Jason's Mustang Restoration Project - The First Ride(Part 5)

http://www.svs.com/users/zim/mustang/index.html

This is a set of photos showing some photos from the first day the engine ran, and my first ride in the Mustang.

January 26, 2002

Well, the final preparations for the first engine firing were finally done today. The transmisison is installed, and all the fluids have been filled, except for the trans which will need to be filled right after it starts for the first time.

We turned it over for the first time, and nothing happened. It didnt sound like it was getting any fuel. We used a special compressed air pump on the fuel line, and got the gas to finally come to the front of the car.

After a few more tries, and a little fuel dripped into the fuel bowl of the carburetor, it finally started!

It runs great. Sounds great, even with the open pipes. We filled the rest of the transmission fluid, and let it warm up. We could smell the paint on the exhaust manifolds burning away. There were no leaking fluids.

So then we shut it down, and put the car up on the lift. We installed the rest of the exhaust system, and started it back up.

For the first time, I finally hear what the car should sound like. There is nothing like that mid 60's Ford small block V8 sound.

I decided to go for my first ride. The car shifted into reverse for the first time in 20 years, and began rolling under its own power. I made it out to the street, and shifted into drive, and away I went!

I made it to the end of the block, and the car died.

Turns out that we blew so much fuel thru the lines at the beginning of the day that we ran out of gas!

So we got the first "doofus" out of the way too.

The results of the first drive were this: The car missed pretty bad when I gave it some gas, and clunked like heck on the way down the street.

It will need U joints, and a check to see if anything clogged the carb. We noticed fuel coming out of the vent over the fuel bowl, so there might be a little piece of crud stuck in the needle valve.

I will leave the car at the shop to let them work those things out.

February 2, 2002

This should have been a great day, but it turned out to be a pretty bad day.

The Universal joints on the drive shaft have now been fixed, and the exhaust system has been tweaked to keep it from clunking up against the undercarriage.

Whatever was stuck in the carb fuel bowl either dissolved, or got blown through, so there was no need to take it apart.

So I finally got to take the car for my first drive all the way around the block. The car ran pretty good, only missing slightly when the gas was pressed hard. I felt a little bit of good old American V8 acceleration down the back stretch, though I didnt really try to punch it too hard.

So I was very happy. Everything was working great!

I went back in and collected all the extra or old parts, my books, and whetever else I had there, and finally went in and paid for everything.

We got the car up onto the trailer, and strapped it down....

When I strapped down the front, I threw the loose slack from the long strap into the engine bay, and slammed the hood. I figured this would keep it from flapping in the breeze on the way home.

This was a bad idea, because after I left, I only made it about 3 blocks and the car slid right off the trailer!

When this happened, the car was still in park and it stopped right there in the middle of the street. The strap that had been in the engine bay somehow got caught on the upper radiator hose, and tore it off, along with a big chunk of the radiator. Antifreeze was all over the street.

I managed to push the car to the side of the street, and called my dad. He got there quickly, and we decided to just start the engine and drive it back up onto the trailer. It started fine, and made it back up there with no problem.

What I think happened is that the straps were just not tight enough, and when I went over the railroad tracks in downtown Des Plaines, the front hooks must have popped off. The next time I hit the gas a couple of blocks later, the car just slid off the slippery trailer (it was below freezing outside, and a little icy.)

I decided to just put more straps on (my dad had some extras at home) and just try to get the car home. I stopped 7 times in 20 miles to check the straps, and made it home with no further problems.

When I got home, I started it again, backed it off the trailer, and pulled into the garage. I cleaned up all the antifreeze, drained what was left, and checked for more damage. The upper lip of the radiator mounting panel was bent a bit from the strap getting torn out, but I was able to straighten it out for the most part.

I will probably need to readress this panel before the car is painted, to make sure it is all straight.

Since I was so bummed out, I never did get the camera out. I dont think I want to remember this day with lots of pictures... Oh well, I'm sure I will have it all fixed soon!

February 7, 2002

I was able to order replacements for all the damaged items this week from Mustang of Chicago, and picked it all up today. I reinstalled the radiator and upper hose and re-filled the antiifreeze. Nothing leaked, and it doesnt look like the fan is going to hit anything (which I was a little worried about.)

The new radiator is not quite original looking, but it is close enough for now. I will keep looking for one that is more correct, but there is no hurry at this point.

I will try to start the car this weekend when I can have a little daylight.

