MustangTHE CLASSIC MUSTANG AUTHORITYMONTHLY

ORANGE PEEL: ON A MUSTANG, IT CAN BE A GOOD THING

Pro-Built ’69 Convertible

How-To: Install Aftermarket A/C

DIY: Restore Air Extractors

HOMEBUILT HEROES

REAL CARS • BUILT BY REAL PEOPLE • IN HOME GARAGES

Olympian’s Fastback Restored I-6 Convertible

T E C H

’65 FASTBACK TRUE SURVIVOR BUILD

FAST & FREE DELIVERY1 to 3 day delivery to most of the U.S., Free UPS ground shipping on orders over $300.

EXPERIENCESince 1976 exceeding customer expectations!

EVERY-DAY PRICINGWhy wait for sales or points programs? NPD’s every-day prices are competitive.

LARGEST INVENTORYOver 570,000 square feet of fully-stocked warehouses / stores, Over 98% instant fill-rate!

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800-368-6451MICHIGAN - Canton,Local - 734-397-4569

800-521-6104FLORIDA - Ocala,Local - 352-861-8700

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For fastest delivery & service call the NPD store closest to you

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65-73 MUSTANG SHEET METAL

65-73 Tail Light Panels starting at $67.75

65-70 Trunk Floors starting at $418.50

65-70 Full Quarters starting at $109.95

Made using aircraft quality aluminum that is black anodized, clear anodized or polished to architectural grades. This finish will not fade and is resistant to fingerprints and water spotting.Back or Clear 65-66 $104.95 67-68 $114.50 69-70 $126.95Polished 65-66 $119.95 67-68 $128.50 69-70 $144.50

RADIATOR TO GRILLE SHIELDS

Custom kit using modern circuits and fuses but with OE style switch connectors for ease of installation. Kit includes all necessary wiring from head light to tail light and everything in between. Modern fuses, correct switch connectors, perfect for custom cars with updated gauges or systems, kit

requires car to have an internally regulated alternator or one wire conversion, Pertronix or electronic ignition (no points), volt meter (no amp meters)65-66 ..................................... 14401-2M $699.9567-68 ..................................... 14401-3M $699.9569 ..................................... 14401-4M $699.9570 Excl A/C, factory tach ... 14401-5M $769.95

COMPLETE CUSTOM WIRING KIT

Extra-heavy ivy gold cotton flannel, with an extremely effective protectorant called Durafin, which coats the outer layer of the cover to create a water-resistant yet breathable home for your classic. The best part your paint sees nothing of the Durafin all that touches the surface is soft, 100% tufted cotton. 65-70 Fastback, coupe, convertible, Shelby $289.95

DURAFIN COVER

HALO LED CUSTOM HEAD LIGHT 7”, Multi color Halo ring with 21 SMD LED’s. Main bulb is a standard H4 bright white Xenon capsule with the perimeter Halo lit by the super bright LED’s. The Multi color sets allow you

to custom tune the Halo colors using the included controller. Up to 16 options can be set. 5-3/4” or 7” white ring $194.95, Multi color ring $249.95

These beautiful louvers match OEM in construction and appearance. Black satin finish aluminum. Curvature and styling gives correct look when installed. Included with kit: Hinges (44272-1A), Latches (44274-1A), Installation hardware kit (44275-3A), Gasket set (44275-1A), Rubber gasket (44284-1A).69-70 ............44268-3B $359.95

MOST CORRECT LOUVERS AVAILABLE!

Strong, lightweight and smooth these wings come molded in black ABS plastic with a structural foam core and could be installed as-is if you desire. They are easily scuffed for paint and will look great either way. Die cast pedestals and stamped brackets have excellent details and the whole assembly slides together perfectly. And finally we supply concours fasteners correct for use with reinforcement brackets from AMK Products for a final, perfect, show winning touch.

CONCOURS APPROVED!

69-70 44210-1, 71-73 44210-2 $119.95

Made with original style tools to cut stripes from the thick OE style 3M material that will reflect the silver & gold tones.69 Mach Black w/gold ..20000-6AC $249.9569 Mach Red w/gold .....20000-7AC $249.9569 Mach Gold w/white ..20000-7BC $249.9569 BOSS 302 Black .......20000-8AC $299.9570 BOSS 302 Black .......20000-10AC $299.95

CONCOURS CORRECT REFLECTIVE STRIPES

FORD LICENSED PRODUCT

NPD OFFERS FORD BRAND CATALOGS FOR65-73 MUSTANG79-93 MUSTANG55-57 THUNDERBIRD48-79 F-SERIES TRUCK 80-96 F-SERIES TRUCK66-96 BRONCO

Developed many years ago and tested in the tough Florida sun and rain on every day cars to expensive exotics. Provides a Pebble Beach concours winning finish! $69.99

CHADWICK’S TRIPLE PLAY CARE SYSTEM

BOESHIELD® T-9, RUST PREVENTION AND PENETRANTTechnology created and owned by Boeing to coat and prevent rust on bare metal surfaces, dries to a clean waxy water resilient coating, penetrates pores and dissolves rust.T-9 12 oz. spray $16.99, 1 gallon bottle $114.99

2 Row 3 Row 4 Row $172.50 $258.50 $324.95

2mm thick aircraft grade aluminum, fully TIG welded for strength and

durability.

ALUMINUM RADIATOR

65-66 (from 12/1/64), copper, repro 14A324-1A $9.95

CONSOLE GLOVE BOX LIGHT CONTACT

65-66 Front 1-1/4” .............................5482-15A $219.9567-70 Front 1-1/4” .............................5482-16A $211.9565-70 Rear 3/4” .................................5A772-15A $254.50

High end bar built for hard use. Urethane bushings

throughout, silver vein hammertone powder coated.

QA1 quality shock absorbers, struts and other suspension components are highly responsive, consistent and the best value on the market today. QA1 is proud to manufacture all shocks in the USA.Front or Rear non-adjustable ................................$124.26Single adjustable .................. Front $190.89, Rear $180.95Rear Double adjustable .........................................$276.42

QA1 SHOCK ABSORBERS

Special design made specifically to allow easy use and alignment to aftermarket 4 barrel intakes and carburetors, stainless steel69-73 Holley bolt pattern 4v ..............9741-8 $54.95

ACCELERATOR CABLE BRACKET

Pair, Mounted inside the frame rail these are used to reinforce the holes that locate the dual exhaust hangers65-70 Factory dual exhaust 0101A24-1A $26.70

REAR FRAME RAILCRUSH TUBES

Replacement style65-67 ..................1102-3A $99.5068-69 excl 69 Boss 302/429, 69-70 Shelby ........1102-4A $73.95Concours correct 69 Boss 302 ....1102-6 $199.9569-70 Shelby GT350/500 ..................1102-6 $199.9570-73 2 pc rotor, excl Shelby ..................1102-7 $50.38

FRONT BRAKE ROTOR

65-66 Concours correct, pair .... 2K004-0A $74.5067 RH ..... 2K004-1A $39.9567 LH ..... 2K005-1A $39.9568-73 RH ..... 2K004-2A $29.9568-73 LH ..... 2K005-2A $29.95

BRAKE ROTOR SPLASH SHIELD

65 Hanger holes are drilled, US-made RH 0113A12-1B $29.95, LH 0113A13-1B $29.9566 Hanger holes & seat belt hole are drilled, US-made RH 0113A12-2B $29.95, LH 0113A13-2B $29.9567-70 Hanger holes & seat belt hole are drilled, US-made RH 0113A12-3B $29.95, LH 0113A13-3B $29.95

FLOOR PAN MUFFLER HANGER REINFORCEMENT PANEL

Exact repro. Made on the original tooling by the original supplier.68-70 428 CJ, Boss 429 .............3D746-2A $379.9569 Boss 302 ..........................3D746-3A $379.9570 Boss 302 ..........................3D746-4A $379.95

P/S OIL COOLER

HOSE, POWER STEERING, CONCOURS STYLE

Correctly styled and bent power steering hoses are faithfully reproduced to closely match originals, not a generic one size fits all! Designed for the discriminating restorer these hoses have correct fittings, tubes, finishes and stamped part numbers. Go online or call your closest depot for applications and prices.

Concours reproduction with cast in glass FoMoCo script as found on original early bulbs, halogen filament that is unmarked (no “halogen” marking on lens) making this bulb suitable for concours judging while still providing exceptional driving light. 65-68 Each 13007-1E $21.95

“FOMOCO” SEALED HEAD LIGHT

Exact concours repro, welds to center of rear floor transition pan. Used only in 1965-66 on cars with a 9” rear axle (289 Hipo engine).65-66 289 Hipo 4731-2A $54.50

REAR AXLE BUMPER BRACKET

Pre-molded in a black high gloss finish this hose kit not only looks show ready but performs as well. 65-69 260,289,302 ......................8260-2SA $58.95

SILICONE HOSE KIT CONCOURS CORRECT TIE RODS, 1965-66 260, 289

OuterM/S, 2 reqd .3A130-4C $124.95LH, P/S........3A130-3C $140.27RH, P/S .......3A130-4C $124.95

InnerM/S, 2 reqd .3A131-2C $159.50LH, P/S........3A131-1C $159.50RH, P/S .......3A131-2C $159.50

G-Stock style has an OE look and the Velocity gauges has a

more aggressive performance style. The quality of Classic Instruments surpasses most gauges on the market and order with confidence because these gauges are hand-crafted here in the US! 5-year manufacturer warranty.

CLASSIC INSTRUMENTS5050 type SMD style lights are more efficient than normal LED’s. 27 SMD diodes emit very low heat. Requires the use of an electronic flasher unit 13350-6 for both the turn signal and emergency flasher circuits. Offered in Red, Yellow & White. Use in place of UL1157 or UL1156 bulbs. $39.95 each.

SMD STYLE LED

58

24

{

28

4 M U S T A N G M O N T H L Y . C O M

Contents

Mustang Monthly (ISSN 0274-8460) November 2015; Volume 38, Number 11, is published monthly by TEN: The Enthusiast Network, LLC, 261 Madison Avenue, 6th floor, New York, NY 10016. Copyright © 2015 by TEN: The Enthusiast Network

Magazines, LLC. All Rights Reserved. Periodicals postage paid at New York, NY and additional mailing offices. Subscription rates for one year (12 monthly issues) U.S., APO, FPO, and U.S. Possessions $29.97. Canadian orders add $12.00 per

year and international orders add $24.00 per year (for surface mail postage). Payment in advance, U.S. funds only. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: Send address corrections to

Mustang Monthly, P.O. Box 420235, Palm Coast, FL 32142-0235. Contributions should be sent to: Mustang Monthly Magazine, 831 S. Douglas St., El Segundo, CA 90245. Manuscripts must meet the criteria of the Writer’s Guidelines. For a copy,

send an SASE to Mustang Monthly Magazine, 831 S. Douglas St., El Segundo, CA 90245.

Homebuilt Heroes

20 Overcoming Adversity

Daniel McConnell went

from knowing nothing

about cars to building

this ’65 fastback

completely at home

24Elizabeth-Marie #168168

Terry Reinhart’s third

Mustang project is a story

of scrapyard salvation

28Bumpus-Built

A real-world, budget

build that looks like

a million bucks

32Ski Racer’s Diversion

Everyone needs an escape

from the daily routine. Paul

Stutz found his escape plan

with a ’67 Mustang

{58Perfect Match

Arguably the best-ever

Mustang model year

combined with likely the

best-ever Mustang engine

results in Bobby Turner’s

awesome Mustang

Pro Touring car

Technical

36Cool as Ice

Classic Auto Air’s A/C kits

make driving in comfort easy

50The Orange

Peel Controversy

Mustangs came from the

factory with orange peel, so

regardless of opinion, it’s

“correct” to have orange peel

on a concours restoration

64Extractor Vent DIY

Restoration or restomod,

here’s how to rejuvenate

the extractor vents on a

fastback’s interior

Departments

08 H O O F B E AT S

10 P O N Y E X P R E S S

12 N EW B I T S

14 P O N Y TA L E S

18 R A R E F I N D S

70 R E S T O R O U N D U P

72 B E YO N D T H E B A S I C S

77 R E A D E R S’ A L B U M

82 H I N D S I G H T

NOVEMBER 2015 Vol. 38

No. 11

ON THE COVER:

Editor Kinnan photographed Daniel McConnell’s

homebuilt fastback at Memphis Motorsports Park

during a stop on the Hot Rod Power Tour, but he

neglected to get an action shot. Good thing Daniel

lives in Tampa, Florida, which is close to Lakeland

where Mark Houlahan lives, so Mark made the

drive over, waited for the incessant raining to stop,

and caught the car driving down the street and in

its home stable. Special thanks to Brian Stilwell for

driving the camera truck.

MustangTHE CLASSIC MUSTANG AUTHORITYMONTHLY

NO

VE

MB

ER

20

15

• $

4.9

9

ORANGE PEEL: ON A MUSTANG, IT CAN BE A GOOD THING

Pro-Built ’69 Convertible

How-To: Install Aftermarket A/C

DIY: Restore Air Extractors

HOMEBUILT HEROES

REAL CARS • BUILT BY REAL PEOPLE • IN HOME GARAGES

’65 FASTBACK TRUE SURVIVOR BUILD

Olympian’s Fastback Restored I-6 Convertible

T E C H

EditorialNetwork Director Henry De Los Santos

Editor Rob Kinnan

Staff Editor Mark Houlahan

Managing Editor Sarah Gonzales

Art Direction & Design

Design Director Markas Platt

Art Director Jong Cadelina

Mustang 360˚ Network On The Webwww.mustangmonthly.com

www.musclemustangfastfords.com

Manufacturing & Production Operations

VP, Manufacturing & Ad Operations Greg Parnell

Senior Director, Ad Operations Pauline Atwood

Archivist Thomas Voehringer

Subscriber ServicesSubscription rates for one year (12 monthly

issues) U.S., APO, FPO, and U.S. Possessions

$29.97. Canadian orders add $12.00 per year

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and phone number on any inquiries. Canada Post:

Return undeliverable Canadian addresses to

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ON N6C 6B2.

Advertising InformationPlease call Mustang Monthly’s Advertising

Department at 949/705-3100. Related publica-

tions: Mopar Muscle, Hot Rod, Car Craft, Hot Rod Deluxe, Chevy High Performance, Super Chevy,

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Any submissions or contributions from readers

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Enthusiast Network’s User Content Submission

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Copyright © 2015

by TEN: The Enthusiast Network Magazines, LLC

All Rights Reserved

Printed In The USA

MustangTHE CLASSIC MUSTANG AUTHORITYMONTHLY

6 M U S T A N G M O N T H L Y . C O M

Brake Upgrade KitsSIX FABULOUS CHOICESto suit every driving style and budget. All EBC rotors are now black GEOMET®

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Greenstuff sport pads & USR slotted black Geomet Rotors Car $145

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Redstuff premium fast street pads & USR slotted black Geomet rotors Car $195

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Yellowstuff highest friction pads & GD sport drilled black Geomet rotors Any Vehicle $245

Kit includes 100% British made ECO friendly quality high efficiency EBC brake pads fully tested and approved to meet or exceed all known standards plus premium Geomet corrosion resistant G3000 iron rotors of your pattern choice. Geomet is the NUMBER ONE brake rotor anti corrosion surface coating used by OEM builders (they use silver, we prefer black Geomet). Coating withstands severe salt spray tests for corrosion resistance.

