 MUSTANG MAGAZINE 75

r e g g u M r e g g Hu

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Fred Greco’s Long Island–based ’65 Motion-ized Mustang was a rude rough-up for Camaro pilots STORY AND PHOTOGRAPHY BY TOM SHAW ISSUE 18 MUSTANG MAGAZINE 77

ew York once had a bad reputation as an easy place to get mugged. That was especially true of the area dragstrips, where it was a distinct possibility that you just might encounter a certain ’65 Hi-Po fastback that seemed to have an edge the others didn’t. Hand-painted across the sides in big letters were the words “Hugger Mugger,” a jab at Camaros that had adopted the nickname “The Hugger.” Well, reasoned Fred Greco, if they were the Huggers, then the car that beat them should be the Hugger Mugger. It was a bold statement, but New York is a bold place, and as the world heavyweight champion boxer of the time, Muhammad Ali, famously pointed out, it isn’t bragging if you can back it up. And because of a powerful connection right there in Baldwin, Long Island, the Hugger Mugger could back it up. “Fred Reimer, one of my best buddies in Baldwin, bought the car new,” relates Fred (Greco). It was an original K-code fastback with four-speed. “I had my ’64 Falcon Sprint that I purchased from Bob Tasca. Fred Reimer and I, being among the few Ford guys on the Island, hung out and pretty much did everything together, which of course included hanging out at Motion, which was only a few blocks from my home in Baldwin. “As it turns out, Larry Smith, who was service manager at Motion at the time, was also a Ford fanatic. We eventually put enough pressure on Joel Rosen to get his name back on the side of a Ford, which he hadn’t had since he had the Cobra back when he first moved out to Long Island from Brooklyn.” It was a good fit because Motion was quickly earning a national reputation, and Fred Reimer wasn’t the kind of guy interested in being a token back-of-the-packer.

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The fastback ran strong as a built K-code, but when the Boss 302 was unwrapped in January 1969, Larry and Joel set out to adapt the high-flowing heads to the K-code block. It’s simple now, but back then it was experimental. Engine notable Frank Bash in Philadelphia did the machine work, aligned the coolant passages between the heads and block, then clearanced and balanced everything that moved. Back at Motion, Larry meticulously assembled the engine and performed his magic to shoe-horn the Boss motor between the shock towers of the little Mustang. With a portfolio of aftermarket goodies, and hot-shoeing by either Fred “the wrench” Greco, Fred “the owner” Reimer, or Larry “the brains” Smith, the fiery Mustang rose to run what was, to Camaro arch-rivals, surprisingly quick ETs. “With the K-code 289, we ran 12.60s at 114 mph,” Fred says, “and 11.50s with the Boss setup. We were definitely making horsepower. It was always a combination of flywheel weight, tire compound, and gearing.” A regular at regional strips throughout the Northeast, the Hugger Mugger became one of precious few Fords, and the only Mustang, to wear the Motion name. It ran with various engine configurations, as it was updated regularly in search of more power and less ET. “The car was retired in 1973 or 1974,” Fred says. After some eight years on the track, the routine had run its course. Fred R. had spent a pile of money and finally retired the car. He replaced the engine with a streetable 351W and cruised Long Island, eventually feeling that he had as much blood, sweat, and tears invested in the Hugger Mugger as anyone getting married and raising a family. Same with Fred G. — he got married and left the racing

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behind, but the fun and excitement were never forgotten. Both Freds remained friends over the years. Seven years ago, Fred R. wanted to get the ol’ Hugger Mugger out of storage and maybe put it up or sale, but he physically didn’t feel up to the task. Fred G., who also had as much blood, sweat, and tears invested as anyone, struck a deal with his long-time buddy, and stepped up and took over the reins of this thoroughbred. The goal was to restore it to its as-run configuration. During its racing days, the car didn’t see severe winters, and even as a street driver, Fred R. had treated the former racer well. So when Fred G. got underway with the restoration, the vintage fastback was still in pretty good shape. “The restoration really didn’t require too much,” Fred tells us. “Domenick Liotta at Centerline Collision in Massapequa, New York, did his magic. After correcting the effects of countless hard launches and applying a fresh coat of original Rangoon Red, the Hugger Mugger was ready for its race motor.” Heads, intake, and carb are as-raced, including a meticulous blueprinting. “The lower end is a current-issue, much beefier Boss 302

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block, blueprinted with forged crank, rods, and pistons,” Fred says. “Local Boss 302 guru Toney Carey built the current motor. Frank Bash in Philly built the original race motor.” The balance of the driveline consists of a modified TopLoader four-speed, super shifter, Holman Moody N-case axle with a Detroit Locker differential, and big 31-spline axles. Since completion, the Hugger Mugger has been to its share of shows, where it’s always well received. We caught up with it at the Mustangs at the Beach event in Long Island last year. The vivid Mustang, pumped up with colorful “kill” stickers, vintage racing decals, and re-lettered by the original artist — East Coast legend, Gary “The Local Brush” — drew crowds all weekend. It has also hit Detroit’s Woodward Avenue and was invited to the Motion Performance Reunion Display at the 2010 Corvette and Muscle Car Nationals in Chicago, where it joined Joel’s original Cobra as the only two Fords with the Motion background. Ford lovers who used to watch this car at the races back when, remember it as the little Mustang that could actually take the fight to the heavy-hitting big-blocks. The heavy-hitting bigblocks remember it as the Mustang that mugged me.

