1967 Convertible quandary
01-02-2013, 07:06 AM
#11
2nd Gear Member
Thread Starter
Join Date: Jan 2009
Location: Iowa and Afghanistan
Posts: 249
The biggest problem I ran into was finding correct motor mounts. I think I went through 4 different sets and even then I really have to work on it to fit. I think it was the fact I didn't have factory 67 frame mounts. 67 had a specific bracket/mount that is not reproduced since it was a 1 year deal.
I also ran mid-length headers instead of shorties or longtubes and that caused complications with the equalizer bar conversion I had. That was only because I went with a T5 manual found in the fox bodies and I used a late model bellhousing instead of an early model one with a spacer.
Lastly due to my intake I had I ran into problems with my distributor seating and my air cleaner was extremely close to not allowing the hood to close. I had an old weiand intake and a HEI distributor.
I had a stock 8" rear, but if I remember right the explorer 8.8 actually has an offset pumpkin.
I believe you have to change a couple of things to make the C4 to bolt up, but I could be wrong since I only dealt with manuals.
I also did this on a budget which could have also complicated things. I did the swap when I was 18-19, so I couldn't spend the money to get everything correct.
I haven't dealt with a classic since March so I might be forgetting some things.
I also ran mid-length headers instead of shorties or longtubes and that caused complications with the equalizer bar conversion I had. That was only because I went with a T5 manual found in the fox bodies and I used a late model bellhousing instead of an early model one with a spacer.
Lastly due to my intake I had I ran into problems with my distributor seating and my air cleaner was extremely close to not allowing the hood to close. I had an old weiand intake and a HEI distributor.
I had a stock 8" rear, but if I remember right the explorer 8.8 actually has an offset pumpkin.
I believe you have to change a couple of things to make the C4 to bolt up, but I could be wrong since I only dealt with manuals.
I also did this on a budget which could have also complicated things. I did the swap when I was 18-19, so I couldn't spend the money to get everything correct.
I haven't dealt with a classic since March so I might be forgetting some things.
I will also be on the watch for intake manifolds that allow engine accessories that fit, IF I go forward on this. Or just get a V8 coupe.
I googled Ford AOD conversion and came up with some interesting links including video guides. Flex plate, torque converter, linkage and transmission cooler look like additional purchases, unless you get an engine/transmission already assembled.
01-02-2013, 09:55 AM
#12
2nd Gear Member
Thread Starter
Join Date: Jan 2009
Location: Iowa and Afghanistan
Posts: 249
Provided FIL hands over the keys soon, it looks like keeping the I-6 will probably be the plan of action. If so, I am still going to go with the CSRP brake kit, and the Classic Inlines Performance bolt on kit.
I'm going to try to chase after the corrosion without ripping it completely apart. Provided it is not too far advanced. Will have to get it on a lift, first thing and get the automatic centerpunch working.
I really don't need tons of performance; and I'll keep the hubcaps on to avoid anyone noticing the mixed 4 lug rear with the 5 lug front wheels.
It's a compromise as much grounded in family peace as my desire to have a Mustang. Once something lets go in the motor, though, it's game on for the V8 conversion.
I'm going to try to chase after the corrosion without ripping it completely apart. Provided it is not too far advanced. Will have to get it on a lift, first thing and get the automatic centerpunch working.
I really don't need tons of performance; and I'll keep the hubcaps on to avoid anyone noticing the mixed 4 lug rear with the 5 lug front wheels.
It's a compromise as much grounded in family peace as my desire to have a Mustang. Once something lets go in the motor, though, it's game on for the V8 conversion.
01-02-2013, 11:00 AM
#13
That must be a new thing they are doing. Last time I looked they didn't have any sort of performance kits. Probably costs an arm and a leg since they prize their parts. My grandfather has dealt with the owner of CI a couple times and says he acts like a know it all dick.
01-02-2013, 11:19 AM
#14
2nd Gear Member
Thread Starter
Join Date: Jan 2009
Location: Iowa and Afghanistan
Posts: 249
That must be a new thing they are doing. Last time I looked they didn't have any sort of performance kits. Probably costs an arm and a leg since they prize their parts. My grandfather has dealt with the owner of CI a couple times and says he acts like a know it all dick.
I'm looking for a carb conversion, headers and an electronic ignition.
Anyone have preferences?
01-02-2013, 10:33 PM
#16
I used the ignitor II and the DSII on my I6. The ignitor setup is a whole lot easier to wire up.
Now the CI header is a good part, I would probably buy that from them. My grandfather has it on his I6 he has in his 66 and I didn't hear any complaints about it.
A holley 2bbl might not be a bad choice for a carb. I had the Weber carb that CI sells, same style but I bought it for way less, and I had problems getting the air/fuel just right on it. It took a while, but I eventually got it to work right. Had to replace a few jets and a couple other components. I'm not sure how CI has theirs setup though.
I would check out www.fordsix.com if you are going to stay I6 for awhile. They were helpful when I had my 6cyl.
Now the CI header is a good part, I would probably buy that from them. My grandfather has it on his I6 he has in his 66 and I didn't hear any complaints about it.
A holley 2bbl might not be a bad choice for a carb. I had the Weber carb that CI sells, same style but I bought it for way less, and I had problems getting the air/fuel just right on it. It took a while, but I eventually got it to work right. Had to replace a few jets and a couple other components. I'm not sure how CI has theirs setup though.
I would check out www.fordsix.com if you are going to stay I6 for awhile. They were helpful when I had my 6cyl.
Last edited by 1slow67; 01-02-2013 at 10:41 PM.
01-03-2013, 06:23 PM
#17
2nd Gear Member
Thread Starter
Join Date: Jan 2009
Location: Iowa and Afghanistan
Posts: 249
I used the ignitor II and the DSII on my I6. The ignitor setup is a whole lot easier to wire up.
Now the CI header is a good part, I would probably buy that from them. My grandfather has it on his I6 he has in his 66 and I didn't hear any complaints about it.
A holley 2bbl might not be a bad choice for a carb. I had the Weber carb that CI sells, same style but I bought it for way less, and I had problems getting the air/fuel just right on it. It took a while, but I eventually got it to work right. Had to replace a few jets and a couple other components. I'm not sure how CI has theirs setup though.
I would check out www.fordsix.com if you are going to stay I6 for awhile. They were helpful when I had my 6cyl.
Now the CI header is a good part, I would probably buy that from them. My grandfather has it on his I6 he has in his 66 and I didn't hear any complaints about it.
A holley 2bbl might not be a bad choice for a carb. I had the Weber carb that CI sells, same style but I bought it for way less, and I had problems getting the air/fuel just right on it. It took a while, but I eventually got it to work right. Had to replace a few jets and a couple other components. I'm not sure how CI has theirs setup though.
I would check out www.fordsix.com if you are going to stay I6 for awhile. They were helpful when I had my 6cyl.
01-04-2013, 12:30 PM
#19
2nd Gear Member
Thread Starter
Join Date: Jan 2009
Location: Iowa and Afghanistan
Posts: 249
Maybe it's just age, or the fact that I've deified my former Mustangs.
Thread
Thread Starter
Forum
Replies
Last Post