Ask at Pep Boys or your local retailer or shop online at .... www.ebcbrakes.com

Advertising General Manager, Hot Rod Network Tim Foss

Associate General Manager Michael Essex

Advertising Coordinator Teri Hancock

Executive Assistant/Event Coordinator

Yasmin Fajatin

To advertise on this magazine’s website, or any of

TEN: The Enthusiast Network’s other enthusiast

sites, please contact us at AM-advertising@enthusiastnetwork.com.

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VP, Retention & Operations Fulfillment

Donald T. Robinson III

Call about custom powder coating & back spacing.

866-708-1267 wheelvintiques.com MADE INAMERICA

AUTHENTIC STEEL WHEELSFOR YOUR CLASSIC MUSTANG

MAGNUM 50054 Series FORD STYLE STEEL

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8 M U S T A N G M O N T H L Y . C O M

Rob Kinnan E D I T O RHOOF BEATS DRIVING SCHOOL{ }

ever had a kid, the day he/she turns

16 I’m going to enroll Little Kinnan

in the Bondurant school. To me, it’s

the best insurance you can possibly

buy to protect your kids by teaching

them car control far beyond the capa-

bilities of any high school driver’s ed

class. On the surface, a racing school

teaches you how to go fast on a race-

track, which probably intimidates

most parents, but on a much deeper

level it teaches a person how to be a

much better driver in every situation.

It teaches a person to pay attention

to everything that’s going on around

them at all times, what to do when

things go awry, and how to make the

right decision in times of stress. Sure,

it’s not cheap: one-day courses start

around $1,300 and the four-day that

I took is over $4,000. But think about

how many insurance claims and

increased premiums you’ll save. And

how much is a kid’s life worth?

I got to thinking about all this

after reading a report from the

National Highway Traffic Safety

Administration (NHTSA) titled “A

Fresh Look at the State of Driver

Education in America.” It said, “Cur-

rent driver education appears to do

a good job of preparing students to

pass the licensing exam. The expecta-

tion that driver education will lead

to a decreased teen crash rate is

unrealistic and beyond what current

practice can be expected to achieve.

Graduated Driver Licensing (GDL)

systems give novice drivers experi-

ence under adult scrutiny and protec-

tion by gradually introducing more

risky driving conditions. Multiple

studies document that GDL systems

reduce the number of 16- to 17-year-

old driver crashes.” Sounds just like

my experience at Bondurant.

COULDN’T HAVE BEEN MORE

THAN 4 OR 5 YEARS OLD when Dad

plopped me down on his lap behind

the wheel of our ’66 Olds Delta 88 and

let me steer that Silver Streak for a few

seconds. Whether or not he actually

relinquished control didn’t matter—I

felt like I was driving, even though I

couldn’t reach the pedals. The next

time I really did drive the car, working

the pedals and all, only this time I was

13 and it was our ’75 Cadillac Brougham

D’ Elegance, a brown four-door behe-

moth that dwarfed the Olds in size but

had a 500ci engine that made gobs of

torque. Dad knew how rabidly I wanted

a car and driver’s license, and apparent-

ly trusted me enough to drive around

our neighborhood a few times with him

as passenger. I didn’t hit anything and

kept my right foot under control, so I

guess I passed his initial test.

The driver’s education class I took

in high school in South Texas taught

us the basic rules of the road, what the

road signs meant, and that sort of thing,

but the actual driving portion of the

class was essentially worthless. Three

of us packed into some non-descript,

mid-’70s Plymouth and drove around

on rutted ranch roads while the base-

ball coach/driving instructor napped

on the right side of the front bench

seat. Accident avoidance meant not hit-

ting a cow and waking him up, and road

signs were non-existent. Yeah, great

training there. Thanks.

Our tiny town couldn’t afford those

video game–like driving simulators like

they had in other parts of the country,

so my personal training came from the

juvenile delinquency of bashing around

on dirt roads like Bo Duke, learning to

drift before drifting was a thing. It may

have seemed like hooliganism but it

taught me car control, how to come out

of a skid or oversteer situation (even

when the oversteer was intentional!),

and how you can use the throttle,

brakes, and wheel together to make

the car do what you want it to. I don’t

recommend young kids today learn

that way unless they have deserted

back roads like I did, or a big empty

parking lot covered with rain or snow,

but it does work if you’re paying atten-

tion and care about the car enough to

not hurt it.

Years later, after participating in

several open track events and thinking

I was hot stuff, I got the opportunity

to go to the Bob Bondurant School of

High Performance Driving and really

learned how to drive fast and safe. In

the four-day school, they taught basic

car control and accident avoidance, and

then we got into serious car control in

racing situations. This was a big step up

beyond my teenage days of drifting on

dirt—heel-and-toe downshifting, trail

braking to set the car up in the corner,

and other more advanced techniques

that I still use every day.

The biggest thing I took out of Bon-

durant was the determination that if I

IThe expectation that driver education will lead to a decreased teen crash rate is unrealistic and beyond what current practice can be expected to achieve. Graduated Driver Licensing (GDL) systems

give novice drivers experience under adult scru-tiny and protection by gradually introducing more risky driving conditions.”

Powerful batteries require powerful chargers. Our microprocessor-controlled

OPTIMA® chargers are specifically designed to charge, condition and maintain both

AGM and lead-acid batteries while maximizing life and performance. They can even

recover deeply discharged batteries, so from topping off to reviving, you’re always

ready to rock. To learn more about OPTIMA chargers, visit OptimaBatteries.com

Look for the OPTIMA DIGITAL 1200 AND DIGITAL 400 chargers at a retailer near you.The OPTIMA logo, OPTIMA Batteries, The Ultimate Power Source, Spiralcell Technology, REDTOP, YELLOWTOP, BLUETOP and The Six-Pack Battery Design are trademarks of Johnson Controls, Inc. ©2015

DIGITAL 1200

DIGITAL 400

10 M U S T A N G M O N T H L Y . C O M

LETTERS TO THE EDITOR{ }Mustang Monthly Readers T E X TPONY EXPRESS

BOSS 351 BOOK

When I joined my

former Army

Reserve unit

in 1987, after active duty

service, one of my fellow

reservists, Jack, said he

heard that I liked Mus-

tangs, and said he had one

that I could have if I come

haul it away. I said I would

come look at it, expecting

some rusted-out six-

cylinder hardtop, but upon

pulling up to the carport

seeing the back end of a

red ’71 or ’72 Mach 1, I said,

“Yes, I’ll take it.” It didn’t

run, so I went to a friend’s

house and borrowed a car

trailer and eventually got

it home after Jack signed

over the title. I stored the

car for about three years in

my ex-father-in-law’s ga-

rage, but a divorce from his

daughter caused me to lose

my storage, so I stored it in

my parents’ barn. To make

a long story short, it is one

of the superrare, ’72 R-code

HO Mach 1s, sold new at

Bob Neal Ford in Rock

Island, Illinois, in 1972. So

when my ’71 M-code Mach

1 is restored within the

next year, it will be time to

start the restoration on the

’72 as a father/daughter

project. I’m also writing a

book about Boss 351s and

’72 R-code Mach 1s and will

have them available for sale

in February 2016. My book

will cover the restoration of

both Boss 351s, plus every

unique item that makes

these cars truly special. I

have a great database of

these cars. If you have a

Boss 351 or a ’72 R-code,

you can reach me at boss-

351book@gmail.com.

Rick Ybarra

Via the Internet

THEY CALL ME PSYCHO

It was great to see the old “Psycho”

Mustang of Snodgrass & Mahn-

ken named as one of your “Top

10 Mustang Funny Cars” in the June

’15 article by Dave Wallace. However,

the author has done a disservice to

Snodgrass & Mahnken, as the body on

the Psycho Mustang was all fiberglass,

not a “stock steel body” as indicated

in this article. The body was evidently

molded off of a bare steel body, as it

had all the doorjambs, windscreen, and

rear window step-downs molded into

the body. The doors and lift-off front

were also all fiberglass. This leads me

to believe that this could have been

one of the original Holman-Moody

bodies mentioned elsewhere in the

article. This stock-length fiberglass

Mustang had stock steel door hinges,

door handles, and taillights fitted. As

to its longevity, the Psycho Mustang

was still being raced by my brother,

Alan Walton, in 1977 under the name

of Pegasus. What a number of your

readers will not know is that Snodgrass

& Mahnken fitted the car with a blown

and injected 392 Hemi in late 1968,

and lost their local Ford sponsorship.

This was how the car was set up when

it was first brought to Australia by Bill

Pound Racing in 1969-1970. Snodgrass

& Mahnken then ran the ex-Gas Ronda

’67 Mustang with their original Ford

engine as a match racer for some time.

I’ve attached a photo of this car as it ran

in Australia in 1976.

Doug Walton

Via the Internet

THE GOING THING

I certainly don’t claim to know

everything Mustang and that was

proven when I read the article

in the June issue titled “The Going

Thing.” I had never heard of this

promotion. I’ve seen Mustangs that were

California Specials, Twisters, and High

Country Specials. Wasn’t there a Sprint

Special in 1971, with a red, white, and blue

theme? Anyway, The Going Thing article

was excellent, as well as the new and old

photos. My compliments to both Jerry

Heasley and Charles Gilchrist! Good luck

with everything. I’m sure I will still let you

know when I disagree with something!

Just in a calmer, nicer way.

Don Bosse

Via the Internet

Mr. Bosse and editor Kinnan had a

“spirited” email conversation about the

changes that Mustang Monthly went

through in the last year, but I think we’re

now “good” with everything. Whether you

like or dislike something in the magazine, we

want to know about it. And yes Don, in 1972,

Ford offered a red, white, and blue color

styling package with USA Shield decals to

commemorate the 1972 USA Olympic Team.

According to the 1972 Mustang Olympic

Sprint Registry (www.1972mustangsprint.

com), “The Sprint Decor Option Group

was available between March and June of

1972. The Sprint promotion celebrated the

1972 Summer Olympic Games, officially

known as the XXth Olympiad in Munich,

Germany, and the XI Olympic Winter

Games in Sapporo, Japan. Ford’s USA

Sprint Cars promoted our Olympic Team

achievements in the double Olympic year of

1972. The Sprint Decor Option was offered

on Mustangs, Pintos, and Mavericks. Ford’s

Olympic Sprint salute was orchestrated to

add mid-year flash to the 1972 advertising

campaign, and bring more customers into

Ford dealership showrooms. The 1972

Mustang Sprint promotion was a limited

edition of only 9,383 SportRoofs, coupes,

and convertibles with the ‘Red, White &

Blue’ color styling. A similar version was

available with a Maple Leaf Shield for

Canadian sales.”

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12 M U S T A N G M O N T H L Y . C O M

{ THE LATEST PRODUCTS }

GO REMOTEii Get your oil filter

off of your engine and

away from headers

and other high-heat

areas by remote

mounting the filter

to your inner fender or core support. Perma-Cool offers its

Super Filter Mount, which is designed for 11/2-inch -12 thread

performance filters like the K&N HP-5001 or Fram HP6. The dual

inlet/outlet ports allow easy hose routing. PN 6730 features

-12 AN threads, while PN 6630 utilizes 3/4-inch NPT threads.

A compact design with reinforced mounting surface makes

these adapters perfect for street or performance use. INFO:

(951) 352-2665;

WWW.PERMA-COOL.COM.

SIX-GAUGE LOVERii Mustangs to Fear now offer these six-gauge dash bezels for the ’641/2-’66 Mustang. The

bezels feature two large holes in the center for a speedometer and tachometer and four outer

holes for smaller gauges, like fuel level, oil pressure, and more. The outer holes are angled

inward for better gauge visibility from the driver seat and the whole panel is made from ABS

plastic and available in a carbon-fiber look or a gray sterling finish. A matching glovebox door

insert for non-GT glovebox doors is available as well. Build your own gauge panel or purchase

ready-to-go with gauges already installed.

INFO: (877) 899-9021; WWW.MUSTANGSTOFEAR.COM.

SIGN OF THE TIMESii Back in the ’40s to ’60s neon signs were all the rage. Every shop,

drug store, and garage had one. Now you can relive those glory days

with this hand-blown neon glass tube sign from California Car Cover.

The extra-large Authorized Ford Service sign is a whopping 3 feet

in diameter and features a commercial grade black steel housing.

Modern electric transformers mean the sign is efficient and quiet. No

assembly required, simply pull it out of the box and hang it in

your shop or garage. INFO: (800) 423-5525;

WWW.CALCARCOVER.COM.

KEEP CONTACT WITH THE ROADii If you’re running performance wheels you need performance rubber wrapped

around them. For those with 16-inch or larger aftermarket wheels on their

Mustangs Continental Tire has released the new ultra-high performance (UHP)

ExtremeContact DWS06 tire. The all-season compound offers year-round traction

in the wet stuff, great dry handling, and exceptional tread life. Quick View Indicators

help identify alignment issues, while Traction Grooves and X-Sipes improve braking,

cornering, and acceleration. A 50,000-mile limited mileage warranty and three-year

flat tire roadside assistance program is included.

INFO: (800) 847-3349; WWW.CONTINENTALTIRE.COM.

Ne

w B

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SHIFTY BUSINESSii There are all sorts of cool shift knobs for the three-pedal

crowd, but those that like the trans to do the work for them

(talking automatics here) are kind of left out in the cold when

it comes to a replacement shift knob for the stock shifter

assembly. Not anymore however, as Scott Drake has released

the VR automatic shifter handle. The die-cast and chrome-plated

handle features tire tread grips on each end and a slightly

larger-than-stock profile for a more comfortable feel. An

original-style plastic push button is included and the unit

fits all ’641/2-’73 Mustang automatic shifters.

INFO: (800) 999-0289; WWW.SCOTTDRAKE.COM.

SuperCoils deliver up to 15% more spark energy for maximum performance, economy, and throttle response.

upgrade it !

ACCEL SuperCoils for LS, Hemi and Toyota are also available. Visit accel-ignition.com for a complete application listing.

14 M U S T A N G M O N T H L Y . C O M

PONY TALES

LIMITED-EDITION DIECAST SHELBY G.T. 350 AVAILABLE NOW THROUGH CARROLL SHELBY’S STORE

Called the “winningest Shelby

G.T. 350 in history,” Charlie

Kemp’s ’65 Shelby G.T. 350

#23 race car, SFM5R538,

gave Shelby American not only 17

straight wins, but 32 victories in all

in the ’68-’69 season. Kemp’s Shelby

was also responsible for 16 lap records,

including the speed record for 1968 at

the famed Riverside Raceway. Kemp’s

Shelby is now available in diecast

form, but thanks to an exclusive deal

with Carroll Shelby Licensing and the

Carroll Shelby store only 350 units will

include a commemorative booklet with

Mr. Kemp’s autograph, certificate of

authenticity, and more to celebrate the

50th anniversary of the ’65 Shelby

G.T. 350 R-model.

In our continued effort to

pry Mustangs from dusty

garages and encourage their

owners to get out and drive

these cars for everyone to

see and appreciate we are

happy to report that several vintage

cars from America’s Car Museum

(ACM) in Tacoma, Washington, will be

heading out December 27, 2015 for an

11-day trip dubbed “The Drive Home.”

The trip is a transcontinental journey

that will cross the U.S. this winter

with three classic red cars from “the

Big Three”—and to represent Ford is

a stunning ’66 Mustang hardtop. The

trip will feature these three classics as

they eat up 2,400 miles of roadway and

make several stops at rallies in their

honor, with the final destination of

Detroit, Michigan, on January 7, 2016

for the opening of the North American

International Auto Show (NAIAS). We

hope their heaters work!