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Hugger Mugger Specifications

As Raced

Today Toney Carey Current issue Boss 302 block Scat, forged Scat, forged custom Wiseco forged

Oil Pan Timing Gears

Frank Bash Boss 302 Fords Trans Am Ford, side ground and blueprinted Forged True Perfect Circle Clevite Melling. Modified, blueprinted by Larry Smith Pickup custom built by Larry Smith Ford, modified to 9-quart by Larry Smith Cloyes

Heads Valvesprings Valves Pushrods Retainers Rockers Cam Headers Collectors

Boss 302, port matched, polished Big-block Chevy Donovan stainless Crane Crane Blueprinted Boss 302 w/roller bearing shafts Crane Zip 552 cam 2Âź-in. tube, Headers by JR 12-in.

Boss 302, blueprinted Crower double springs Stainless custom Manton 3/8-in Titanium Harland Sharpe 1.75:1 Cam Motion Roller 293 deg./0.607-in. lift

Engine Builder Block Crank Rods Pistons Rings Bearings Oil Pump

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Clevite Melling, blueprinted

As Raced Distributor Tachometer Rev Limiter Gauges Intake Carbs Fuel Pumps Air Cleaner Fan Radiator

Mallory dual point, mechanical tach drive, small case Moroso mechanical Stahl mechanical Stewart-Warner Weiand tunnel ram 600 Holley Dual Stewart-Warner none (race) Stock hi-po Three core with original tank

Clutch Flywheel Shifter Transmission

Weber Weber, 38-pound Hurst Super Shifter Ford Top-Loader 4-speed, blueprinted, w/Lakewood scattershield â&#x20AC;&#x2122;65 9-in., gusseted spring perches Lakewood traction bars Holman Moody N-case Detroit Locker, 5.30 gears 31-spline axles M&H, 32-in. tall, 8-in. max. width Front, 14-in. American 5-spoke, 7.35 x 14 Rear, 15-in. Astro chrome slots, 8.0 x 32

Rearend Center Differential Axles Tires Wheels/Tires

Today

Ford Boss 302 Pro Systems Holley 780 Open element Flex

Hayes 32-pound

Lakewood traction bars

Same

ISSUE 18 MUSTANG MAGAZINE 85

[RESTORATION]

FIX MY MUSTANG PROBLEM? WE HAVE A SOLUTION BY JEFF YERGOVICH

LET IT FLOW

I just reworked the fuel system on my ’67 GT fastback. The shop I went to removed the tank, cleaned it out, and installed a professionally rebuilt carb. On the drive home my car started running rough and sputtering. In checking it out, I found there was just a trickle of gas coming through the fuel line, up to the carb. How can I test the fuel pump to see if it’s the problem (even though it was replaced a year ago and worked fine), or if there’s a clog in the line or maybe in the pickup tube inside the tank? Jerry Davis; Tuckahoe, VA

The fuel tank sending unit is the first part to inspect. Drain the tank and remove it. Remove the sock or filter (see picture) off the end of it and clean out the tube with a pipe-cleaner brush. The filter on the end is available at most Mustang parts houses: Ford part number D1FZ-9A011-A. Next, remove the fuel line from the pump coming from the tank, spray Brakleen in the line, and blow it out thoroughly. Check the line for damage and kinks. Replace any other filter you have on the fuel line. Just because the fuel pump has been replaced doesn’t mean it can’t go bad. Fuel pumps are very reasonably priced at the auto parts store, usually less than $30. I suggest replacing it again so you know the system is clean of any dirt you may have picked up from the old tank. In most cases, this should solve your fuel problem.

GLASS ACT

My two boys and I really enjoy our ’66 coupe. It’s nothing fancy and has the same drivetrain as your magazine’s Collateral Damage Mustang. My windshield has several craters from stones and debris. I’m debating about trying to make do with the original or replace it with a new one. Have you guys ever used one of those glass polishing kits? Did you get good results, and would you recommend a particular brand? Jonah, Jeff, and John Coswicke; Brunswick, GA

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Glass polish works only for very minor scuffs in the glass. Heavy scratches and chips will require replacing the windshield. Your front windshield is really two pieces of glass with a plastic laminate between them for safety reasons. A better fix is to replace the windshield. You can get non–date-coded windshields for about $150. If you require date coding, it will run you about $350 and $150 for shipping. Yes, the $150 shipping is high, but they build a crate and package it very securely. Plus, it’s heavy!