Dan's '68 Mustang Restomod Project(Part 4)

www.bluetalons.com/mustangs/sonic68/

April 2006

Hood and fenders finally on!
Just after my first test drive!

After longer than I had hoped since my last update (because of not getting a lot of weekends to myself) I drove it on Sunday, April 30th for the first time in EIGHT YEARS!! I wanted to bed in the brakes and make sure things were working before taking it over the alignment shop. I did it EARLY (like 6:15AM early) on Sunday morning so that I could avoid traffic. I swear I woke up half the neighborhood when I fired it up! With tires squealing (from non-alignment, not from getting on the throttle!) I drove it about 5 miles. I still need to finish a lot of things, but it is nearly road legal, so at least I can drive it!! I need to finish installing the door windows, some more wiring, the carpets, dyeing the rear seat and seat covers on the front seats (until I get around to getting them all recovered,) the custom mirrors, tail pipes, and a bunch of other miscellaneous things.

May 2006

I CAN DRIVE IT NOW!!!

My trip to the alignment shop was an adventure! After going to one close by and taking all back roads (within 2 miles of my house,) the Firestone couldn't put it on their alignment rack because my car was too low!! They told me to go to this other one that had the better rack--but that was 10 miles away! So I had to go over there with my front wheel squealing (I had a lifetime alignment plan at Firestone so I didn't want to go elsewhere.) Then I had a 2 mile detour due to road construction. Anyway...the car is drivable!! Now I am just working out the bugs. Things like: I have too radical of a cam to keep my vacuum high enough to properly operate the brake power booster, so I have go manual. The '95 Mustang GT brake master cylinder doesn't operate my rear disc brakes adequately enough so I am going with a '93 Cobra master cylinder. Door windows need minor adjustment so the power window motors don't strain when getting to the top. The front wheels rubbed the inner part of the fenders so I had to get new wheels. I went with ones with a 4.75" offset--the old ones had 4.25". They look nearly identical, but are not Edelbrock's.

June 2006

I converted the brakes over to manual and thy work fine now. I think I messed with them for two or three weeks. Other than that, I didn't do too much to the car.

July 2006

Bellevue Show


Fugate Ford

Went to the Vintage Races the first weekend in July. I missed one day because my carburetor was flooding out. Too much fuel pressure was the culprit so I got a regulator. But I got a chance to go the second day. It was a blast running around the track for the parade laps! But I discovered that cornering at high speed isn't much fun as the power rack-n-pinion doesn't give a lot of road feedback. I think if I were to do it over, I would have got the manual rack. But since I am not going to be racing it, I will keep it the way it is. More street drivable anyway.

I did the annual Pony Trails and went to the Bellevue show later in July and I also ordered my Holley TBI--good bye carburetor!!

August 2006

Bowen Scarff Show

I wend to the Bowen Scarff Show and place first in the modified category and also put my car into my car clubs annual show. I didn't do a lot to the car, but I started laying out the TBI harness to be installed.

September 2006

Installed the TBI and got it tuned so that it runs. I need to get the O2 sensor welded in so I can finish off the tunning.

Dan's '68 Mustang Restomod Project(Part 3)

www.bluetalons.com/mustangs/sonic68/

May 2005 Update

The engine fired up on the very first attempt--just as soon as the fuel hit the combustion chambers! And it idled along just as if it was already warmed up--the engine hadn't been run in over 5 years!! Pretty good for static timing, too!

Strange Nodular case for the rear-end that I am building. A Detroit TrueTrac will be going in here.

As you can see, I have the engine in--and it runs!!! I decided to get the rive-train in order before finishing off the body. It's therapeutic and motivating!! I will have the drive-train and brakes all done by the end of May and then it is time to work overtime in getting the Stang ready to paint. I have a deadline of August to have it out of my brother's shop!! I am pretty much done with the major mods, though still have to fabricate the grill and fit up the front fiberglass valance.

June/July 2005


I don't have a lot of pictures of the un-glamorous fine tuning of the bodywork!

Things I accomplished: rear brakes installed, rear brake lines installed, rear gears installed, exhaust fitted up, traction bars installed, fuel line mostly installed, moved to paint booth and filler primed the car. Body work is going good and I should be ready to paint by the end of July!!!

August 2005

Practicing on the valances and rock guard. Turned out good...so now to the car!

Taping off for the door jambs. Looks like the Partridge Family bus!

Got the jambs painted. I am using a single stage enamel for this.