“Cars are meant to be driven, not

sit idle in a museum. Driving these

vehicles from the ‘Big Three’ American

auto manufacturers will be a celebra-

tion of Detroit’s automotive heritage,”

ACM CEO David Madeira said. “The

cars chosen represent an iconic era

when the Motor City was undisputedly

the automotive center of the world.

And this rally celebrates the resur-

gence of Detroit and the American auto

industry. I’m hoping many enthusiasts

will brave the winter weather, hop in

their collector vehicles, and join us

along the way.”

“All roads truly lead to Detroit,

as it remains the heart of the global

automotive industry,” Rod Alberts, ex-

ecutive director of NAIAS, said. “This

cross-country trek is a perfect oppor-

tunity to showcase both Detroit’s rich

automotive heritage in the vehicles

that are participating, as well as the

future of the automotive industry in

the exciting next-generation products

and technologies that will be revealed

on the NAIAS stage in the days follow-

ing the drive.”

The 2,400-mile trip has planned

stops along the way for enthusiast

rallies where people can celebrate and

see these three cars in cities, includ-

ing Portland and Bend, Oregon; Boise,

Idaho; Salt Lake City, Utah; Denver,

Colorado; Kansas City and St. Louis,

Missouri; Bloomington and Chicago,

Illinois; and ending with a major cel-

ebration in Detroit. The trip will allow

local car clubs and enthusiasts to join

the drive along the way as it stops at

auto dealerships, historic landmarks,

and other car-culture hangouts. The

Bloomington rally will be hosted by

State Farm at the insurance giant’s

headquarters. “State Farm has a 93-

year history and a special connection

to cars and the owners who love them,”

Ed Gold, advertising director at State

Farm, said. “It is a great honor to spon-

sor this celebration of several of the

cars that represent some of the greatest

innovations that have been crafted in

the United States.”

Net proceeds from the road trip will

benefit the Hagerty Education Pro-

gram at ACM, which is a program dedi-

cated to preparing today’s young adults

for careers in automotive restoration

via hands-on, career-based training,

scholarships, paid internships, and ap-

prenticeships. “The program is at the

center of the museum’s commitment

to serve the collector community,”

Madeira said. “And what better way to

serve that community than by ensuring

that vintage vehicles will be preserved

and maintained by skilled profession-

als in future generations.” Visit www.americascarmuseum.org for more details

on the driving route and stops.

1966 Mustang Plans Cross-Country Drive

{THE WORLD OF MUSTANGS}

“Shelby American set the perfor-

mance world ablaze with the amaz-

ing Ford Shelby G.T. 350 in 1965,” Ari

Kopmar, executive vice president,

Consumer Initiatives, Carroll Shelby

International, said. “A car that could

do it all, from road racing champion

to dragstrip king and stoplight ter-

ror, it was one of the most important

vehicles in history. To honor the 50th

anniversary of the G.T. 350, Carroll

Shelby’s Store is offering only 350 of

this exclusive, limited-edition 1:18 scale

diecast of the winningest Shelby G.T.

350 in history.”

The replica diecast is built with

great details and to exacting standards.

The diecast features Carroll’s auto-

graph on the passenger’s side roof and

doorjamb, just as he signed it upon

Shelby American’s retirement of the

race car (the original car sold for over

$1 million at auction in 2014). Each of

the 350 numbered diecasts will include

Charlie Kemp’s original autograph

on the commemorative booklets,

which is only available from Carroll

Shelby’s Store.

This Carroll Shelby’s Store version

is unique with:

•Carroll Shelby’s commemorative

signature

•Charlie Kemp’s authentic

signature

•A Certificate of Authenticity

•Individual numbering for each of

the limited-edition 350 units

•A Commemorative Booklet per-

sonally autographed by Charlie Kemp

that includes vintage race images,

modern photos of the restored car, and

a race history of the Shelby

PONYTALES

ON OUR BOOKSHELF: STEVE MCQUEEN: FULL-THROTTLE COOL

When you think of

Steve McQueen every

Mustang enthusiast

jumps out of their

seat and yells “Bullitt.” While Detec-

tive Frank Bullitt and his ’68 Dark

Highland Green Mustang fastback are

certainly what Mustang dreams are

made of, that’s not all there is to Steve

McQueen—and no, we don’t mean The

Great Escape either (though that is eas-

ily one of his top roles as well). There is

a lot to what Steve McQueen was, both

as a youth and as an adult. His tumul-

tuous years with his stepfather and

living in a California reform school, to

becoming not just one of the great-

est actors of the 20th century, but an

accomplished motorcycle and automo-

tive racer and collector.

Putting McQueen’s life story into

book format has been done before,

that’s for sure. At last count there are

well over two dozen books on Mc-

Queen’s life, movies, racing career,

and his vehicle collections. So what

makes Steve McQueen: Full Throttle

•Exclusive Carroll Shelby’s Store

packaging

The diecast is available online at

Carroll Shelby’s Store [www.shelbys-tore.com]. While supplies last they will

be available at the Gardena, California,

Shelby location and Las Vegas Shelby

American Heritage Center gift shop.

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{THE WORLD OF MUSTANGS}

NEWSDESKSummit Racing [www.summitracing.

com] has launched a line of Ford-branded

hand tools. The tools feature a cool

“Ford Blue” color scheme and the Ford

Oval graphic. Choose from ratchet sets,

wrenches, screwdrivers, pliers, and more.

The crew at Eddie Motorsports [www.

eddiemotorsports.com] can finally breathe

a sigh of relief, as their new 62-page catalog

of billet accessories, including small-block

Ford serpentine belt drives, battery hold

downs, hood hinges, and more is complete

and ready for ordering free on its website,

and make sure you tell them you read about

it right here in Mustang Monthly. Jegs [www.

jegs.com] now carries the full line of Sparco

safety gear for your high-performance

driving needs. From seats, helmets, and

gloves, to belts, race suits, and more for

your track day fun. VP’s [www.vpracingfuels.

com] Octanium fuel octane booster is

now available across the U.S. at over 1,400

AutoZone parts stores. Octanium increases

fuel octane by up to eight numbers (80

points) and reduces pinging.

Cool different? The book’s artistic

view of McQueen’s life, developed as a

graphic-novel feel by artist Greg Scott,

who has been a comic book artist for

both Marvel and DC Comics and car-

ries a long list of credentials, makes

for a page-turning read that is hard to

put down. The story itself, written by

award-winning military writer Dwight

Jon Zimmerman, certainly aids in the

feel that you must continue reading

and can’t put the book down.

The book is but 96 pages, yet tells

McQueen’s story quite well. If you’re

an avid Steve McQueen fan you need

this book in your collection, and if your

only knowledge of Steve McQueen

comes from the movie Bullitt then

Steve McQueen: Full-Throttle Cool is an

easy read that will entertain and edu-

cate you about McQueen’s life, loves,

and cinematic contributions. Retailing

for $19.99, you can order your copy

directly from Motorbooks [www.motor-books.com] or pick up a copy through

Amazon [www.amazon.com], Barnes &

Noble [www.barnesandnoble.com], or

wherever books are sold.

Visit Our Website

From This

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Introducing The Latest Evolution In Classic Car Audio

SLIDEBAR67-73 Mustang. Original look, original fit,

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{ }RARE FINDS

18 M U S T A N G M O N T H L Y . C O M

QNo wrecks for this II. The King Cobra was very well

maintained, and had just been sitting for a very long time.

the car on display in his shop for about

a month. He said, “All the people that

came in here would say stuff like, ‘Oh,

you’re kidding. A King Cobra? That’s

a joke.’ But, before they would leave

they would go, ‘Hey, if you ever decide

to sell it, would you call me? I really

want one of those.’” Even though

people dogged on the car, Rick could

have sold the King Cobra 10 times, but

finally let it go to a customer/friend, a

man he had in mind when he pur-

chased the car.

YOU KNOW, MY DAD’S GOT THAT

LOW-MILEAGE KING COBRA AND

I THINK HE’S GOING TO SELL IT.”

“A King Cobra?” Rick Parker was

more than a little stunned. He had

known Johnny Davis for over 35 years

and this was the first time Davis had

ever mentioned this car. Parker owns

Signature Auto Classics in Colum-

bus, Ohio, and turned his hobby into

a business, but he does more than

restore customer cars. Parker also col-

lects muscle Mustangs and Fords.

Davis is one of the many people

who come by Rick’s shop to talk cars

and that’s how the King Cobra came

up. A King Cobra may not be big on

muscle, but this ’78 model is hot look-

ing with slats and spoilers and a big

Cobra decal on the hood, so Rick was

definitely interested in his friend’s

father’s King Cobra. “I called Johnny

up later (November of 2014) and he

said to come on over to his house. He

has a cool little shop there. We walked

across the street to his father’s house.”

When Rick stepped into the lean-

to on the side of Bud Davis’ house,

his eyes gazed on a ’78 King Cobra,

covered in dust but otherwise intact

upon first glance. The car was Dark

Midnight Blue and appeared to be just

a nice original. Rick opened the door

to find Chamois vinyl seats and carpet

that wasn’t even faded. Under the

hood, the 302-2V V-8 looked factory

with its little wire ties and brackets.

Rick was very interested in this car

due to its originality, since ’78 Mus-

tang II parts are tough to track down,

especially for a specialty model like a

King Cobra with a production run of

one year and but 4,971 units.

“I have no problem paying a lot

more for a better car because you start

chasing console parts and interior

trim and sun visors. Nobody makes

them. It’s like buying lobster on Friday

night. I’d rather pay more and buy the

better car,” Rick says. This Cobra II

was definitely a better car. Everything

looked original. Bud Davis purchased

the car in 1979 and had done a great

job of driving and preservation, so

Rick and Bud started to negotiate but

they couldn’t come to a deal on the

first visit. Months passed and in the

summer of 2015 Parker went back to

Johnny’s house and the two of them

walked across the street to Bud’s.

This time they made a deal and a

rollback took the car to its new home,

Rick’s shop.

Parker began servicing the King

Cobra, replacing the flat-spotted tires,

installing a new fuel pump and doing

some basic maintenance things, and

the 302 fired right up and ran well.

The rest of the car cleaned up really

well and needed nothing, and Rick put

Y

BEHOLD, THE KING Jerry Heasley T E X T & P H O T O S

Q The interior is Chamois Vinyl and did not

need restoration.

Q Everything under the hood appears stock and

unchanged from new, including the smog parts. The

stock engine for the ’78 King Cobra was a 302-2V V-8.

Q The dusty Cobra looked pretty

sharp, and would clean up fine.

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20 M U S T A N G M O N T H L Y . C O M

They say that

when life gives

you lemons

make lemonade.

That’s easy to say when the

lemon is a speeding ticket,

an unexpected bill, or some

other life annoyance. But

it’s not so easy to turn a

negative into a positive

when the former is the loss

of a limb in an aircraft crash

to let it stop him, Daniel

kept his eye on the future

and entered graduate

school, graduating with a

Medical Doctorate in 2011,

and then bought this ’65

fastback as a combined

graduation and “alive day”

gift on April 28, 2011 (the

anniversary of his crash).

Daniel said, “That next

year, from April 2011 to

and the potential PTSD that

comes with both of those

scenarios. Mustang world,

meet Daniel McConnell.

Daniel’s story is

one of resilience and

perseverance. He was in

the U.S. Army infantry as

a medic then became an

officer (Captain) and an

attack helicopter pilot

as a “backup plan,” but

always had his sights set

on a career in medicine. In

fact, he got accepted into

medical school in 2006 but

deferred in order to deploy

with his unit. Then on April

28, 2006, while escorting

a Blackhawk helicopter

with a demolition crew to

disable an IED, his chopper

went down, taking his right

arm in the process. Not one

N O V E M B E R 2 0 1 5 21

April 2012, I did my intern

year of medicine and also

rebuilt this car from the

ground up.”

Not only was he

learning in the highly

stressful and technical

medical field, he was also

learning a few things about

building a car. Daniel had

worked on cars his whole

life and had built an early

fastback, turning it from

a rusty “field car” into a

running car, but then had

to sell it in 1998 because his

commander threatened to

tow it off base. He always

wanted to build another

Mustang, but this latest

project would test his

persistence and we applaud

the work ethic and stick-to-

it attitude he has, since the

car turned out fantastic.

The roof was caved in

when he got the car and it

needed a lot of sheetmetal

work all over, but Daniel

had never welded or held

a body hammer or paint

gun. So he bought a welder

and taught himself to

weld and do bodywork.

He hammered the roof

back out and welded in

both new quarter-panels,

a full floorpan, trunk floor,

straightened a caved-in

front fender, installed an

aftermarket door, filled the

cowl vent with a two-piece

cowl from NPD, heavily

worked a Maier Racing

’glass hood so that it would

fit properly, and then

painted everything 2011

Nissan blue with white

Rob Kinnan T E X T | Rob Kinnan and Mark Houlahan P H O T O S

Daniel McConnell went

from knowing nothing about cars to

building this ’65 fastback completely at home

OVERCOMING ADVERSITY

QDaniel built his own 347 with

Twisted Wedge heads and a

bottom-of-the-page COMP cam,

and it puts 400 hp to the rear tires.

22 M U S T A N G M O N T H L Y . C O M

OVERCOMING ADVERSITY {1965 FASTBACK}

stripes. The paint and

bodywork was so good we

questioned his experience

in that regard, and Daniel

said, “I’d never so much as

sanded or shot anything.

Google and YouTube, I

learned everything, and

talked to the guys at the

local paint store.”

He built his own engine,

a 347 with TrickFlow

Twisted Wedge heads, an

Edelbrock Performer RPM

II EFI intake, and “the

biggest hydraulic COMP

cam I could get” that makes

400 hp at the tires. He paid

someone else to narrow

the Explorer 8.8-inch

rearend and set up the 3.55

gears, “but they howled

so bad that I redid them

myself and haven’t had any

problems.”

Underneath is a

complete Total Control

Products coilover setup

front and rear, 1999

Mustang Cobra brakes

up front (stock Explorer

discs in back), and FR500

18-inch wheels that were

custom-narrowed by

about an inch to get the

backspacing right so they fit

and didn’t rub. “I messed up

my suspension settings and

chewed up the tires the day

before leaving for the 2015

Power Tour. I texted Brian

[Stilwell, who was also on

Tour with his modified

’65 six-cylinder hardtop]

three hours before his

shop closed saying ‘I don’t

think I’m going to make

it!’” But Daniel changed the

settings and bought a new

set of Bridgestone tires at

the last minute and they

hit the road to Madison,

Wisconsin, for the Tour

kickoff.

The car originally had

a set of Recaro seats in it

QA car that overheats is never fun, so Daniel used a big AFCO aluminum radiator and

Derale fan/shroud combo that keeps the car cool even on the hottest Florida days.

QAfter checking out TMI’s goodies at a local car show, Daniel popped for a set of their

upholstery to cover some Fox-body convertible seats he found online.

“Google and YouTube, I learned everything.”

—DA N I E L M C C O N N E L L

N O V E M B E R 2 0 1 5 23

upon completion, but while

Daniel was at the Silver

Springs Ford & Mustang

Roundup in Florida he hung

out at TMI’s booth, where

Brian’s car was parked,

and fell in love with their

upholstery. So he bought a set

of ’91 Mustang convertible

seats with adjustable bolsters

off of craigslist and covered

them in black and blue TMI

leather. Seat track extenders

give the fairly tall Daniel an

extra 2 inches of legroom.