ISSUE 18 MUSTANG MAGAZINE 87

[RESTORATION]

SLATS REPAINT

GOING, GOING, BAD

Can you tell me the right color to repaint the rear window slats on a ’69 Mach 1? I know they’re kind of semigloss black, but what is the exact, factorycorrect color? Also, is there any difference between ’69 and ’70 color? Simon Bargveen; Renton, WA Any brand of semiflat or semigloss will match the OEM finish that came with your slats. We use a semigloss on our restorations, with great success. The ’69-’70 slats are all the same color.

BATTLE OF THE WHITE CHALKY STUFF

I have three Mustangs: a ’65 convertible, a ’67 convertible, and a ’70 Mach 1. The ’70 has some axle noise when it gets going. Not a lot, but enough to make we wonder if it has a bad bearing. If it does, I don’t want to drive it until it fails. How do I check axle bearings, or is this something I should take to a shop? Stan Dunstreet; Bakersfield, CA Rear axle bearings are easy to check. Remove the wheel and the drum. Next, access the axle bolts one at a time through the one hole in the axle. Slide out the axle until the bearing is visible. Turn the bearing with your fingers. It should feel smooth. If not, the bearings should be replaced. Check both sides the same way. If those are good, there are internal bearings in the third member that need to be checked. The pinion bearing, which is behind the driveshaft yolk, can be replaced easily. But, if it is an internal bearing, the third member will require an overhaul. Let’s hope it’s not that, but just an axle bearing.

I just opened up the power valve on my car’s Autolite 2100 2V carburetor and saw that it was covered in white chalky powder. I’m assuming it’s a bad reaction to moisture attracted by the low-quality ethanol they’re putting in today’s pump gas. If so, what can be done about it? My car does its share of sitting. What about Sta-Bil or one of those additives? Charlers Decker; Anderson, TN

Gas additives are always recommended while a car is in storage or just sitting a while. Keep in mind that simply putting the additive in the tank does not mean it will help the carburetor. Be sure to run the car for 5-10 minutes so you know the additive mixes well with the gas and gets all the way through the fuel system. This will help solve the chalky problem and make starting your car easier after it has sat for a while.

[ASK THE EXPERT]

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 7517, Lakeland, FL 33807.

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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.

WHEEL NICE

I’ve been involved in the long process of totally restoring a ’69 Mach 1. I’m going to show it in MCA’s Concours Driven class. I’ve got all the paint, body, engine, and interior done, but I was hoping you could help me with the wheels. I’m running the 15x7 Magnum 500s. Are there any tips you can pass along that might help me score more points? I’m talking about fine detail like centering the center cap to be level when the tire’s at 12 o’clock, and putting the valve stem at the bottom (6 o’clock). Does any of that matter? I’ve heard discussion both ways. Edgar Harris; Hopkins, MN

It sounds like you have a real nice ’69 Mach 1. All of the things you suggested sure make a nice presentation, however they do not gain you any extra points. The best thing you can do is clean, and then clean again. And once you’re done with that, clean some more. The judges can tell old dust and dirt on the car from fresh dust it gets out on the show field. Good luck at the show!

ISSUE 18 MUSTANG MAGAZINE 89

DIAGNOSTIC

DETECTIVES THE CASE OF FREDDIE “THE FLOODING FLOAT” STORY AND PHOTOGRAPHY BY TOM SHAW

on’t it always happen like that? You’ve finally got your organization — er, “engine” —firing on all eight cylinders, when who comes along but Freddie “The Float” who decides that this is a perfect time to make his move for control. Freddie “The Float” is supposed to watch the door to the fuel bowl and stop the flow of gasoline when there’s enough in the bowl. It’s an important job, and you’d think that Freddie might be a little thankful that he’s been trusted with such a key position. But no, he seizes this most vulnerable moment to make his play and throw a good scare into our finely tuned “family business.” So what’s Freddie do? He flings the door he’s supposed to be watching wide open and let’s a continuous stream of fuel come in. Well, that starts out OK, as the fuel in the bowl that’s been used by the engine is replenished just like always. But Freddie — the no’s good bum — takes it too far. He’s got that door to the fuel bowl wide open, inviting every drop of gasoline the fuel pump can deliver right on in to the carb to make themselves right at home. Youse know as well as I do that there’s only so much room in the fuel bowl, and with gasoline flowing in like a river, it don’t take long to run out of room to