Underside of the trunk lid and hood also with single stage enamel.

Installed quarter extensions with stand-offs. Makes painting them much easier!! Also masking the jambs.

After laying down white primer and then white basecoat, I measured out and masked off the stripes.

Then I seal coated with black primer.

Then I put on the color and then the clear.

At the Pierce County Mustang Club show (in route to my home)

Got the car home, put the rear wheels on.

Well, its home! After months of bodywork (and I probably could have done another months worth to really get it good) I got the thing painted. Not flawless, but not bad either! Painting your own car can be very intimidating. Especially when it is your first one and painting it a metallic color to boot. I had some issues with an exhaust fan kicking up some major junk and some blue paint dust getting into my white stripes on my first clear coat. I had to repaint the stripes and then finish clearing. I got some "tiger striping" in my color that is for the most part unnoticeable, but I have seen as much in some professional jobs, so I can't complain too much. Anyway, now the fun part really gets going--putting it all together!!

Dan's '68 Mustang Restomod Project(Part 2)

www.bluetalons.com/mustangs/sonic68/

November 2004

Installing the new patch panel.

Putting on a new coat of primer.

December 2004

Fitting up the rear bumper and panel.

As I wait for the weather to get warmer to do more body work, why not drop the engine in?

February 2005

I didn't like any of the available accessory bracket options out there (or the prices!) so I decided to fabricate my own. (Yes, the wood is temporary to line things up!)

March 2005

Zirgo 16" electric fan. I wanted to mount it dead center, but it doesn't quite clear the water pump pulley.

Dan's '68 Mustang Restomod Project(Part 1)

www.bluetalons.com/mustangs/sonic68/

April 1998

Purchased the car and assessing the "damage"

June 1998

Replacing the corroded right lower quarter panel

October 2002

Engine compartment prepped
Not much happened to the car as I worked on my Bachelors degree from late 2000 to early 2004

April 2004

Engine compartment painted and suspension installed

Fabricating quarter extensions

May 2004

October 2004

Cutting out corrosion of left lower quarter panel.

1965 M1stang Convertible - A New Tale For An Old Horse

A Two-Seater Mustang For The 21st Century

By Joe Greeves

http://www.mustangandfords.com/featuredvehicles/mufp_0704_1965_m1stang_convertible

When you look at the Mustang convertible in these photos, you notice there's something different but you can't quite put your finger on it. The problem is compounded because there are no people in the picture to give it scale. This small, two-seat roadster is not what it appears. The M1stang is actually a combination of reproduction '65 Mustang sheetmetal married to a late-model Mazda Miata chassis. Now before you write angry letters to the editor asking him if the title of the magazine has been changed to Mustang Hybrid and Fords, let us explain.

Bill Carnes of St. Augustine, Florida, has been a lifelong fan of the Blue Oval. His automotive-bodywork credentials began with repairing Cobras (originals, not replicas) that were damaged during their trans-Atlantic voyage from England. As a career bodyman, Carnes has restored dozens of cars over the years, with first-year Mustangs being one of his favorites. While Ford says itproduced more than 417,000 cars in that amazing first year, they willprobably not comment on the number remaining. Rust-prevention techniques were not nearly as sophisticated in the early '60s as they are today, and many of those cars, if not lost forever, require major bodywork to restore them. Restoring strength to the unibody not only demands technical expertise, but also lots of time and money. When you're done, you have a very expensive car with 40-year-old technology.

In his attempt to create a happy ending for this story, Carnes explored ways of creating the best of both worlds. Several aftermarket companies reproduce vintage-Ford sheetmetal, so the exterior rebuild was possible. Combining the classic tin with a modern Mazda Miata chassis was the real stroke of genius. Amazingly, the scale of both cars is close. After the Miata sheetmetal was removed, Carnes trimmed the Mustang fenders and doors on the edges where the changes wouldn't be noticed. The steel trunk is full-size and the hood is fiberglass. There are no alterations to the chassis, and the conversion process is so vehicle-friendly that no fluids need to be drained from the car or sensors disconnected. Only the battery is removed for safety.

The finished conversion has all the style of the original '65 with all the agility, reliability, and creature comforts of a modern Miata, such as air-conditioning, airbags, four-wheel disc brakes, and a fully independent suspension. The transformation is so nicely crafted that after reviewing the package, Carnes was awarded user status from Ford, with full authorization to build the cars. With a perfected vehicle and Ford's blessings, all he needed was money to proceed.