When Daniel first

dragged the ratty, beat-up

carcass of the car home, his

neighbors were worried.

“Is this going to sit in your

driveway? Do you know what

you’re doing?” they asked

with the obvious concern

over their property values.

Daniel said “Not really” and

they jokingly called him an

idiot. But nobody’s saying

that anymore. The car is a

driver, as was shown on all

1,000-plus miles of the Power

Tour, and gets driven all over

his hometown of Tampa,

Florida, where he works at Q Just out of view in this photo, the neighbors are no doubt thinking “what the …”

Q This is scary to look at, let alone take a

crack at fixing, but Daniel taught himself

how to weld in the new quarter-panels and

perform bodywork.

a Level 2 trauma center seeing

emergency patients and other

traumas. When asked about

future projects, Daniel has a

’65 convertible with a six-

cylinder and C4 that he’s

thinking of doing old school

with a built 250ci head,

Offenhauser intake, and

three Weber carbs. He said,

“Whenever you go to a show,

you never see I-6s anymore

but you see a lot of I-6 VINs. I

figure I want to do something

that will get attention.” Then

he mentioned a ’64 Lincoln

Continental with a blown

Coyote and airbags, so

we’re sure this is not his

last Ford project.

QMustang #168168 was built on January

17, 1966, and was painted Arcadian Blue

with a white top.

24 M U S T A N G M O N T H L Y . C O M

As the National

Director of the

Mustang Six

Association,

you would expect Terry

Reinhart to have a nice

six-cylinder–powered

Mustang, and that he

does. This is Terry’s third

Mustang build and it’s his

nicest by a long shot.

He found the car

on eBay and began

researching its history.

Mustang #168168 started

life the same way hundreds

of thousands of other

Mustangs did in 1966, at

the Dearborn Assembly

Plant (DAP) in Dearborn,

Michigan. The car was built

on Monday, January 17,

1966, and there was nothing

really special about this

particular Mustang. It was

a six-cylinder convertible

with a three-speed

automatic transmission,

Arcadian blue paint,

standard blue interior, and a

white top. Once it was built

it was sent to a Ford dealer

somewhere in Memphis

Tennessee, and from that

point until Terry got the car

it gets a little fuzzy. At some

point, the car was hidden in

a shed and forgotten about

Terry Reinhart’s third Mustang project is a story of scrap yard salvationTTTerry RRReiiinhhhhartt’’’s thhhiirddd MMMMustang projject iis a story offf scrap yard salllvatiiion

Elizabeth-Marie #168168

QA perfectly restored ’66 convertible just makes

you want to take a long Sunday drive to nowhere in

particular, doesn’t it?

for years. Eventually, the

roof collapsed on the shed,

exposing the car to the

elements and causing the

bulk of its deterioration.

The car ended up in the

possession of a guy who

wanted to convert it to a V-8

car, but gave up the idea and

decided to put it on eBay.

As we mentioned,

Mustang #168168 was

Terry’s third Mustang

build; the first was a ’65

hardtop that was sold so

that Terry could buy a

wedding ring for his future

wife, Ellen, and then he

built a ’66 hardtop with a

six-cylinder but that was

also sold to finance his real

love, a first-gen convertible.

Enter #168168.

Once he got the car

home after the eBay

purchase, Terry realized

he had his work cut out

for himself, saying, “The

convertible was in horrible

structural shape; just

about every part of the

unibody was severely

rusted, dented, or in some

way damaged. Most people

in their right mind would

have considered the car

too far gone to restore, but

I could envision what it

N O V E M B E R 2 0 1 5 25

could be when I looked at

what remained of it. This

Mustang was to be my

‘keeper,’ the one that I will

hold onto for many, many

years.” The one bright spot

about the car was that it

was complete and still had

all its original parts.

The build was not about

to happen in the home

garage though. “One of the

conditions my wife had set

for agreeing to let me buy

and restore the convertible

was I was not to restore it in

our attached garage,” Terry

said. “She’d had her fill of

paint fumes coming into

the house, and me tracking

dirt and body filler all

through the house from my

shoes and clothes. I think

the straw that broke the

camel’s back was when her

washer and dryer became

tinted Ford corporate

blue.” Terry’s solution to

the garage situation? While

the convertible sat under

a tarp in the driveway, he

built a 20x30 shop behind

the house!

Previous experience

convinced Terry to start

the build by completely

stripping all of the car’s

parts, then blasting the

entire shell with 1,000

pounds of blasting media

to see what he was working

with. About 70 percent of

the sheetmetal was junk,

so a huge order from NPD

soon filled the garage with

sheetmetal. Terry said, “My

wife said I couldn’t restore

another car in the attached

garage, but there was no

mention that it couldn’t be

used for storage. In time

both the attached garage

and a spare bedroom

became a storage area for

new car parts.”

Terry built a rollable

body jig and began the job

of fixing rust and other

damage and bolting on the

replacement sheetmetal

began, but it wasn’t easy—he

replaced so much structural

and exterior metal that it’s

nearly a new car. The worst

of it was the rear section of

the car, as Terry said, “The

only original parts from

the center transition back

were the trunklid and the

parts of the inner and outer

wheelwells.” He also fought

with the fitment of the

reproduction sheetmetal

parts, and still isn’t totally

happy with the door gaps he

ended up with.

Q Terry also added Rally-Pac gauges, air conditioning,

and an AM radio.

FEATURE STORY {1966 CONVERTIBLE }Rob Kinnan T E X T | Bruce Winczewski P H O T O S

Q The engine was a generic rebuild, but it had the right date codes, and Terry swapped

the original exterior bits from his car onto this engine. Big-block owners are insanely

jealous about that spark plug access!

Q The car originally came with a standard

blue interior package, but Terry wanted to

restore the car to the way he would have

ordered it back in the day. One of those

options was the deluxe blue and white

Pony interior that includes a simulated

woodgrain steering wheel, woodgrain

instrument bezel and glovebox door,

two-tone seat covers with embossed

ponies, sculpted door panels with pistol

grip door handles and courtesy lights,

deluxe seatbelts, a seatbelt warning light,

and carpeted kick panels.

26 M U S T A N G M O N T H L Y . C O M

ELIZABETH-MARIE #168168 {1966 CONVERTIBLE}

SPECIAL THANKSTerry wanted to

make sure to thank

his good friend Bruce

Winczewski for doing

the great photo shoot

of the car that you see

here, saying, “If you live

in the Nashville area and

are interested in a photo

shoot of your car, Bruce

can be contacted at

bsbr44@netzero.net.”

Terry made sure that the

body shop painted the car

just as Ford did originally;

meaning with the trunklid

and doors attached and

with the correct amount of

orange peel.

During final assembly

Terry realized he needed

to give the car a name, and

since it was considered “the

other woman” by his friends

and family, he named the

car Elizabeth-Marie, a

combination of his wife and

daughter’s middle names.

In August 2013, Elizabeth-

Marie was entered in its

first show and she took first

in class and then nine more

After struggling

mightily for weeks with

bodywork, a friend who was

the body shop manager for

the local Ford dealer took

mercy on Terry and made

him a very reasonable offer

to finish the body prep and

paint. It seemed that one

of his employee’s wives

had brain cancer and it

created a great financial

burden on the family, so the

guys at the body shop all

pitched in to finish Terry’s

car, vendors donated the

needed supplies, and the

total cost of whole deal

could be given to the

employee. “Sadly though,”

Terry said, “about a year

after my car was finished

she succumbed to her

cancer.”

While work was going

on at the body shop, Terry

began collecting the parts

to return the car to as-built

status, but to also add the

options he would have

chosen had he ordered the

car new. He also ordered

a deluxe blue and white

Pony interior. The goal was

a 100 percent concours

restoration so he used

N.O.S. parts anywhere he

could, even though they

were often two to three

times more expensive

than reproductions. The

original engine was junk, so

he found a generic-rebuilt

200ci inline-six with the

correct date code and added

the correct exterior parts

to it. He sent the C4 trans

to get rebuilt and then did

the 71/4-inch differential

himself, the hardest part

of which was determining

how it was painted. “Six-

cylinder concours restored

Mustangs are not very

common,” he explained.

First Places the rest of the

year, but the pinnacle was

probably the Gold award at

the MCA show in Springfield,

Illinois, and Junior First

Prize in the AACA Fall

Nationals held in Lebanon,

Tennessee.

Though Terry restored

the car to concours condition,

it’s not a trailer queen. He

summed it up by saying, “As

Bill Ford said at the 50th

anniversary at Charlotte last

year, ‘they were made to be

driven.’ I also think they were

restored to be driven! I get

a great sense of satisfaction

knowing I restored this car

myself and I know where every

nut, bolt, and bit of seam sealer

is on the car. But the greatest

sense of accomplishment I feel

is when someone looks at the

car and tells me, ‘It looks just

like it came off the showroom

floor.’ That always brings a

huge smile to my face, since

that was my goal from the

beginning.”

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28 M U S T A N G M O N T H L Y . C O M

Playing with cars

and trucks has

always been a

great hobby,

but there are a few lucky

guys out there who get

to make a living doing

what they love. You may

recognize the name Jeremy

Bumpus, the owner and

builder of this ’67 Mustang.

showcase his talents and

he didn’t have to look very

far for a suitable vehicle

since his mother had a ’67

Mustang that had been

sidelined for some time

with body damage. It was

the perfect project vehicle

since it was a plain Jane,

six-cylinder car with no

options and had more than

Joe Greeves T E X T & P H O T O S

A real-world budget build that looks like a million bucks

Homebuilt HeroHe’s also the new host on

PowerNation TV’s Truck

Tech series and he brings

a lot to the table. Before

he landed the TV slot, he

established his credentials

as a paint and body man.

Over the years, he’s built

several hot rods and trucks,

doing everything himself,

including paint, electrical,

and upholstery. Initially

working for the Hot

Rod Shop in Corinth,

Mississippi, Jeremy later

began working from his

well-equipped home shop

where he quickly earned

a reputation for high-

quality work.

He wanted a project

that would properly

N O V E M B E R 2 0 1 5 29

a few scrapes and bruises.

Before he could make it

better, however, he had

to make it solid. The first

step was putting it on a

frame machine to undo

the rear end damage. New

rear quarter-panels were

added and for that personal

touch, Jeremy eliminated

the driprails, door handles,

locks, emblems, quarter

vents, and antenna. The

gas filler cap was relocated

inside the trunk and the

rear valance was molded

in as well. The billet grille

was accented with smoked

projector beam headlights,

and a steel turn signal–style

hood replaced the original.

In a further attempt to

show his talents, Jeremy

decided to paint his

rejuvenated Mustang a

mile-deep PPG Midnight

Black, a color certain to

highlight anything less

than perfection. Getting all

the gaps properly aligned

was the first step, followed

by multiple sessions of

filler work, priming, and

blocking to get the body as

straight as possible. And

pursuant to our Homebuilt

section, all of the work

on the car was done in

Jeremy’s two-car garage to

include building the engine,

the bodywork, and the

paint. He told us, “I was the

only one to touch the car

from the ground up as far

“Anything that I could redo without having to

buy something new, I did.” —J E R E M Y B U M P U S

�Q Jeremy replaced the stock front

suspension with a Mustang II kit from

Speedway Motors that uses 11-inch disc

brakes, and RideTech airbags in place of

coil springs.

�Q There is nothing quite like a slick,

vintage Mustang, ridin’ low on big wheels.

Bags and chassis mods bring it down

while the shaved exterior catches your

eye. Choosing Midnight Black paint was a

gamble since nothing highlights mistakes

quicker, but this car is as smooth as glass.

�Q The original-style interior was recovered in black vinyl, covering the seats, door panels,

and dash. Jeremy created the new raised center console to hold additional gauges, the

Hurst shifter, and provide trans clearance when the car is slammed.

�Q The instruments on the dash are

stock but Jeremy refurbished them

inside and out. Providing a great tactile

connection, the Flaming River steering

wheel sits on a chrome column. To

ensure the rejuvenated Mustang

is fun on a long trip, the stereo is a

vintage-inspired, Custom Autosound

unit with a connection for an iPod and

Jeremy’s extensive music collection.

Twin 61/2-inch component speaker sets

reside in the kick panels.

30 M U S T A N G M O N T H L Y . C O M

HOMEBUILT HERO {1967 FORD MUSTANG}

as the build, paint, interior,

and so on, other than just

having a hand here and

there from my cousin, Andy

White, when I needed a

hand hanging heavy parts

like doors and throwing the

engine in.”

Once the exterior

of the car was to his

liking, Jeremy turned his

attention to the suspension,

knowing that for the car to

attract the right amount of

attention, it had to sport an

appropriately low profile.

He began with a Mustang II

front end from Speedway

Motors, incorporating new

control arms, drop spindles,

and 2,500-pound bags from

RideTech. The rear was

back halved and he redid

the floor from the back seat

to the trunk, replacing the

original gas tank with a fuel

cell. The Ford Explorer

8.8-inch rear, narrowed

3 inches and fitted with

3.73 gears, is held in place

with a two-link setup and

Panhard bar, along with

a pair of 2,600-pound

RideTech ’bags. The air

suspension package uses a

3-gallon reserve tank and

a Viair 380 compressor

along with 3/8-inch lines

and a two-switch setup to

raise and lower the car. As

part of its new lower stance,

Jeremy had to reconfigure

the transmission tunnel,

raising it 2 inches and,

while everything was

apart, it was the right time

to create a new center

console. The Pony became

a roller thanks to Foose

Legend rims, 18x8s up front

and 20x9s in the rear, with

BFGoodrich 35-series tires.

Gabriel shocks provide

autocross-level handling

while the 11-inch disc

�Q Jeremy and his wife, Kim, enjoy their

show-winning Mustang as a great week-

end driver, but even more for the career

opportunities the car has created.

�Q Foose Legend

wheels, 18s

and 20s, fill the

wheelwells to

capacity. The

airbag suspen-

sion allows this

in-the-weeds

stance but we

don’t think it’s

very driveable at

this ride height.

brakes provide modern

stopping power.

Under the hood is a 5.0L

pushrod V-8 scrounged

from an ’89 Mustang,

rebuilt by Jeremy with

good parts that make

decent power without being

an undriveable animal.

The transmission is a T-5

five-speed with a Mach

350 Stage 1 clutch. Jeremy

spent a lot of time in the

engine compartment to

make the engine look as

good as possible by shaving

the firewall of anything

that was unnecessary and

eliminating the shock

towers (thanks to the

Mustang II suspension).

The interior is a re-creation

of the stock Ford package

with new vinyl upholstery

and a custom center

console.

It took about four

years to complete the job

but his efforts paid off

with the arrow-straight

car making a great first

impression, capturing the

Goodguys Ford Muscle

Car award shortly after

it was completed. It has

since become a regular

winner at shows and was

no doubt instrumental in

Jeremy landing his new

job as PowerNation’s Truck

Tech TV host. What’s on

the agenda for the future?

The car will soon be

sporting a new Currie

9-inch rear with a four-

link, an all-new camel

interior, and maybe even a

fuel-injected 5.0L Coyote

to replace the pushrod

5.0 that’s in it now. This

budget build just keeps

getting better.

