Howdy from Oklahoma!
02-15-2008, 07:43 PM
#1
Thread Starter
Join Date: Feb 2008
Location:
Posts: 32
Howdy from Oklahoma!
Hi folks,
I'm new to the forum and just thought I'd say HI. We are a true Mustang family with 3 of them in the corralnow. My daughter drives a 2001 coupe, my wife and I have a 65 convertible that we are doing a resto-mod to and we just bought a 2008 GT convertible. As soon as the new car shock wears off, I'm planning on doing some bolt on upgrades to the new convertible, and I'm sure I'll be picking the brains of the folks in the know here [sm=chattypair.gif].Looking forward to becomming part of the active community here!
I'm new to the forum and just thought I'd say HI. We are a true Mustang family with 3 of them in the corralnow. My daughter drives a 2001 coupe, my wife and I have a 65 convertible that we are doing a resto-mod to and we just bought a 2008 GT convertible. As soon as the new car shock wears off, I'm planning on doing some bolt on upgrades to the new convertible, and I'm sure I'll be picking the brains of the folks in the know here [sm=chattypair.gif].Looking forward to becomming part of the active community here!
02-16-2008, 12:37 AM
#4
Thread Starter
Join Date: Feb 2008
Location:
Posts: 32
RE: Howdy from Oklahoma!
I'll add some pics soon. Haven't taken any of the daughter's car or the new vert. The 65 is in pieces at the moment, in the process of doint a MAJOR resto-mod. So All I have is some old pics, and some in- process ones. Hoping to finish the 65 by summer (FINALLY!!)
02-16-2008, 02:11 AM
#5
Thread Starter
Join Date: Feb 2008
Location:
Posts: 32
RE: Howdy from Oklahoma!
I mentioned above that I was doing a resto-mod on our 65 convertible. For anybody who is interested, here is some info on the project:
The 65 Stang was always my wife's dream car, and she always wanted a convertible. We had a 66 coupe about 20 years ago that we did a mild restore to, but the car just didn't like my wife.Something broke almost every time she would get behind the wheel.
About 2 years ago wefound a 1965 convertible for us to restore. The car had been a garage queen for over 18 years, and still had a 1987 license tag on it. The body and frame are in great shape with almost zero rust. The car has great paint, a good interior and a new top. The engine on the other had was a goner. I decided to rebuild as a restomod rather than original (Numbers don't match anyway), and I decided to take"The Road Less Traveled" and do a build around the 200 I-6 rather than ripping it out and dropping in a small block V-8.
Here what I've gotten and done so far:
Block:
1979 200 out of a Fairmont
Block professionally remanufactured to my specs with the following components
Decked to zero, bored 30 over
Cast pistons (no need for forged in this application) with chrome molly rings
Shot peened and hardened rods
ARP main stud set and rod bolts
Clay Smith 264 112* single pattern cam
Billet dual roller timing set
New water, oil, and fuel pumps
Head:
D8 head milled 60 thousandths, ported and polished (home job)
Clifford port divider installed
Chrome under cut valves
Comp Cams springs with dampeners
4.0 V6 retainers & keepers
Clifford 2bbl adapter for Holley/Webber Carb
Holley/Webber 2bbl carb
New adjustable full roller rocker arm assembly
ARP head stud set
Cortco high compression head gasket
Ignition/Electrical:
New DSII dizzy professionally recurved for this specific application
MSD-6AL ignition controller
MSD Blaster coil
9mm HEI wire set
Chrome 100 amp altranator
Exhaust:
FSPP/Pacemaker dual out header JetHot coated in sterling
Breslin split bolt header fasteners
Flowmaster 50 series mufflers
Mustang GT exhaust trumpets (car has all GT trim including GT rear valance)
An X-Pipe will be manufactured during professional exhaust installation
Transmission/Clutch:
T-5 5 speed model 1352-199 out of a 1991 5.0 GT
T-5 conversion kit from Dark Horse Performance
3.03 bellhousing
Steeda Tri-axe Billet aluminum shifter
9†flywheel, clutch, and diaphragm pressure plate
Cooling:
New three core radiator
New heater core
All true stainless braided hoses
Hotrod style stainless overflow tank
3300CFM 16†electric cooling fan
Accessories:
Chrome Monti-Carlo bar
Chrome Export Brace
Pollished engine bolt set
Chrome altranator bracket
Chrome valve cover and billet aluminum cap
Chrome valve cover 'T' handles
Ball milled Billet aluminum breather
Chrome dipstick
Chrome oil filter cover
Chrome thermostat housing
NOS oil pan
We have also decided to go ahead and replace all of the wiring and brake components/lines. I'm installing front disc brakes and a dual res master cylinder with a vacuum assist.