store it all. Before you know it, the fuel bowl is full. I mean full, and there ain’t room for no more. But do you think Freddie “The Float” is getting that message? Not on your life. Fuel continues to flow in unchecked. Where’s it gonna go? Huh? You tell me. That excess has to go somewhere. Well, it goes into the engine, which up until this moment, was running like a good, finely-tuned organization — er, “engine” — is supposed to. But now, suddenly it’s getting a crazy overflow of fuel. It’s running super rich, and I don’t mean that in the good sense of the word. The engine stumbles and balks. And at idle, it’s not running fast enough to process all that extra fuel, so guess where it goes? Out the vent tube and all over your engine. Lovely. Do you realize what one itsy-bitsy spark can do to an engine covered in raw fuel? Let me tell you, I do. In my younger days with the family… well, never mind. Fact is, that fuel cost the family close to $4 for one crummy, stinkin’ gallon. To then just dump it straight into a healthy engine is a bad thing. Very bad. So’s appropriate action’s gotta be taken. An example’s must be made of dis bum Freddie “The Float.”

This leaky two-barrel was replaced by a kitted 4100 four-barrel and intake. The float level was way off, and our expensive gasoline was going everywhere it shouldn’t, including overflowing all over the engine, creating one humdinger of a fire hazard.

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Four screws hold the top of the carb on a two-barrel; eight are used for a four-barrel.

Disconnect the choke rod. A variety of types were used over the years. This one is removed by backing off the white nylon nut (arrow) on top. Note its position before you start, so you can return it to its approximate same setting.

With a tap or two on the top, it should now come off easily.

Youâ&#x20AC;&#x2122;ll also have to remove the breather stud.

An alternative is to remove the choke rod down low, where it attaches to the mechanism. Grab the clip and put it in a safe place, like a Tupperware container. WARNING! These little clips love to fly across the room or drop to the floor, never to be seen again.

A handy feature of the Autolite 2100/4100 carburetor family is that theyâ&#x20AC;&#x2122;ll run with the top removed. Just plug the small hole in the center beside the hole for the breather stud (arrow).

ISSUE 18 MUSTANG MAGAZINE 91

With the lid removed you can see the inner workings of the fuel bowl, float, and needle and seat. The float and needle are removed by unclipping the retainer from the brass seat.

Two types of floats are commonly used: brass and this type, composition. Both floats lift out with the needle, pivot, and retainer clip. Adjustment is done by simply bending the metal tab. Be gentle.

10 Gently pushing the float up to seat the needle against the seat shows that the float level was set way too high. Too much fuel was entering the fuel bowl and being pumped into the engine. No wonder it was running bad and flooding.

Different applications will have different settings. Get the correct setting for your car, and measure with a gauge. This one came with our rebuild kit. Instructions told us to cut it to the correct length, in our case, 17/32 inch.

11 13 The remedy is to bend — using minimal effort — the float to close the needle and seat valve at the correct measurement for your car. For us, we bent the float down so that the less fuel would seat the needle and close the valve. Take your time and get this right.

With the adjustment made, check for smooth, stick-free operation of the float/needle and seat. It’s not a bad idea to burnish the needle rubbing points with a Scotch-Brite or equivalent scuff pad. Once you’ve got the float correctly set, double check the float operation by either pouring mineral spirits into the fuel bowl and making sure the float fully rises, or watching it with the engine running. Have a fire extinguisher on stand-by.

If all’s well, button everything back up, and you’re on your way.

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

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ISSUE 18 MUSTANG MAGAZINE 93

MUSTANG MAGAZINE MARKETPLACE

[LAST PAGE]

MUSTANG

CULTURE FOR THE RECORD

ustang’s extraordinary popularity wasn’t lost on marketing types and creatives, who rode the wave, positioning the Mustang prominently in high-visibility locations, including record-album covers. Some, like The New Mustang and Other Hot Rod Hits were a continuation of car-themed music that became its own category, following in the steps of the Beach Boys, Ronnie and the Daytonas, and Jan and Dean. Others were just pop music using the Mustang as a cover prop. Johnny Mathis crossing a city street with a Frost Turquoise ’67 coupe rolling by, pop trombone player Kai Winding posing with a Rangoon Red ’65 2+2 fastback —both illustrate that the Mustang was a major star in its own right, and the flame remained hot decades later. The soundtrack record for the 1984 movie Fatal Beauty has Whoopi Goldberg propped up in the back of a pink ’66 Mustang convertible. These examples are from the extensive collection of Monroe Weathers. Approximate value for The New Mustang album is around $35 but could go to $100 or more depending on condition. The others are typically $5 give or take. There are plenty of other examples of Mustangs on album covers, for the record.

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ISSUE 18 MUSTANG MAGAZINE 99

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