Q Jeremy scored a 5.0L from a 1989

Mustang and rebuilt it from the inside

out using forged pistons, roller rock-

ers, and a Ford Racing E303 hydraulic

roller cam. The air/fuel mix is metered

by a polished Holley 600-cfm carb

on an Edelbrock intake while spark is

provided by a stock Ford ignition and

Flame Thrower coil. Chrome shorty

headers lead to a pair of Flowmaster

40-series mufflers in a 21/4-inch-

diameter system. A SPAL electric

fan keeps temps in the green and a

140-amp one-wire alternator provides

plenty of juice.

N O V E M B E R 2 0 1 5 3 1

32 M U S T A N G M O N T H L Y . C O M

Not many people

are lucky

enough to

make a living

at what they love to do, but

Paul Stutz has. Growing up

in Banff, Alberta, Canada,

Paul learned to ski about

the time he could walk, and

stayed with the sport until

he was at the top of the

mountain among Canadian

downhill skiers competing

on the World Cup. When

most of us want to relax and

get away from our day jobs,

we do fun stuff that’s totally

unrelated to the daily drill,

including skiing. But when

he is on skis 200 days a year

for his career, the last thing

Paul wants to do on his day

climbing the ski racing

ranks and competing in

World Cup events gave

Paul time to research parts

and modifications, and

plan the project out while

he saved money to make it

happen. The budget-based

Rob Kinnan T E X T • RIC ROWAN, MALCOLM CARMICHAEL (ALPINE PEAK PHOTOGRAPHY), AND PAUL STUTZ P H O T O S

off is put the boots back on,

so he decided to build a car.

Paul’s father had a

’69 Mustang convertible

when Paul was born and

it cemented his love of

Mustangs, so it was natural

that when he got the bug

to build a car about six

years ago that’s what he

went looking for. After a

lot of eBay and craigslist

searching in Canada and

the U.S., he found an S-code

’67 GT fastback for sale in

Alberta and went cash-

in-hand to buy the car the

next weekend. From the

beginning, this was going to

be a budget-based project.

Paul said, “Since I am not

a football or hockey player

making the big bucks of

professional sports, I paid

for and rebuilt my Mustang

with saved-up change and a

lot of passion for cars.”

A lot of nights spent

in European hotel rooms

over the last decade while

{1967 FASTBACK }

Q Paul Stutz was a member

of the 2010 Canadian Olym-

pic team in Vancouver, but

the World Cup circuit is most

skiers’ main focus, and there

he got a Seventh Place World

Cup result, was four-time

Canadian Champion, and

two-time North American

Slalom Champion. When he

retired after last season, he

was the number one ranked

skier in Canada.

N O V E M B E R 2 0 1 5 33

nature of the build and

his relative newness to

working on cars meant that

good friends were critical

to the car’s execution. “I

have had great friends

who have supported me

through the ups and downs

of learning how to restore

a car,” Paul says, “but I

owe a lot to my mechanic,

the online forums, and

especially magazines. I

became great friends with

Tim Elemans, a classic car

mechanic who taught me

so many invaluable lessons.

He’s especially interesting

because he is a rare breed:

a fulltime classic mechanic

who is only 27 years old

with his own business. I was

surprised what two young

guys in their twenties with

no real budget came up

with.”

That lack of budget

meant that Paul has had

his hands on every bolt

on the car, doing as much

of the work himself as he

could. Starting with the

engine, the original 390 was

treated to a 410ci stroker

kit and outfitted with the

usual compliment of speed

parts, and there’s a 100

shot of squeeze that “gets

things going when that

isn’t enough.” Paul even

did most of the body and

paint prepwork, but had

Terry Levair at Investment

Vehicle Restorations spray

the deep black paint.

All of those lonely

nights in hotel rooms

planning custom tricks on

his dream car is especially

apparent in the interior,

most notably the radio

custom fit to the center

console. At a quick glance

it looks like a stock radio is

still there, but it’s actually

a double-DIN Pioneer deck

with GPS and all the other

bells and whistles. Paul is a

self-described technology

lover and spent a lot of time

at his kitchen table with

the console and electronics

trying to figure out how

to bring his vision into

reality. The screen saver

on the touch-screen is a

photo of an original radio—

touching it allows you to

control the GPS, radio, or

whatever entertainment/

information option you’re

looking for, but it always

reverts back to the old

radio pic as a screensaver.

The knobs are functional;

Paul rigged it up so that

one knob turns the system

on and the other knob is

actually a wired remote to

the head unit and functions

as a volume control.

Cool, huh?

The car is Paul’s

driver when the Canadian

summer comes around,

and though he hasn’t raced

it and doesn’t have any

performance numbers,

Everyone needs

an escape from the

daily routine; Paul Stutz

found his escape plan

with a ’67 Mustang.

DIVERSION

Q The interior has Scat Procar Rally seats and

a custom center console armrest, but the rest

is mostly restored stock stuff.

QAn example of Paul’s unique touches to his car are the wooden inserts in the B&M

ratchet shifter handle. “I called Grant, who made the steering wheel, and found out what

kind of wood they were using, and had new handle inserts made to match the wheel.”

Q The stock 390 was stroked to 410 inches and runs aluminum Edelbrock heads, a COMP cams bumpstick and roller rockers, a Holley carb

on an Edelbrock Performer intake, FPA headers, a PerTronix Ignitor III ignition, a 100hp NOS Powershot nitrous system, and Flex-a-lite fans

pull air through a Griffin radiator.

Q Paul researched the Ski Country Special Mustangs that were sold in the Colorado market to find out what ski rack they used, and found

a ’60s-era Thule rack for his fastback. The wheels are 17x8 and 18x9 Coys wheels.

Q These are the faces of the entertain-

ment system’s head unit. The top photo is

the screen saver that the system reverts

to in use. The middle and bottom ones

show what it looks like in GPS and stereo

(respectively) modes. Paul said, “It took

a lot of sitting there at my kitchen table

with the console all apart, trying to figure

out how to make it all work, but at the end

of the day it’s a pretty neat piece and I’ve

never seen it before.”

34 M U S T A N G M O N T H L Y . C O M

SKIRACER’SDIVERSION {1967 FASTBACK}

he says the car is a rocket

ship. He’s going to have

more time to spend with

his Mustang in the years

to come, saying, “A couple

of things changed in my

life: I’m 31 now and this

last season, the body was

taking its toll, and this is

the first season that I’m

not fully competitive on

the World cup circuit. I’m

still staying involved in the

sport, but the main career

in Europe is definitely

over. But I’m really happy

with a career that was such

a very special part of my

life, one that taught me

patience and work ethic,

which has translated into

this car hobby. My sport

is incredibly taxing on

the brain and body, and

to have a nice diversion

like my Mustang has

been pretty phenomenal.

With struggling to find

sponsorship to fund my

athletic pursuits, let alone

money to complete a

project like this, I will say

I am quite proud of what I

have accomplished.”

Find your Dealer:

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

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A Division of

“See the Difference, Ask for Scott Drake”

Scott Drake’s.Others.

Note the large gap between the vinyl pad and bezel frame.

Not a pretty sight!

We couldn’t insert three of the accent buttons, since the post holes on the

bezel frame were not centered.

A blue, white & red American flag? Seriously? And what’s with using

paint to simulate the chrome?

Authentic injection-molded 3D acrylic lens, real chrome horse and tri-bar frame, and precision tinting of red,

white and blue bars make your steering wheel an object of pride.

We’ve invested heavily in state-of-the-art injection molding machinery to ensure

unrivalled quality.

Air bubbles and defects on the back side of the vinyl pad indicate a third-rate

molding process that will quickly wear.

Watch Scott talk about this product! Scan the mobile code above or visit youtube.com/DrakeAutoGroup

With superior quality and fitment backed by Scott Drake’s Satisfaction Guarantee, we give your Mustang nothing but the best. It’s

also why countless Scott Drake parts are awarded “Official Licensed Product” status by the Ford Motor Company.

01 The Mustang’s

grille area will

need to be disas-

sembled for installation of the

condenser, dryer, and some of

the lines. This includes removal

of the grille, hood latch and

support, and the two horns.

36 M U S T A N G M O N T H L Y . C O M

HOW-TO A/C CONVERSION{ }

AS THE SUMMER MONTHS WIND DOWN

AND WE REFLECT ON HOW WE ONLY

SPOTTED A FEW VINTAGE MUSTANGS

out and about at shows and cruise-ins (here

in the hot and sticky south anyway) it is easy

to see that many owners are shy to bring

their rides out when the mercury starts to

rise. Blame it on global warming, or that today

just about every home, office, and daily driver

has air conditioning and we’re used to it,

that the vintage Mustang stays in the garage

because it’s “just too hot to drive it during

the summer.” We can relate, as we’ve suf-

fered through the sticky, sweaty legs on vinyl

seats, no airflow from

the cowl vents unless

you’re moving (traffic

jams are the worst!),

and the feeling of be-

ing in a sauna when

caught in an afternoon

rain shower and you

have to roll the win-

dows up.

Thirty years ago

the answer was finding

an original A/C system

and refurbishing it to

use on your Mustang.

Of course, the un-

derdash evaporator

wasn’t too difficult to

find, and A/C hoses

can easily be made, but

it was the compressor,

mounting brackets, ad-

ditional drive pulleys,

and more that often

created the issue of

getting a complete

system up and run-

ning. Of course we’re

really only talking

about that option with

the ’65-’68 Mustangs,

as moving into 1969

everything was inte-

gral in the dash with

really no room for a

“hang-on” unit. For

those lucky few who

could find the stock

parts a cool ride was

their reward.

Mark Houlahan T E X T | P H O T O S Christian Arriero

CLASSIC AUTO AIR’S A/C KITS MAKE DRIVING IN COMFORT EASY

Cool As Ice

02 The condenser is mounted to the Mustang

via two pre-cut and bent mounting brackets

attached top and bottom to the condenser. The instruc-

tions tell you exactly what screw holes to mount them

in. The dryer is attached to the side of the condenser.

You can use the condenser’s liquid line as a gauge to

determine dryer positioning.

03 Install the liquid line between the bottom port of

the condenser and the inlet to the dryer. Use two

wrenches on the fittings to prevent bending or damaging

the dryer or condenser. Don’t forget to install the high-

pressure switch into the liquid line as well and connect

its wiring pigtail to the switch now (easier than once the

condenser is mounted in the car).

04 The Mustang’s core support will require two

13/8-inch holes to be drilled using a hole saw.

Factory core supports have two dimples where these

holes need to be drilled, but if you have a replacement core

support there’s a chance these dimples aren’t there to help

you. In that case, use the A/C hoses/hard lines from the kit

to determine proper hole placement.

Modern power gains and wider, lowprofile tires just donʼt work well withthe old stock suspension in classicMustangs and Fords. This uniquefront strut system eliminates bumpsteer, and actually strengthens theentire front end while allow-ing height adjustments forsuperior handling and ride.No upper control arms meansyou can trim the shock towersfor more engine room.

Complete Kit As Shown. SomeOwner Supplied Parts Are Required.

* Fits ’63-’73 Falcon, Fairlane, ‘70-’77Maverick, Torino & Mercurys Too!

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Uses ’94-’04 MustangDisc Brakes or OptionalWilwood Brake Kit

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We can drop your stock frontend with re-engineered spindles,add disc brakes, and providepower steering for superior rideand handling.

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05 Moving inside, remove the glovebox door,

glovebox insert, radio, and ashtray to allow

access for removal of the stock heater components.

If your Mustang has a console it will need to be

removed at this time as well.

06 The stock heater box is retained by these

four nuts surrounding the blower motor at the

firewall and one retaining bolt under the dash by the

passenger side cowl opening. Drain the cooling system

and disconnect or cut the heater hoses from the engine.

Don’t forget to disconnect the blower wiring too.

COOLASICE

Today, thanks to companies like

Classic Auto Air (CAA), upgrading

your Mustang to the comfort of air

conditioning means all new parts with

modern electronic controls with full

heat, A/C, and defrost functions and

the efficiency of a modern rotary

compressor. Best of all, when you

order a complete system, like CAA’s

Perfect Fit Elite we’re installing here,

you get everything you need, right

down to the pulleys, pre-crimped A/C

hoses, wiring harnesses, and more for

a true DIY installation just about any-

one who can turn a screwdriver can

handle. Check out this ’66 Mustang

hardtop, as we update it with CAA’s

Perfect Fit Elite to ensure the owner

gets additional use out of it during

those hot summer months. AMERICAN MADE

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Visit our website for full product listings

07 Back inside, reach up under the dash and pull the

heater box away from the firewall until the motor

housing clears to lower the box to the floor. An old towel

on the floor will help catch any coolant that drains from

the heater hoses without damaging your carpet. Discon-

nect the resistor wiring connections and the three

control cables and remove the heater box from the car.

08 The stock heat/defrost controls are retained by two

opposing corner nuts on the ’65-’66 dash. Remove

the controls, control cables, and blower switch wiring from

the dash.

09 The CAA replacement blower switch mounts to the

original dash controls with the included adapter

bracket and attaching hardware. All of the control cables

have been removed as well, since the Perfect Fit Elite uses

modern electronic controls in their place.

12 Under the dash, this foam-sealed block-off plate is

installed to cover the cowl vent opening, as it is no

longer used with the new Perfect Fit Elite. The three tapping

screws can be easily located for threading, as the plate

comes pre-drilled with the screw hole locations.

13 The Perfect Fit Elite evaporator assembly is a semi-

universal unit. These molded ducts are added on to

make the evaporator more vehicle specific. The first duct

is for the main underdash vents and the second duct is for

the floor/defrost vents.

11 Remove the knobs from the original control panel and

ensure the face is clean and free of grease or dirt. Affix

the new control panel decal and then reinstall the knobs,

rotated 180 degrees from their original orientation (lettering

facing down instead of up).

10 The two cable integrators

are installed onto the

original dash controls, as shown

here. These electronic slide

controls replace the mechanical

cables and allow the original

mechanical controls to control

the electronically actuated doors

on the CAA assembly.

}{ A/C CONVERSIONCOOLASICE

PERFORMANCE PRODUCTS

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FOR 25 YEARS

Find Your Dealer 800.54.WIRES Tech Line 800.423.9696

ars of painless

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25We’ve Made Our Reputation With Innovative Wiring Harnesses

For Hot Rods, Classics and Race Cars. But Did You Know WeAlso Offer More Than 500 Unique Electrical Components

Engineered To Make Your Build Faster and Easier?

These 22 circuitdirect fit 1965-1970 Mus-

tang harnesses have many of thefactory connectors already installedon the harness out of the box.These harnesses use our uniquecovered micro-fuse block. Alsofeatured is an auxiliary circuit with20 amp relay for accessories suchas fog lights, or an electric fuelpump. Each wire is custom printedwi th the c i rcu i t r ou t i ngas we l l as us i ng Fo rdco l o r codes foreasy installation.

20120 - 22 Circuit Direct Fit1965-66 Mustang Chassis Harness

20121 - 22 Circuit Direct Fit1967-68 Mustang Chassis Harness

20122 - 22 Circuit Direct Fit1969-70 Mustang Chassis Harness

Ford Color Code

Direct Fit Mustang Chassis Harnesses - Catalog Page 27

The perfect harness to install a 5.0Lengine into your classic Ford or hotrod. This harness includes an 8 cir-cuit modular fuse block, detailedstep-by-step manual, and Ford color-coded wires with connection labelsfor easy installation. For 1986-19955.0 HO Mass Air Flow EFI engines.(Must use with 1986-1993 MAF anddistributor, 1986-1989-1/2 must addMAF (mass air flow) sensor. 1994-1995 will require modifying TPSwiring and changing distributor.