Enter John Schoeller, a former computer graphics technician, now retired and returning to his first love, restoring cars and antique motorcycles. His dream for decades has been to build a personal car of his own. He saw the ads for the M1stang and it was love at first sight. Before long, he and Carnes were partners, and now they produce a car about every four weeks, beginning with a new demo for Carnes and this Poppy Red dream car for Schoeller.

The cars are being built in St. Augustine (Carnes) or Englishtown, New Jersey (Schoeller). The price for the M1stang conversion is $12,999 installed on your Miata. All Miatas built since 1990 will work, but the team recommends '94 and later because of the increased engine size (1.6L to 1.8L), along with larger disk brakes and a stronger rearend. Cars from '94 through '97 are probably the best buys and can be purchased somewhere between $3,000 and $7,000, depending on condition. Mileage does not seem to adversely affect the cars. Carnes' has 160,000 miles on his white and blue demo car and just completed a 6,500-mile trip across the United States with his daughter. The car had no problems, used no oil, and is untouched mechanically except for a timing belt.

What is the car like to drive? Schoeller and his wife, Debbie (as enthusiastic about the car as her husband), drive their M1stang everywhere and especially love to participate in Mustang shows. On countless occasions, Mustang owners have approached Schoeller, intrigued by the look of the car, and often say how they would love to add a set of those rollbars to their convertibles. Schoeller pauses for a moment, smiles, then says, "Wouldn't that make it difficult for you to get into your back seat?" Usually there is a long pause while the Mustang owner takes a second glance at the two-seat roadster, and then the barrage of questions begins. Find the answers to your questions at www.m1stang.com.

The Details
'65 M1stang
Owner: John Schoeller, Englishtown, NJ

Engine
1.8L inline four-cylinder
Dual overhead cam
16 valves/four valves per cylinder
3.27-inch bore, 3.35-inch stroke
Multipoint fuel injection
Jackson Racing supercharger
Approx. 180 hp

Transaxle
Five-speed manual
4.30 gears

Exhaust
Dual-tip GT system

Suspension
Front: Independent double-wishbone, racing springs, sway bar
Rear: Independent double-wishbone, racing springs, sway bar

Brakes
Front: Stock 10-inch disc
Rear: Stock 9.9-inch disc
Power assist with ABS

Wheels
Front: Stock Miata seven-spoke aluminum, 14x6
Rear: Stock Miata seven-spoke aluminum, 14x6

Tires
Front: Coker Classic red stripe, P185/60R14
Rear: Coker Classic red stripe, P185/60R14

Interior
Stock Miata black cloth, air conditioning, power windows, factory AM/FM cassette stereo, driver and passenger airbags, full instrumentation, intermittent wipers, console, chrome dress-up items, chrome rollbar

Exterior
'65 Mustang sheetmetal panels, custom fitted and welded to Mazda Miata substructureDuPont red basecoat/clearcoat paint by Stacon Collision, St. Augustine, FL

David's Ford Mustang: "The Boss"

http://www.cardomain.com/ride/795893/1

The Ford BOSS 302 Mustang, built for model years 1969 and 1970, is named for its engine, a special purpose race engine.

In the 1960's, Ford was heavily involved in racing. The catch phrase was, "Win on Sunday, sell on Monday." In 1966 and 1967, Ford, with the help of Carroll Shelby and his Shelby-American company, raced Mustangs and won the Sports Car Club of America (SCCA) Trans-American (Trans-Am) Sedan Racing series.

General Motors' Chevrolet division introduced their Camaro Z/28 to compete with the Mustang in the 1967 model year. Not only did Camaro compete on the street and in the sales showrooms, it competed in the Trans-Am series as well. In 1968, Camaro won the series championship. It was a dismal year for the Mustang. Mustang's failure to win the 1968 championship was blamed on a new engine known as the "Tunnel-Port." For 1969, Ford had to do something to win back the Trans-Am championship.

Actually, something was already being done even before the 1968 Trans-Am race season started. Ford was in the process of developing a new 351 cubic inch engine known as the "Cleveland" for 1970. It was so named because it would be produced at the Cleveland engine plant instead of the Windsor engine plant. Someone in Engine Engineering came up with the idea of putting the Cleveland heads on the Tunnel-Port block. It was tested and the results were good enough to continue development of the new 302 cubic engine as the Tunnel-Port started to show its shortcomings.