The engine is basically done, and waiting to be reinstalled. I'm still looking for the right main and engine harness, and when I find it I'll have to modify the engineharness to work with the modern dizzy and MSD unit.
Hoping to have the wiring and brake work finished by late spring and the engine in, running and ready togo to the exhaust shop by early summer.
I'll tell you, this is one of those projects that keeps growing and growing as time goes on.But, the car should be awesome when it's done. As I go along I'll try to post some pics of my progress.
The 65 Stang was always my wife's dream car, and she always wanted a convertible. We had a 66 coupe about 20 years ago that we did a mild restore to, but the car just didn't like my wife.Something broke almost every time she would get behind the wheel.
About 2 years ago wefound a 1965 convertible for us to restore. The car had been a garage queen for over 18 years, and still had a 1987 license tag on it. The body and frame are in great shape with almost zero rust. The car has great paint, a good interior and a new top. The engine on the other had was a goner. I decided to rebuild as a restomod rather than original (Numbers don't match anyway), and I decided to take"The Road Less Traveled" and do a build around the 200 I-6 rather than ripping it out and dropping in a small block V-8.
Here what I've gotten and done so far:
Block:
1979 200 out of a Fairmont
Block professionally remanufactured to my specs with the following components
Decked to zero, bored 30 over
Cast pistons (no need for forged in this application) with chrome molly rings
Shot peened and hardened rods
ARP main stud set and rod bolts
Clay Smith 264 112* single pattern cam
Billet dual roller timing set
New water, oil, and fuel pumps
Head:
D8 head milled 60 thousandths, ported and polished (home job)
Clifford port divider installed
Chrome under cut valves
Comp Cams springs with dampeners
4.0 V6 retainers & keepers
Clifford 2bbl adapter for Holley/Webber Carb
Holley/Webber 2bbl carb
New adjustable full roller rocker arm assembly
ARP head stud set
Cortco high compression head gasket
Ignition/Electrical:
New DSII dizzy professionally recurved for this specific application
MSD-6AL ignition controller
MSD Blaster coil
9mm HEI wire set
Chrome 100 amp altranator
Exhaust:
FSPP/Pacemaker dual out header JetHot coated in sterling
Breslin split bolt header fasteners
Flowmaster 50 series mufflers
Mustang GT exhaust trumpets (car has all GT trim including GT rear valance)
An X-Pipe will be manufactured during professional exhaust installation
Transmission/Clutch:
T-5 5 speed model 1352-199 out of a 1991 5.0 GT
T-5 conversion kit from Dark Horse Performance
3.03 bellhousing
Steeda Tri-axe Billet aluminum shifter
9†flywheel, clutch, and diaphragm pressure plate
Cooling:
New three core radiator
New heater core
All true stainless braided hoses
Hotrod style stainless overflow tank
3300CFM 16†electric cooling fan
Accessories:
Chrome Monti-Carlo bar
Chrome Export Brace
Pollished engine bolt set
Chrome altranator bracket
Chrome valve cover and billet aluminum cap
Chrome valve cover 'T' handles
Ball milled Billet aluminum breather
Chrome dipstick
Chrome oil filter cover
Chrome thermostat housing
NOS oil pan
We have also decided to go ahead and replace all of the wiring and brake components/lines. I'm installing front disc brakes and a dual res master cylinder with a vacuum assist.
The engine is basically done, and waiting to be reinstalled. I'm still looking for the right main and engine harness, and when I find it I'll have to modify the engineharness to work with the modern dizzy and MSD unit.
Hoping to have the wiring and brake work finished by late spring and the engine in, running and ready togo to the exhaust shop by early summer.
I'll tell you, this is one of those projects that keeps growing and growing as time goes on.But, the car should be awesome when it's done. As I go along I'll try to post some pics of my progress.