60510 - 1986-95 Ford 5.0L Harness Std. Length60511 - 1986-95 Ford 5.0L Harness Extra Length

5 0L F I Engine Installation Harnesses - Catalog Page 71

SeeMore Online!

14 The Perfect Fit Elite utilizes color-coded wiring, which

makes the wiring a breeze. Simply connect the blue

harness to the motor with blue decal, yellow harness to

motor with yellow decal, and so forth.

15 The same color-coding is found at the Perfect Fit Elite

ECU. Plug the blue harness into the connector with

blue decal around it. If you like, you can connect all electri-

cal components on the bench and calibrate the system with

the calibration key installed and using a 12V battery.

16 Using the included paper template from the

instruction manual, locate and drill the 5/8-inch

hole in the firewall that will allow the system’s drain hose

to pass through to the outside. WARNING: There is a brake

line mounted on the firewall very close to where this hole

will be drilled. Unbolt the brake line retaining clips and

relocate the line down a bit if needed.

17 The assembled evaporator unit with connected wir-

ing harnesses can now be installed under the dash.

Use a rotating motion to fit the unit up under the dash.

8 8 8 - 2 4 9 - 9 3 2 9s t o p m y m u s t a n g . c o m

20 The updated dash controls can be reinstalled at

this time and the blower switch connected to the

new CAA wiring harness. The opposite end of this harness

will connect at the blower motor. There are three ground

wires to attach (one at the ECU, one at the blower motor,

and one at the harness relay). The red/white stripe wire at

the blower switch is your system power feed. Connect it to

the original blower motor power feed wire under the dash.

21 In this particular installation the ECU was attached to

the cowl vent block-off plate (be sure to use sealer

on the screws) and the pre-connected colored wiring

harnesses are plugged in. Note the orange harness isn’t

plugged in yet. That’s because that harness is for the heater

control valve, which will reside under the hood.

18 The unit is attached to the firewall with this one bolt.

A helper positioning the unit and moving the unit as

required to line up the unit with the factory firewall hole will

be helpful in this one step.

19 Back inside the

car there are two

mounting brackets to support

the unit under the dash.

One bracket attaches to the

original heater box mounting

tab at the cowl vent opening

(using a new J-nut and

screw). The second mounting

bracket is located on the

evaporator unit next to the

underdash vent duct and is

attached to the underside of

the cowl.

}{ A/C CONVERSIONCOOLASICE

GET SOCIAL WITH US!FIND US @LOKARINC 877-469-7440 • www.lokar.com

LIFETIME WARRANTY • © 2015 LOKAR, INC.

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FLOOR MOUNT SHIFTER

24 We opted to grab some new heater hose from the

local parts store to make the installation go easier

and look cleaner. Following the labels on the heater control

valve, cut the hose for installation of the valve in the upper

heater hose and route the hose to the water pump fitting.

Connect the wiring harness to the valve. The lower heater

hose will attach to your intake manifold fitting.

25 Route the harness to the

lower plug that was cut to

allow the wiring to pass through

and then route the harness under

the dash to the mounting location

of your ECU and plug it in.

22 Slip the plastic line cover over the original blower

motor opening, orienting it over the A/C and heater

lines appropriately and then secure it to the firewall with

the included tapping screws.

23 The original heater hose openings in the firewall will

be sealed by these two plugs that are included in

the CAA A/C system. Use a sharp knife to carefully place an

X opening in the lower of the two plugs. This will be utilized

for the heater control valve wiring.

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Billet Hood HingesAvailable for Mustangs, Fairlines, Cougars & Comets

Billet Gauge PanelAvailable for ‘65-66 Mustangs

26 While still under the hood, install the clear drain tube through the hole you drilled

earlier in the firewall and ensure it is fully seated onto the drainpipe from the

evaporator case.

28 The defroster reducers allow the diffusers to attach easily. The diffusers are basically plastic versions of the original fiberboard diffusers and secure with the original spring

clips. Route these two hoses to the defroster vents at the rear of the evaporator unit.

29 The underdash vents are attached to the forward lip of the dash with tapping screws. Place them evenly/as needed to clear the factory console (if equipped), parking brake

handle, and so on. All four duct hoses will route to the four remaining openings on the evaporator unit.

27 The Perfect Fit Elite system includes new duct hoses, underdash ball vents, and

defroster reducers and diffusers. Pre-assemble each duct hose onto the end of the

reducer or ball vent and secure with the included tie wraps.

}{ A/C CONVERSIONCOOLASICE

44 M U S T A N G M O N T H L Y . C O M

1965 - 1970 Mustang Bolt - In Power Rack & Pinion Cradle Kit

Power steering with a modern feel and true driving performance:s�-ORE�THAN��v�OF�RACK�TRAVEL�s�,IFETIME�3ERVICEABILITY

s�!LL�.EW�#OMPONENTS� �.O�#ORE�#HARGE�s�./�#HASSIS�-ODIlCATIONs�4ILT�#OLUMN��-OUNTING�(ARDWARE�AND�5NIVERSAL�*OINTS�)NCLUDED

Just Add Tilt

&LAMING�2IVER�)NDUSTRIES��)NC�����0OERTNER�$R��"EREA�/HIO�������s�� ��� ��� �����s�WWW�mAMINGRIVER�COM�MUSTANG

s�!VAILABLE�FOR�ORIGINAL�OR�AFTERMARKET�STEERING�WHEELS�s�0AINTABLE��POWDER�COATED�OR�POLISHED�lNISHES

s�#OMES�COMPLETE�WITH�BILLET�ALUMINUM�DRESS�UP�KIT��turn signals with hazards and canceling cam

s�!LL�NEW�COMPONENTS�INCLUDING�CASTINGS��INTERNALS��AND������SEALS�ARE�-ADE�IN�THE�53!�s�$IRECT�BOLT IN�REPLACEMENT�s�#ROWNED�SECTOR�n�HIGHER�TORQUE�AT�CENTER�POSITION���REDUCES�VIBRATION�FOR�MORE�NATURAL�RETURN�OF���STEERING�WHEEL�s�)MPROVED�DUAL LIP�SEAL�DESIGN�FOR�BETTER�LEAK�PROTECTION��s�&ACTORY�MARKED�CENTER�POSITION�s���9EAR�7ARRANTY�AND�,IFETIME�3ERVICEABILITY

!LL�.EW�-USTANG�-ANUAL�3TEERING�"OX

30 Due to the size and mounting of the evaporator unit a revised glovebox insert is

included in the kit. The insert attaches to the stock lower mounting points. Not

shown here, but if you have a glovebox mounted hazard switch you can drill a hole in

the back of the insert to mount the switch after taking the OEM metal bracket off of the

switch. At this time you can reinstall the glovebox door, radio, and ashtray.

32 The A/C compressor mount-

ing brackets attach to the

driver side cylinder head and to the

top of the water pump using new/

longer fasteners. If you have factory

power steering take note of the power

steering bracket integration. Once

all bolts are tight you can refill the

cooling system now as well.

33 Mounted to the forward

compressor bracket is this

manual belt tensioner. The pulley and

tensioner are shipped separate and

must be assembled as shown. Leave

the lower bolt finger tight for now until

you install the belt.

31 The factory crankshaft pulley is removed and is upgraded with the included kit

pulley. Depending upon your fan/shroud and access you might need to remove

these items for access. Often you can remove the crank pulley from the bottom without

having to do so.

46 M U S T A N G M O N T H L Y . C O M

}{ A/C CONVERSIONCOOLASICE

ASK ABOUTOUR BRAND

NEW CATALOG!

CLASSIC PERFORMANCE PRODUCTS, INC.

378 E. Orangethorpe Avenue | Placentia, CA 92870

www.classicperform.com714-522-2000 | 714-522-2500 fax

Prices subject to change without notice. Please note that kits and prices may vary between certain applications.

866-593-5736

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s $3 9/p

CALTRACS TRACTION BARS

Substantially lighter than multileaf springs for unsprung weight savings. Made to work in conjunction with CalTracs.

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POWER STEERINGBOXES & CONVERSION KITS

Boxes - starting at $379/ea

Conversion Kits - starting at $675/kit

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New ready-built rearends with the same high-qual-ity parts used in Currie custom-built rearends, at “off-the-shelf” prices. Custom widths available.

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STEEL TILTSTEERING COLUMNSAdd the comfort of tilt steering. a rfactory or after market steering w aftermarket steering systems.

COMPLETESTEERING LINKAGE KITImproved with components designed to prevent bumpsteer. Required when installing CPP 400 Series™ Box in your original P/S Falconor Mustang.

Includes coil-over shocks, spe-cially designed conical springs and all mounting hardware.

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CRATE REARENDS

starting at $569/kit

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Comes complete with stainless steel gas struts and mounting hardware. Available in plain, black or polished. starting at $475/pr

BILLET HOOD HINGES

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CPP MINI SUB-FRAME KITS

starting at - Lower $399/kit

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Eliminate the factory strut rods while incorporating a full lower “A” arm and ties the frame rails together. Allows vehicle to maintain alignment. Available for 1965-70 Mustang & 1961-65 Falcon.

Comes in black orsilver powder coat.

starting at $339/kit

These kits come with crossmember, coil springs, spindles, 11-3/4" diameter rotor performance brakes, gas shocks, upper & lower control arms, new power rack & pinion, sway bar, forged hubs and our Big Bore™ calipers, plus mounting hardware. Available in 4.5 and 4.75 lugs.

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If you have a leafspring car, we have a set of bars for you.

starting at $299/kit

MUSTANG V8 SPINDLE KITUpgrade your original V8 spindles to the larger and stronger bearing pins. Kit will also upgrade 6 cylinder spindles for disc brake upgrades. Kit includes spindle pair, inner and outer bearings and spindle nut hardware kit.

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This kit contains dual piston aluminum calipers, and all com-ponents needed to put on your lassic Ford car running Granada

spindles. Designed for the 1975-80 Granada spindle will fit 1965-73 Mustang and many other Ford car applications that utilize the Granada spindle.

Spindles sold separately.

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REAR

FRONT

STANDARD AND PRO-TOURINGSWAY BAR KITS

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Frame rail mount and heim design for aggressive performance driving. Kits come complete with sway bar, poly bushings, mounting brackets and all necessary hardware. Black powder coated finish.

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34 Using the supplied spacers, mount the compressor to the two mounting

brackets. Do not remove the line caps until you’re ready to install the hoses on

the system. You can measure for the proper V-belt at this time too.

36 The short number 8 discharge hose from the condenser to the discharge port

of the compressor is installed next. Shown here is the number 6 liquid hose, al-

ready connected to the dryer, being routed behind the engine so that it can be attached

to the small fitting passing through the firewall.

38 The final bit of wiring is from the harness

relay output (blue wire) to the pressure

switch and then from the pressure switch to the

compressor. Route the blue wire along the hose

path behind the engine to the compressor area

and connect it to one of the white wires from the

pressure switch pigtail. Connect the remaining

white wire to the compressor clutch wire. If

you have the means, you can now vacuum the

system and charge it, or take it to your favorite

shop for charging.

35 Installing the hoses is fairly straightforward, as their line size and length pretty

much dictate where they go. This is the number 10 suction hose from the

compressor’s suction port that routes around the rear of the engine to the large fitting

passing through the firewall.

37 Here’s another shot of the number 6 liquid hose attached at the firewall. Use the

included oil on all O-rings before making any line connections and also be sure

to use two wrenches at all hose connections to prevent damaging hard lines.

48 M U S T A N G M O N T H L Y . C O M

}{ A/C CONVERSIONCOOLASICE

QBob Perkins restored Dave

Steine’s ’69 Boss 429 to

Thoroughbred status and used

single-stage urethane, duplicat-

ing the factory procedure with

orange peel in the paint. Paint

that dries to the rough texture

of a real orange peel would look

terrible and would be the result

of a problem spraying the car,

but the orange peel on a factory

paintjob is still very smooth

in comparison to an actual

orange peel. “Orange peel” is

technically a derogatory term

for the factory finish, but we are

stuck with it. Some shops claim

the factory could not afford the

time and expense to buff out a

paintjob and this is why the fac-

tory leaves orange peel. Then,

the shop blesses their own work

by claiming they go to the extra

expense of sanding and buffing

for perfection. The truth is most

shops sand and buff to remove

imperfections in their paint,

which is often desirable with

a custom paintjob, but not

for a restoration.

HOW-TO

50 M U S T A N G M O N T H L Y . C O M

ORANGE PEEL{ }

“SHOPS TRICK [CAR] OWNERS INTO

THINKING THAT ORANGE PEEL IS A

FACTORY IMPERFECTION. THE REAL

REASON SHOPS KNOCK ORANGE PEEL

IS THAT THEY NEED TO SAND AND

BUFF TO REMOVE FLAWS IN THE

PAINT. Sanding and buffing takes away

New car manufacturers start with brand-

new metal and their paint rooms are pristine

and near surgically clean, so the paint is

applied in perfect conditions. Even so, most

new car finishes dry with a slight bit of orange

peel. Orange peel is the result of how the

painter applied the paint and the environ-

ment in which the

paint dried, and while

it’s factory-correct

(even among high-end

cars like Porsches and

Ferraris), it does tend

to diminish some of

the shine in the paint.

In the case of a high-

end custom paintjob,

the process of color

sanding and buffing

with compound is

done to eliminate all

traces of orange peel,

and create a mile-deep,

super-smooth paintjob.

But that is very time-

consuming and therefore expensive, even for

the luxury and high-end automakers, and as

Perkins points out, if you’re looking for origi-

nality the lack of orange peel is a sign that the

car has been repainted and therefore does not

have original paint.

Perkins feels that color sanding and buff-

ing, when done to a factory restoration effort,

is a sign of a lazy painter, and/or one with

less-than-perfect painting conditions. He

elaborated, saying “See, the thing is, if you get

a piece of debris floating in the paint, maybe

an eyelash or a dirt particle or even a mosqui-

to, and you’re not sanding and buffing, you’ve

got to sand the entire panel and paint over

again if you’re going to leave orange peel. But,

if you don’t have to worry about orange peel,

Jerry Heasley T E X T & P H O T O S

IN A CUSTOM PAINTJOB, ORANGE PEEL IS NOT DESIRABLE, BUT IN THE WORLD OF

CONCOURS JUDGED MUSTANGS IT’S A VERY IMPORTANT COMPONENT OF ORIGINALITY

The Great Orange Peel Deception

orange peel and gives shops one last chance

to get out little imperfections, such as dirt, a

run, a fisheye, or to touch up a chip they made

while assembling the car.”

The above quote came from noted Mus-

tang restorer, historian, judge, and Mustang

Monthly contributor Bob Perkins, while dis-

cussing factory-correct paint on Mustangs.

In the MCA world of judging and tallying

points, orange peel in paint is not a factory

imperfection; orange peel is perfection. A

perfect paintjob is one in which the substrate

is so well prepared and the paint laid on so

uniformly in such a clean environment that

spraying produces a uniform peel finish that

requires no sanding—same as done by Ford’s

Dearborn Assembly plant.

QAt a typical MCA

national show, about 50 percent

of restored first-generation

Mustangs have “sand and

buff” paintjobs, creating a

slick surface as opposed to

paint with a factory orange

peel appearance. Why is this?