One part of the SCCA rules stated the manufacturers had to sell what they raced. It was Larry Shinoda, a former GM stylist, now working at Ford who created the car's unique styling and came up with the name BOSS 302 for the car and engine that would go into production so Ford could race it in 1969 and 1970. The BOSS 302 was offered in the 1969 and 1970 Mustang and the Mercury Cougar Eliminator as well. The Eliminator was also styled by Larry Shinoda.

Ford came close but didn't win the Trans-Am title for 1969 with the BOSS 302 Mustang. The BOSS 302 Mustang did win the Trans-Am championship in 1970 and entered the history books.


I purchased this Boss 302 from my older brother in April of 1982 when I was 19. I knew the car was different but didn't know the whole story. Luckily, for me and the car, I didn't do any permanent damage to it in my younger years. After sitting in aircraft hangers, barns and back yards for around 17 years I was finally able to do the car justice.

I started the restoration in May of 2001, it took 2 years and 9 months. All work was done by me, the only out side service I paid for was the media blasting, engine machine shop work (I did the engine assembly) and after I rebuilt the differential I had a local race shop set up gears.

Hope you enjoy the photos.

If you don't want to know the truth about your car don't have it media blasted.

After months of sheet metal and body work it's ready for paint.

I took each piece of the rear axle down to my basement and assembled it over the winter, then in the spring I had a hell of a time getting it out of the house.

I did have enough sense to build the engine in the garage.

Before

After

Optional Fold Down Rear Seat

The "space saver" spare tire was standard equipment for the Boss 302. The "tire inflator" bottle mounts on a bracket under the spare.

Nashville Tn., 40th anniversary of the Mustang

This is only the 19641/2 through 1979 cars...

16 Boss 302s line up for a photo at Nashville, I'm number 4 from the left

Tulsa, June 2004. It looked like we were going to get rained out, but the sky cleared, the sun came out and it turned out to be a beautiful day.

Kansas Speedway, Goodguys Midwest Nats Sept. 2004. Even at a slow 70 mph (event officials kept the speed down) on the speedway it was still a rush.

Carlisle, Pa. June 2005, 1st Boss Nationals.

This was a historic event. Never before has there been so many Boss powered cars gathered in one location.

1969/1970 Boss 302s, 1969/1970 Boss 429s, 1971 Boss 351s and 1969/1970 Cougar Eliminators, they were all there at the Boss Nationals.

Legendary race cars, # 16 driven by George Follmer. Fast Eddy's Boss 429 powered Maverick.

The black and gold 1969 Boss 302 built for Smokey Yunick. Taska Ford's 1969 "Super" Boss 429.

Quarterhorse, 1 of 2 built. I've heard stories about the Quarterhorse but never seen one until the Boss Nationals. The Quarterhorse is a 1971 Mustang. The body shell is a 1970 and it has Shelby like styling, it's powered by a Boss 429.

September 2006 - On my way to Birmingham Al. for the 30th anniversary of the Mustang Club of America I had the opportunity to take my Boss 302 back to the dealership that sold it new on January 12th 1970, Vogler Ford in Carbondale Ill. They built a new store at a different location but still own the original property. The original building was built in 1928 and in 1929 the dealership opened for business.

I couldn't pass up the put the photo op with a Grabber Orange 2007 GT.

1966 Ford Mustang Convertible - Phillips' 66

www.mustangandfords.com

Tom And Cheryl Phillips Practice The Fine Art Of Internal Combustion With A Hot Convertible Mustang

Tom and Cheryl Phillips bought this '66 Mustang convertible 20 years ago as a special birthday gift for their 16-year-old son. Two years into ownership, he decided he wanted a pickup truck instead. They took the Mustang back and planned a restoration they could call their own.

The timing was just right. Tom had just finished a '48 International KB-2 pickup truck-probably what inspired his son to want one. His inspiration came from his experiences with the International truck. He was hell-bent on doing this one in world-class fashion.

Because this was a garden-variety 289 two-valve convertible, Tom wasn't concerned about originality. He took it down to the bare body, media-blasting it inside and out. A lot of sheetmetal work followed; both quarter-panels were replaced along with the hood, front fenders, and more. The body was worked and massaged to prepare for liberal doses of RM Diamont basecoat/clearcoat in Twilight Blue Metallic, an '88 Ford color. The engine compartment was also painted the body color to create a striking surrounding for the 289ci mill.

Tom got serious about the car's running gear after the bodywork was wrapped up. The original 289 V-8 needed freshening. He bored the block .030-inch oversize with forged pistons and went with a hotter-than-stock hydraulic flat-tappet camshaft, which made the car a ready-to-go-anywhere driver. Great fun for a Saturday night cruise, we think. Good for tire-smoking antics at the appropriate time as well. On top is Carter's #9637 AFB carburetor yielding 625 cfm. Scavenging the hot gasses are Hedman ceramic-coated long-tube headers. We like the Mallory Unilite distributor and MSD coil, which give the engine room a period look from the good old days of traditional hot-rodding.

Because Tom couldn't envision himself motoring along with the Mustang's original C4 slushbox, he opted for something a little more fun: a vintage Borg-Warner T10 side-loader four-speed transmission coupled to the car's original 2.80 conventional 8-inch rear. Those modest gears make the car good for cruising because it's easier on fuel consumption. While it isn't Overdrive, it's as close as you can get without a late-model transmission swap. Those old 2.80 highway cogs in an 8-inch chunk keep the revs down on the open highway.

Fuel consumption hasn't been much of an issue since the '70s when a lot of us were sitting in gas lines and witnessing big increases in gasoline prices. We're revisiting these issues again in 2006 as fuel prices and availability come into question. When building a classic Mustang for cruising, most would seek ways to improve range like Tom did. On the open road, Tom's Mustang probably gets a solid 18-20 mpg with these gears, which isn't bad when gas is courting three bucks a gallon from coast to coast.

While Tom had his tools out, he covered the chassis and brakes to make the drive safer. The Bendix power-steering system was completely replaced to make things safer and more reliable. The complete four-wheel drum-brake system was rebuilt and performs decidedly well for the technology involved. A rule of thumb with drum-brake systems is to go with all-new components from the backing plate out to achieve exceptional performance without the high price tag of a disc-brake system. These are Center Line 16-inch Cobra wheels wrapped in Toyo Prowlers for a wide paw print (or is that hoofprint?), improving handling by giving Tom a better contact patch with the road.

Tom takes a lot of pride in what he has accomplished with his restorations. Aside from the bodywork, which was farmed out to the appropriate talent, Tom tackled this restoration himself with help from Cheryl; his sons, Tommy, Chris, Dan and Tim; and Bel-Kirk Mustang in the Seattle area. It took Tom 4-1/2 years to build his dream Mustang, which, by the way, was inspired by owning a brand new Mustang in 1964. That original Mustang classic is gone today, but Tom never forgot the experience-and didn't miss out on the opportunity to do it all again.

The Details

1966 Mustang Convertible
Owners:
Tom And Cheryl Phillips, Medina, Wa

Engine
289-Ci Ohv V-8 4.030-Inch Bore, 2.870-Inch Stroke Nodular-Iron Crankshaft, Forged I-Beam Connecting Rods, TRW Forged Flattop Pistons, Carter AFB 625-Cfm Carburetor, Stock Cast-Iron C6AE Manifold, Ceramic-Coated Hedman Headers, Mallory Unilite Ignition, Hydraulic Flat-Tappet Camshaft

Transmission
Borg-Warner T10 Four-Speed

Rearend
8-Inch 2.80 Gears

Exhaust
Hedman Long-Tube Headers, Flowmaster 2-1/4-Inch Dual-Exhaust System

Suspension Front:
Stock Spring-Over Upper Arm Rear: Stock Leaf Spring

Brakes Front:
Stock Drum Rear: Stock Drum

Wheels Front:
Center Line Cobra, 16x7 Rear: Center Line Cobra, 16x8

Tires Front:
Toyo Prowlers, P205/55R16 Rear: Toyo Prowlers, P225/55R16

Interior
Stock Black Vinyl Interior Five-Dial

Instrumentation
Clarion In-Dash Sound System With CD 250-Watt Amp, Two Boston Speakers, In Dash Custom Fiberglass Pods For Alpine Kick-Panel Speakers

Exterior
RM Diamont Twilight Blue Metallic Basecoat/Clearcoat GT Light Bar

Jason's Mustang Restoration Project - Engine Install Day(Part 4)

http://www.svs.com/users/zim/mustang/index.html

This is a set of photos showing the installation of the engine and engine accessories.

January 23, 2002

My Dad called me yesterday to ask if I could take the day off today and come to help them install the engine.