A factory-style repaint with

orange peel demands the

substrate be almost perfectly

prepared and the primer and

paint sprayed in a pristine

environment. Debris in the

topcoat requires sanding and

buffing to eliminate the trash.

Sanding and buffing destroys

orange peel, and herein lays the

rub (pun intended).

QShelby American and AO Smith painted fiberglass body panels, such as a hoods and decklids with lacquer, which they lightly

sanded and buffed because they did not have the advanced paint booths and drying capabilities of Ford assembly plants. Today, some

collectors blame the color mismatch between fiberglass and metal panels of ’65-’70 Shelby Mustangs on the two different paints:

acrylic enamel on metal and lacquer on fiberglass. Perkins believes the color match was very close when the cars were new, but over

time the lacquer faded more than the acrylic enamel for a bigger color mismatch.

HOW-TO ORANGE PEEL{ }

52 M U S T A N G M O N T H L Y . C O M

you can just bury a damn

mosquito in there and sand

and buff and nobody will

know an insect is embed-

ded in your paintjob. That’s

why I say if you don’t worry

about orange peel, you can

paint cars in a backyard

or in a cornfield; put a res-

pirator on my 12 year-old

and he can do it.”

Perkins gets carried

away with metaphors

about painting because of

what he calls The Great

Orange Peel Deception.

New Mustangs, F-150 pick-

ups, Lincolns, and Fusions

have orange peel, same

as almost every new car,

including the exotics. The

presence of sanding and

buffing on a new car is a red

flag of a repaint, say from a

damaged panel.

Perkins gave us an ex-

ample of an ’02 Dodge Vi-

per he bought new. “When

I got my Viper home, I saw

rubbing compound under

the hood. Man, I was sick. I

quickly drove into Milwau-

kee to look at a Viper in a

Dodge showroom. I found

out that Viper panels were

painted in different parts

of the factory. They did not

have a typical factory paint

system to give a clean,

perfect type of paintjob.

That’s why they were

sanded and buffed. I’ve

disliked the paint on that

car ever since.”

For a better under-

standing of orange peel,

consider a first-generation

Mustang factory paintjob,

sprayed in an ultra-clean

room and baked on the

body. The acrylic enamel

is sprayed on with a slight

orange peel texture, and

when baked shrinks the

paint even more, creating

what Perkins calls “orange

peel within an orange

peel.” Perkins made the

process ultra-simple with

a good example, “If you

dump a gallon of acrylic

enamel on top of a flat

piece of sheetmetal, it’s

going to flow out until it is

perfectly level and as slick

as it could possibly be. You

run it through the oven and

bake the paint to dry and

you will have orange peel.”

Today’s typical re-paint

does not happen under

factory conditions. After

spraying, a painter lets the

paint dry then sands out

the imperfections—the dirt

and garbage. This sand-

ing removes the orange

peel, along with the dirt

and debris. Perkins feels

that painters must do this

sanding to cover up flaws

in their paint. However,

factories have much better

facilities. Factory paint on

first-generation Mustangs

is about 3- to 31⁄2-mils

(1/1000 of an inch) thick.

In contrast, a typical

repaint job is three to four

times as thick, or 8-12

mils. Thicker paint gives

more of an opportunity to

shrink and create a failure,

such as checking.

Perkins said, “You

never, ever see original

paint on a Mustang from

1965-1973 with cracked

or checked paint. Ford

paint never cracks. It just

doesn’t happen. If you see

a little weather checking

or cracking on an original

paint Ford car, then the

paint has been spotted

(touched up).”

Perkins referenced a

Mustang owned by Bob

Winaircyck in Atlanta,

Georgia, as an example of

perfection. “He has a Lime

Gold Boss 302, which is not

a very flashy color. That

car has the most beautiful

factory-looking paintjob

I have seen in 30 years

of Mustang shows. And

you know who painted it?

Sam Murphy, who painted

for 25 years at the Ford

assembly plant in Atlanta.

He even affixed his “PAINT

OK MURPHY” stamp he

used at Ford. But, there

are just not many people

54 M U S T A N G M O N T H L Y . C O M

around who can do it or

will take the time or have

the environment to do it.”

The choice of factory

orange peel or slick paint

is up to the individual.

However, the fact is

orange peel is not a fac-

tory imperfection when

it comes to an original

finish—it’s just the way it

is. Yet, this line of think-

ing continues to circulate,

courtesy of the Great Or-

ange Peel Deception.

QAccording to Perkins, “In the

’60s, there was absolutely no

paint on an American-made car

that was as durable as Ford’s

acrylic enamel. Just look at

Corvettes. Have you ever seen

a Corvette from the ’60s with

original paint? They aren’t worth

a hoot for two reasons. They

were fiberglass and they were

done in lacquer. Lacquer is not

as durable as acrylic enamel.

But, even with GTOs and other

[metal] GM cars, it is rare to find

one where the lacquer has held

up like Ford’s acrylic enamel.”

Q Lack of orange peel is a mandatory three-point deduction in concours classes in Mustang Club of America judging. Three points is not much for a 700-point judging system, but in

Thoroughbred class, on the basis of workmanship judges may deduct points for inconsistency with respect to sanding and buffing. For example, they buff the roof, but don’t buff the

underside of the hood or the lower quarter-panels.

QHow does a show judge convince an argumentative owner that his car is

clearcoated? The judge asks the owner to rub the paint with a little fine compound. If

the rag shows paint color, then the paint has not been clearcoated.

QWhen compounding the paint shows gray, the paint has been clearcoated.

HOW-TO ORANGE PEEL{ }

HOW-TO ORANGE PEEL{ }

56 M U S T A N G M O N T H L Y . C O M

Q Even basecoat/clearcoat dries to an orange peel. If you don’t want the orange peel finish, color sanding and buffing will remove it.

Q The durability of ’60s Mustangs with original factory acrylic enamel paint is due to the 3- to 31/2-mils thickness of the paint. Thinner paint is more durable than thicker paint. Perkins

believes baked acrylic enamel is the most durable paint Ford ever used. An Elcometer measures mil thickness of paint to remove all doubt on cars reported to have original paint.

Most car clubs, including the Mustang Club of America, do not allow the use of Elcometer in judging. They are very handy when inspecting a car for purchase, especially for people

not trained in paint and body. Paint meters gauge thickness scientifically. The paint on this original paint ’70 Mustang is only 2-mils. The orange peel is still visible.

Perkins Restorationwww.perkinsrestoration.comSOURC E

Q “I got a better paintjob than factory,” is a common state-

ment at car shows. Bob Perkins answers these people,

“If it was better than factory why do most collectors want

original paint?” He thinks the best compliment a painter

can receive is when a judge looks a little confused when

he asks if the car has original paint. Judges can spot most

repaints 20 feet from the car due to sanding and buffing.

58 M U S T A N G M O N T H L Y . C O M

When it

comes to

’65-’73

Mustangs,

everyone has their favorite

year. Many love the pure

design of the ’65-’66s,

while others are partial

to ’67s and ’68s with their

slightly larger look and

true fastback roofline. A

third faction will raise a

collectible car.

While we love them

all, we’ll admit to a pinch

of bias on congratulating

Bobby Turner in his

selection of a ’69 model

for his project, since we

have owned at least one

of each from 1965-1970

and it’s the ’69 we’ve

hung onto through thick

and thin for more than

P E R F E C T

strong hand for the ’69 and

’70 variations that with

the right setup and stance

totally exude a full-tilt

road-race vibe and look

like they’re going 100 mph

standing still. Next, the ’71-

’73 “big body” cars surely

also have their fan base,

with legendary models like

the Boss 351 and 429 Cobra

Jet versions part of the

mix. Factor in the radical,

almost flat fastback roofline

and you clearly have a case

for these cars being as cool

as their slightly earlier

predecessors. Finally,

blend convertibles of any

year mentioned above into

the vintage Mustang stew

and you have a multitude

of choices for what is the

world’s most popular

N O V E M B E R 2 0 1 5 59

Miles Cook T E X T • Robert McGaffin P H O T O SFEATURE STORY {1969 CONVERTIBLE }

12 years. If nothing else,

the ’69s do have one truly

unique aspect to them

that, for many, endears

them as a favorite among

the others, and that’s the

dramatic four-headlight

front end that is such a

distinctive attribute.

While Bobby has

clearly chosen a fan

favorite by going with a ’69,

we’ll also give added credit

for leaving the familiar

fastback path and building

a convertible instead—an

unusual twist not often

seen in the realm of fairly

radical custom-built

Mustang Pro Touring or

restomod cars.

Speaking of radical,

we’d be remiss to wait

much longer to bring up

the motivation for Bobby’s

’69 drop-top. It’s nothing

less than a supercharged

Coyote 5.0L, 32-valve

engine first used in the

’11 Mustang GT. While we

were somewhat open-

ended on the discussion of

best Mustang model years,

we’re going to be a bit more

emphatic in our opinion of

the Coyote 5.0L being the

Arguably the best-ever model year combined

with likely the best-ever engine results in

Bobby Turner’s awesome Pro Touring car

M A T C H

best-ever Mustang engine.

Of course K-code 289s, Boss

302s, 428 Cobra Jets, and

Boss 429s were and still are

legend; the simple fact is

that none of these engines or

any other of their pushrod

variants—in stock form—can

hold a candle to a modern

Coyote 5.0L. Making 412,

420, and now 435 hp right

off the showroom floor, the

Q The Schwartz chassis (see sidebar on pages 61-62) is primarily designed to accept the 5.0L Coyote engine as found in ’11-’14 Mustang GTs. This, of course, is the 32-valve V-8 that

is the standard for modern-day Ford performance and produced 412 hp in the ’11-’12s and 420 in the ’13-’14 Mustangs. In the ’15 Mustang GT, the Coyote is rated at 435 hp. However, this

is an Edelbrock crate version, which comes equipped with the big E’s, 2,300cc E-Force supercharger. With a Ford Racing crate engine as the foundation, the version Edelbrock uses

has two deviations from a stock production line Coyote 5.0L. They include Boss 302 valvesprings and a compression ratio reduction to 9.5:1 from 11:1, which is specifically designed

for supercharged applications. In a relatively light car like Bobby’s convertible, you can imagine the resulting 12 psi of boost, 700 hp, and 606 lb-ft of torque (courtesy of a Jesse Riggle

custom tune) to be a lively ride to be sure. The rest of the drivetrain includes a T-56 Magnum six-speed and a Moser 9-inch that’s included with the Schwartz chassis. It’s fitted with

31-spline axles and 3.70 gears.

60 M U S T A N G M O N T H L Y . C O M

PERFECTMATCH {1969 CONVERTIBLE}

Coyote is, to our minds, the

clear de facto benchmark

for the Mustang’s top

off-the-showroom-floor,

mainstream naturally

aspirated performer. And

power is easily doubled

by bolting on any of the

available superchargers,

making this engine a no-

brainer when it comes to

engine swaps.

So as we’ve stated at the

top, Bobby’s fully custom-

built ’69 convertible is a

truly unique Pro Touring

Mustang build with the

body and engine being an

ideal match. For all the

further details surrounding

the rest of the car’s goodies,

including its Schwartz

Performance full-frame

chassis that bolts up to a

Mustang’s existing body

shell, be sure to give the

following photo captions a

thorough read.

Q FloFit cloth seats, Auto Meter gauges mounted in a JME Enterprises cluster, a Grant steering wheel, an ididit tilt

column, Vintage Air climate control, and a Schwartz-fabbed custom console with power window switches mounted in

it are the updates to the interior. The door panels and dash pad are pretty much the only remaining stock-style interior

pieces. Shane Cassin did the interior work.

N O V E M B E R 2 0 1 5 61

Schwartz Performance Full-Frame Chassis for Vintage Mustangs

The Schwartz Performance

G-machine chassis foundation is

a full frame that installs directly

underneath any ’65-’73 Mustang

body shell. According to Jeff

Schwartz, the primary brain

trust behind the frame, “The

sheetmetal of a Mustang body

shell that the car’s drivetrain

and suspension components are

mounted to begin to flex when

you add considerable amounts

of power—like a 700hp super-

charged Coyote—along with [the

need for] higher spring rates

and better brakes. With the

G-machine chassis, the engine,

transmission, rearend, suspen-

sion, and steering are isolated

from the body. The chassis be-

comes the main support of the

car and the unibody structure

(or body shell) simply becomes

added support and help to tie the

G-machine chassis together.”

One of the more notable

aspects of the Schwartz chassis is

its relative bolt-on nature. That’s

not to say it’s like installing a

set of chrome valve covers on

a 289, but installation is fairly

straightforward. “The floorpans

don’t have to be cut,” Jeff said.

The only required cutting is of

minor brackets, while the front

framerails and front shock tow-

ers are also removed, resulting

in a nicely cleaned-up engine

compartment. The only welding

is four mounting plates onto the

toeboard, and the only drilling

is for two bolt holes in the rear

framerails.

The base chassis includes

a fully welded frame built on a

precision jig and an adjustable

transmission crossmember.

Also included are all front and

rear suspension components

(excluding coilovers) such as

control arms, ball joints, tie rods,

62 M U S T A N G M O N T H L Y . C O M

and a power rack-and-pinion.

Aluminum front wheel hubs with

bearings and Teflon-lined heim

joints provide quiet and bind-free

suspension operation. Several

options are available, includ-

ing different brake setups from

Wilwood and Baer, single- or

triple-adjustable coilovers from

RideTech, a Moser 9-inch hous-

ing, or a Heidts IRS and motor

mounts for pushrod small-block

or modular/Coyote engines.

Jeff also told us that most

people usually have two main

concerns with the Schwartz

frame. “One is ground clearance,”

he says. “They think it’s going to

hang down, but we’ve actually

been able to tuck everything up

and under the car so that nothing

is lower than stock. Secondly,

they want to know if any weight

is added. We actually take about

50-75 pounds off the car because

we eliminate the heavy stock leaf

springs, front upper and lower

control arms, cast-iron steering

box, and all the stock steering

linkage.”

The base price for the chassis

is $9,398 as of press time, but of

course that goes up substantially

depending on the options you

choose. For more on all this trick

stuff, check out www.schwartz-

performance.com.

Q The Wilwood brakes feature six-piston calipers in front and four-piston in the rear with 13-inch rotors all around. The

Grip Equipped Grudge forged wheels are 18x9s up front and 19x13s out back, while the Michelin Pilot Super Sport tires are

P275/35ZR19s in front and ginormous P345/30ZR19s out back.

QA Pioneer head unit works with 800

watts of amplitude from JL Audio.

Q Turner’s Mustang with the top up still looks hot.

PERFECTMATCH {1969 CONVERTIBLE}

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64 M U S T A N G M O N T H L Y . C O M

AIR EXTRACTORS{ }HOW-TO

CLASSIC MUSTANG FASTBACK AIR EX-

TRACTOR TRIM PANELS BEFUDDLE RE-

STORERS BECAUSE THEY HAVE NEVER

BEEN EASY TO RESTORE. The die-cast,

chrome-plated metal inserts have always

tended to pit through the chrome, even in a

dry environment. Write it off to contaminat-

ed metal and the belief that these cars were

designed to last five to seven years. These

die-cast inserts are permanently attached

to the fiberglass trim panels and are easy to

remove but can be darned tricky to reinstall.