When I arrived, the transmission was still not finished, but it was getting close. The mechanic decided to just go ahead and put the engine in anyways, leaving the transmission for the next day or two.

Basically, this is just a step by step account of what we did, from hoisting the engine into position, to the addition of all the components needed to start it.

I also included the first good pictures of the underbody that I have been able to get. Notice that the shackle is missing from the passenger side leaf spring.

I bent the fuel line myself, replacing the one that had been spliced with a rubber hose. Everything else seemed to go together farily well.

I am amazed at how good it looks so far!

65 Mustang

http://www.geocities.com/motorcity/lane/6856/Mustang/history.htm

My 65 isn't a rare car as far as Mustangs go. It is not a matching numbers Shelby, but rather a common 1965 V8 coupe. I would rather modify my car and enjoy it than to worry about the "correct" way to restore it. I like the idea of applying new technology to older vehicles, and I enjoy interchanging parts between cars. So, I've decided to modify my car accordingly. What I have created is a 35 year old shell that enjoys many benefits of today's technology. I love pulling up to a stoplight and surprising someone who thinks it's just another worn out slug!

The Restoration

When I bought the car in '93, it was a basketcase. The trunk was absolutely filled with parts that hadn't been installed yet. The engine would barely run, and I can remember flames shooting out the carburetor! Through high school, I did my best within my limited budget to restore it to driving condition. My dad & I did the bodywork and painted the car. It was a great father & son project.

The Old 289

The speed bug bit. (Read: I lost a few street races) I had to go faster!

I rebuilt the 289, cammed it, ported the heads, rebuilt the C4, and slapped a good exhaust on it. With 2.80 gears, the car ran a 15.5 (with a rt of .978) in the quarter mile. I only took it down the strip once, and I didnt get a chance to try it with the 3.50 gears. I'm sure it would have been well into the 14's. The demise of this engine came about by mismatching valvespring retainers and rail rockers. The rail rockers wore ruts into the retainers and made them weak. The retainer eventually let go, letting the valve go down and meet the piston. The piston shattered, the block cracked, and the engine was basically trashed. Needless to say, I was disappointed. And being in college, I didn't have the funds to fix it.

The 5.0
It took a year for me to complete the 5.0 swap. It was well worth it.

I spent a couple of years shopping around for another powerplant. I ran a across a good deal when my friend
rolled his '94 GT. Can you believe everyone walked away from this car without so much as a broken bone? The input shaft is broken on the T5. But the motor is in good shape with only 57k miles on it. He said he had to turn the motor off after he finished rolling it! I didn't believe him until I checked the inertia switch, and it wasn't tripped.

This engine has mind numbing brute force compared to the old 289! It is truly awesome. The 289 really had to wind up before it was in its powerband, where this thing pulls from idle to redline. I can't wait to start driving it daily and really see what it can do.

Current Setup
Engine
- fuel injected 5.0 (stock 200 rwhp)
- No air pump or smog equipment
- EGR is functional
- 1 5/8" headers, 2 1/4" exhaust, 2 chamber Flowmasters
- Low accessory load - just alternator & water pump
- Electric fan
- K&N conical filter
- 130A alternator
- Advanced timing to 14 degrees

Drivetrain
- C4 tranny with shift kit & full manual downshift
- 8" rear end - 3.50 gears (might be swapped for 3.25's)

Chassis
- Stock 65 stang - 2800 lbs.
- Battery in trunk for better weight distribution
- Compact aluminum spare
- Competition Engineering subframe connectors
- Removed heater

Suspension & Brakes
- Emergency brake handle from '94 Stang (floor mounted)
- Front Disc brakes (graciously donated from 1970 Stang)
- 15x7 Centerline aluminum rims
- 225/50-15 Dunlop GT Radials
- Quick ratio manual steering

Appearance
- Polished aluminum rims
- Custom guage panel
- Removed horse and corral in grill
- Shelby side scoops (soon to be functional)

Safety
- Custom headrests covered in white vinyl to match interior
- 3 point shoulder belts
- Dual resivor master cylinder

Creature Comforts
- CD player (and yes I cut the dash)

Future Plans

Drivetrain
- locking rear end
- Aluminum driveshaft
- Driveshaft loop

Chassis
- collapsible steering column
- Springs, shocks, sway bar, negative wedge kit, and urethane bushings.
- power brakes (Geo Metro master cylinder)

Other
- Air conditioning
- 1996 Mustang Tangerine Orange paint