Laurie Slawson, a Mustang Club of America

certified judge and board member, is a dear

friend of ours and always forthcoming with

tips and tricks designed to make restoration

easier. She knows ’67-’68 Mustangs like few

others and has owned a ’68 hardtop since new.

Laurie is building a ’68 Mustang restomod

fastback with 390 FE power and is focusing

on her interior at press time, and is going to

show you how to restore fastback air

extractor interior

trim panels.

These die-cast

inserts are challeng-

ing to do anything

with because they’re

finned with all kinds

of nooks and crannies

that are hard to get to.

Most of the time, these

inserts must be re-

chromed, which for a

plating shop is tedious,

time-consuming, and

expensive. Still, if

you’re going to restore

a classic Mustang

the only way to do it

is the correct way.

Let’s get started.

Jim Smart T E X T & P H O T O S

AN MCA CERTIFIED JUDGE SHOWS YOU HOW TO MAKE YOUR MUSTANG FASTBACK AIR EXTRACTORS LIKE NEW AGAIN

Extracting Standards

03 Laurie carefully grinds the mushroomed pinheads

to remove the trim pieces.

04 These are examples of what you can expect to

find for die-cast trim pieces—rare is the trim piece

that isn’t pitted. Avoid pieces that are severely pitted, as no

chrome shop will touch them.

02 Finned trim pieces are permanently fixed to the

fiberglass trim panels, which mean their retaining

pins were mushroomed for adhesion.

01 These ’67-’68 air extractor

quarter trim panels are like most

out there. The die-cast chrome-plated

metal inserts are pitted and in need of

restoration. Some you can clean up and

return to service, others you will have to

take to a qualified plating operation, but

just because a chrome shop hangs up

a sign doesn’t mean it does good work.

Check the reputation of local plating

shops before laying your money down.

Keep in mind these trim pieces are very

hard to strip and plate.

{ }EXTRACTINGSTANDARDS AIR EXTRACTORS

07 Using adequate lung protection, Laurie applies thin

coats of Krylon Semi-Flat Black to the fiberglass trim

panels. It is suggested you apply paint in light coats and

allow each to dry before the next. Final coats should be wet

to where they flow smoothly to perfection.

06 The surfaces are then wiped down with a high-

evaporative solvent to remove any impurities.

08 Good die-cast

pieces have been

sourced for this effort.

Re-plating isn’t necessary.

05 Scrub the fiberglass trim panels with soap and

water and Scotch-Brite pads to make the surface

suitable for paint.

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09 Before apply-

ing paint, the

die-cast trim pieces

are cleaned thoroughly

with metal prep or

high-evap cleaner to

remove all impurities.

You will want to attack

this operation with a

toothbrush, getting

into these grooves as

you go.

11 The paint is allowed to dry before finish work is accomplished.

14 Check this out. The completed restoration looks

like new and is ready for installation.

10 Krylon Semi-Flat

Black is applied

to the die-cast trim

pieces. You may want

to use a black acid-etch

primer before paint

to ensure good paint

adhesion. Apply at least

three coats of primer

and paint.

12 Once the paint

is cured, it’s

time to remove it from

the fins using lacquer

thinner and a careful

rubdown, as shown.

Paint remains in

the grooves. Swabs

help catch the

intricate spots.

13 Laurie mixes up

a small batch of

JB Weld, which works

quite well bonding

die-cast trim pieces to

fiberglass trim panels.

Apply a dab of JB Weld

at each original at-

tachment point on the

die-cast insert and the

trim panel. Clamp both

pieces firmly together

and allow them to cure

for eight hours before

installation.

{ }EXTRACTINGSTANDARDS AIR EXTRACTORS

68 M U S T A N G M O N T H L Y . C O M

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Much More...

See these kits and all of our 65-70 parts on our website

www . m u s t a n g s t o f e a r . c o m

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We Design, Develop, and Manufacture Our Own Parts To Ensure Top Quality

Factory frame rail replacement and suspension is made easy with our new all in one setWelded and ready to go, our jack pad/tie down, cradle, sway bar brackets and sub-frame connectors

(optional). Increased Strength Over Factory Frame Rails Using Our 2x3 Tubing

70 M U S T A N G M O N T H L Y . C O M

RESTORATION QUESTIONS{ }Bob Perkins T E X TRESTO ROUNDUP

CARB COLORS

I just got my ’71 Boss 351 carburetor back from a recolor and rebuild. It looks very

good, but everything is gold in color, including the screws, linkage, etc. I know not every-

thing on the carburetor was gold. The carburetor was rough, so my before pictures are

not very helpful. I was hoping you might have a few photos to share.

Bill Worth

Houston, TX

I’ve included a couple of pictures of an 0M dated D1ZF ZA Boss 351 N.O.S. carburetor for you to compare. Most of the

screws and linkage are a phosphate and oil finish, which is an easy fix. Hope this helps.

BOSS 429 CAUTION STICKER

I have an MCA technical question.

Did the ’69-’70 Boss 429 Mustangs

come with a “Caution Fan” sticker on

the finger guard? I have conflicting

opinions on this topic. Thanks!

Name withheld

Via the Internet

Yes, it was typical for the Boss

429 Mustang to have the “Caution

Fan” sticker on the finger guard.

Factory photos and many unrestored

Boss 429s document the assembly line

use of the “Caution Fan” sticker on

these cars.

PROPER PLUGS

I have a ’71 Boss 351 Mustang.

What were the factory original Au-

tolite Spark plugs? I have seen both

AF32 and AF42 used/mentioned.

Jim Giebel

Dayton, OH

According to the ’71 Boss 351

owner’s manual supplement, the

original factory-installed spark plugs

were Autolite AF42s and that is what

the engine called for during servicing/

tune-ups. The AF32 spark plugs

are one heat range colder, and were

recommended for dragstrip use.

STRUT ROD

WASHER FITMENT

I have a ’66 Mustang convertible.

It is a New Jersey–built car with a

July 1 build date. I have a Sept. ’93

issue of Mustang Monthly showing

details on your ’66 Shelby G.T. 350. I

can’t quite tell the finish on the strut

rod washers, and if the dome of the

washer is against the bushing or the

concave face of the washer is against

the bushing. Any help will be appreci-

ated.

Joe Lenac

Via the Internet

The finish on the strut rod

washers is a zinc phosphate.

I have enclosed a picture for

correct orientation of the washers

on the bushing halves.

ORDER ONLINE:digital.mustang-monthly.com

DIGITAL EDITIONSEARCHABLE CONTENT

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MustangTHE CLASSIC MUSTANG AUTHORITYMONTHLY

Enthusiasts United

to Advance

Automotive Freedoms

enlist now!

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72 M U S T A N G M O N T H L Y . C O M

Dave Stribling TEXTBEYOND THE BASICS { }VINTAGE TECH ADVICE

Jim’s article is a good one and

you can read it online here: www.

mustang-360.com/how-to/paint-

body/mump-0810-how-to-replace-a-

convertible-top. Also be sure to check

out Jerry Heasley’s ’68 convertible

project that got a new top as well at

www.mustang-360.com/project-

vehicles/1501-1968-ford-mustang-

the-project-part-3. That being said,

here is what I want you to glean from

these articles: The shop doing the work

has years of experience, and the pros

doing the work have lots of tools to

make sure it comes out right. It is my

humble opinion that a lot of people

can install a convertible top, but only

a rare handful of people know how to

put one on and not make it sound like a

hurricane while you’re driving. Getting

a top to fit just right is very difficult.

You need special tools and gauges

(pictured is my set of bow alignment

braces I made from the Ford ’64-’66

Convertible Top Repair Manual; you

need to build a set of these if you do

top work). That’s why I don’t do them

myself. I have a guy who has been

doing them for 50 years do my tops.

The one thing I would use Jim’s article

for would be to make sure your top guy

does it right. It is a great reference.

If the cotton strips holding the top on

your car are dry rotting, my suggestion

is to go ahead and replace the top. You

probably have dry rot damage in the

pads above the bows, so I would see

about changing the top if you plan on

using it. Check out Classic Creations

of Central Florida in Lakeland at

(863) 665-2322. They can help you

with the new top, get the bows

aligned right and sealed properly,

and they work with an upholstery

shop for installation.

DISTRIBUTOR CURVING

I have been a reader of Mustang

Monthly for a number of

years now and greatly enjoy

the articles. Many a time it

has helped me work through

problems I have been having during

my restoration. Currently I am in the

process of restoring a ’64½D-code

four-speed convertible. I need to have

the distributor rebuilt/restored and

cannot seem to locate anyone to do

the job. I would be most apprecia-

tive if you have any resources I can

contact to do this work.

Dan Fodor

Via the Internet

Tim O’Connor in Indiana has

done several high-end distributor

restorations for me. He still has several

Rotunda and Sun distributor machines

to curve your distributor to your

exact needs and specs and his work

is top notch. Check out his website at

http://428cobrajetcars.com. You can

contact him by email through his site.

I highly recommend Tim and his work.

Good luck with the convertible!

DIY A CONVERTIBLE TOP?

My questions are

about my ’66

convertible. It has

a black power top,

original 289/C4,

and is factory Candyapple Red. The

car had been stored in a warehouse

for almost 20 years, and had been put

away in excellent condition, needing

only minor repairs and new paint.

However, I noticed that the convert-

ible top, which looks outstanding on

the outside, has some dry-rotting on

the cotton sleeves that cover bows

two and three. There is probably

more that I have yet to discover. Is

this something that can be repaired,

or should I replace the top? If the

top requires replacement, I plan on

getting my parts from National Parts

Depot because they always have the

right parts, and their Florida ware-

house is less than two hours away. I

plan on using the Robbins 36-ounce

Flex-Hinge top with folding glass. The

last Mustang Monthly article I can find

about replacing the top is Jim Smart’s

article from October 2008. This is not

a project I want to do myself, and have

yet to find someone in my area who I

trust to do the work. Can you recom-

mend a good shop in my area?

Dave Henson

Brandon, FL

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Hot for Hardtops

There’s no denying the classic

looks of the original ’65-’66

Mustang hardtop is what many

consider the vintage Mustang to have.

One such person in agreement to that

statement is Austin Henely of Phoenix.

He found his dream hardtop in South

Carolina and drove it back home to

Phoenix where he joined the Copper

State Mustang Club. It has a 289 V-8 with C4 auto combination with factory A/C. Austin has performed a few upgrades on

it, including ignition, exhaust, and more with help from tech stories he read in Mustang Monthly.

Back in the Saddle

Jim Moline of Toledo, Ohio, pur-

chased a ’67 Mustang fastback way

back in 1975. The 390/four-speed

car was his high school transportation

and in his senior year he sold it to his best

friend, Mike Grimsley. Over the years

Jim lost track of Mike and the Mustang.

Later in life they were reunited but the

Mustang was long gone and Mike had just

lost his job as a mechanic with Northwest

Airlines. The two decided to team up and build some Mustangs together to make some side money. Jim would finance

the projects and Mike would spin the wrenches. This was around 2007. Each Mustang the duo built was better than the

last and they sold quickly. Jim eventually scored another ’67 fastback and Mike restored it to match Jim’s original high

school car, only better. This fastback features rack-and-pinion steering, a cable clutch setup, 302 crate engine backed by

a five-speed, and custom blue paint

with white stripes. Forty years have

passed since Jim sold his Mustang

to Mike and now he’s once again the

proud owner of a ’67 fastback. Even

better, Mike is building his own Pro

Street Mustang as well.

T

’ test street-legal

d

h e quarter-mile

h d ys at three

differ

driving their cars

close to 500 miles along the

way. Come and watch the action

each day, from tech inspection

through the final race.

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• Ticket Price ($5)

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• Gates open TBD

RACE DAY #1

Thursday, 10/29

Tucson

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Tucson, AZ

• Ticket Price ($10)

• Gates open 7:30 a.m. /

Racing until 1:30 p.m. or

until complete

RACE DAY #2

Friday, 10/30

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Motorsports Park

Chandler, AZ

• Ticket Price ($10)

• Gates open 7:30 a.m. /

Racing until 1:30 p.m. or

until complete

RACE DAY #3

Saturday, 10/31

Auto Club

Dragway

Fontana, CA

• Ticket Price ($10)

• Gates open 1 p.m. /

Final round 6 p.m.

until complete

Phone: 817-531-2665 24 Hour Fax Line: 817-531-32571201 Forum Way South Fort Worth, TX 76140 Website: www.oldairproducts.com

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1964-66 Mustang

1967-68 Mustang

THE ULTIMATE SOURCE FOR MUSTANG NEWS AND

REVIEWS

Mustang-360.com

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U 1964-66 MustangU 1979-86 MustangU 1987-93 MustangU 1994-04 Mustang

Complete kits, with choice of panel finish and type of gauges, available for these popular Mustang applications:

Note: Many kits includeother pieces. See website.

82 M U S T A N G M O N T H L Y . C O M

HIND SIGHT

“The car you see on these pages is a

Mustang II with a 302ci V-8 engine and

a four-speed manual transmission,

power steering, and power disc brakes

as standard equipment. It is built on a Ford Motor Com-

pany assembly line and is not some small garage engine

conversion one-off. You can buy one just like it right now,

today. But you’ll have to restrict your driving to places like

Juarez, San Miguel de Allende, Mazatlan, and Mexico

City, because the ’74 Mustang II V-8 is sold in only one

country in the world, the Republic of Mexico.”

When the Mustang II debuted in 1974 you could

only get a 140ci (2.3L) I-4 or a 171ci (2.8L) V-6, no V-8. That

wouldn’t happen until the 1975 model year, but Ford’s Mex-

ico assembly plant did offer a V-8 that first year for use only

in Mexico. Wanting to test one, Hot Rod’s Jim McCraw flew

down to Mazatlan (rough duty Craw!) to drive the V-8 Mus-

tang II. He described the car as “An absolute ball to drive.

Just incredible,” and was quite happy with the 200kph (122

mph) top-end and mid 9-second 0-to-60 times.

P H O T O Jim McCraw

THE FIRST V-8 MUSTANG II{ }

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FREE SHIPPINGNo Handling or Oversize Fees! See Web

For Details

'65-15 Wheel and Tire PackagesFully mounted & balanced with center caps.

Wheel and Tire Packages feature the following tire brands:

PACKAGES AVAILABLE

STARTING FROM

$91995

WTP4B

Tri-Y Headers

$19495

'65-70 260/289/302

Black Painted Finish

652804

Power Steering Conversion Kits

$81495

$25395

Aluminum RadiatorsAvailable in 2, 3, & 4 row for ‘65-04 Mustangs

2-Row251EC

4-Row339MC

FS339

ELECTRIC FAN & SHROUD KITS

$19395STARTING FROM

$34895STARTING FROMSTARTING FROM

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3-Row259CC

‘65-73 Mustang Pony Mat Sets

$8895Set of 4Available in Red or Black

Black .................. FMGT1 .....................Red ..................... FMGT3 .....................

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Radial T/A Polyglas GT Redline Radials

Slidebar Radios

'65-66 ....... SLIDE1 ...................'67-73 ........ SLIDE2 ...................

$27995SLIDE1

Fuel Tank Kitw/ Drain Plug

$14388

This kit offers you the convenience of the most commonly needed parts to service your fuel tank in one kit.

69002K'65-67 289 w/ Manual Steering

'65-67

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Just slide the 'slidebar' to the right & the analog AM radio display reveals a digital display.

KITS STARTING FROM:

B999020 shown: $1,030.07

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