1967 Ford Mustang

Coupe

8 - Cyl.

Manual

000000000

Gasoline

This is a top shelf, highly prepared race car. It’s an eye-catcher, exceptionally fast, and highly predictable. I have owned this car for only a few short years, but I've loved every minute of it… This car was previously campaigned for a number of years in the Rocky Mountain Vintage Racing club here in Colorado. It has also traveled to numerous other vintage events in the Western US with the previous owner. This car is FULLY sorted out and ready to race today. A brief note about how meticulous this car is… I would love to take credit for building a race car of this caliber, but I cannot. It was built by the prior owner who is an aircraft mechanic for a major airline. No corners were cut. Only the highest quality parts, design, and fabrication were used. The details: This is a "Vintage Legal" car. Rocky Mountain Vintage Racing (our Colorado vintage club) is an extremely particular racing organization that insists on cars meeting the highest standards of authenticity and originality in order to pass "eligibility" (the strict process of verifying a car's authenticity). (to learn more see: www.rmvr.org ) Drive train: This is a 289 ci motor built from an A4 block (legendary strength) with ported/polished World Products WindsorJr heads (vintage legal). It has T&D competition shaft mounted rocker setup, 1.6 T&D roller rockers, brand new Isky double springs, Lunati custom grind roller cam, Lunati roller lifters and REV valves (1.94 intake, 1.6 exhaust) with Lunati titanium retainers. Extra-HD 4130 Chromoly .116" wall push rods. H-Beam Rods. Forged knife cut crank. ARP studs and fasteners. The sump is a Canton 8 qrt road racing oil pan. The engine was balanced and blueprinted. It has an RPM dual plan manifold with a Barry Grant carburetor (w/ Holly bowls). The spark is handled by an MSD box as well as an MSD billet distributor. Every part in this motor is 'best in class'. Exhaust system includes FPA coated headers with 2.5" exhaust through the X-pipe to SpinTech mufflers (During track events I was singled out on numerous occasions to be complimented on how well the car looked/sounded). The motor is mated (via a Lakewood scatter shield) to a freshly rebuilt (less than 4 miles on it) 4-speed Top Loader with new 2nd & 3rd gears. Rather than the old Z-bar clutch mechanism, this car has a hydraulic slave cylinder that operates the clutch fork. The clutch is a dual friction McLeod. The driveshaft is a Coleman Racing aluminum driveshaft. The rear end is a Currie Enterprises 9" differential with 31 spline Currie race axles. It's currently setup with 4:11 gears. One of numerous cool features that was built into this car was a small removable panel from the trunk section that accesses a custom filler cap on the top of the differential for easy filling. (there is a separate similar access panel for the transmission as well) The car: No expense was spared when this car was built. INTERIOR: The roll cage is a 8 pt cage that has been fully gusseted and cross braced (the additional 2 points brace against the firewall for added safety). It was built for complete safety, yet the interior of this car has ample room to drive. Being a tall driver (6'4") I often have a difficult time entering/exiting and generally fitting into race cars. This mustang however, fits me perfectly for a few reasons. The seat shelf was lowered 2" towards the floor and the seat tracks were lengthened back for the Cobra Imola 2. So not only can a tall driver fit in the car, but my 5'8" co-driver also fits very well (with the seat cranked forward). Visibility is superb through the front and rear Plexiglas. The Autometer Pro-Comp gauges are highly visible. There is even an ATL fuel gauge on rear deck lid visible while re-fueling. The Halon fire suppression system is ideally located within immediate reach (3 nozzles: engine, driver compartment, trunk). All the penetrations through bulkheads were all done with AN fittings. Also, the break/clutch pedals are a Tilton racing pedal set. The reservoirs are located in the engine compartment and a manual bias adjuster is located just below the shifter for simple in race adjustments. The pedal set is precise and smooth The shift light is pinned for 7200 rpm, which I maintained for engine longevity although this engine spins over 8000 rpm. The trunk area is fire-walled off, and fitted with a 16 gal. ATL fuel cell with double pick-ups. What's so amazing about this setup is the incredible custom filler system that the prior owner fabricated to mount the original style 67 Trans-Am filler cap for external fueling through the rear trunk lid (See photos). This was the signature trademark of the Terlingua Mustangs in '67 Trans-Am series (that they won). The custom stabilizing bracketry was meticulously machined and perfect… The engine is cranked over by a ultra-small/ultra-light "Bat" battery. If the battery were to ever fail sitting on the grid preparing for a race, there are positive/negative terminals run through the rear valance of the car (again see photos) that allow for a simple jump start. This is also a very light car weighing in around 2850 lbs. Cooling: This car runs very 'cool' compared to other equivalent cars in B-Production and A-Sedan classes. It has a dual oil cooler setup with one built into the radiator and a remote cooler located in the driver side headlight shroud. This produces tremendous oil cooling. On the hottest July race last year the oil temp never got above 215 degrees. The aluminum radiator maintained the water temp under 205 degrees. Suspension: The front suspension utilizes upper/lower control arms that have been boxed and otherwise reinforced. The key suspension points such as strut rods, lower control arms and tie rod ends were replaced with heim joints for maximum articulation without binding. Key front suspension elements also include: upgraded heavy duty spindles (they were originally a weak point on these cars) and adjustable 1" sway-bar, front springs are approx. 600lb and re-valved Koni shocks on all 4 corners. The rear leaf springs come from EPS (Walt and Chip Hanes shop). Walt was the 1966 BP Champion. He and Chip developed this narrow rear spring that has found its way onto the fastest vintage mustangs and falcons (www.eps-hane.com for more info). The front brakes are the large 12" Cobra Automotive vented (vane) rotors with Kelsey-Hayes 4-piston calipers, providing incredible stopping power that does not fade. The wheels are 4 Minilite 8x15 wheels (and included in the sale are 2 additional spares). The rubber is currently Goodyear Blu dots. Proof is in the lap times… At High Plains Raceway, Denver's newest premier track this car ran a 2:04:7 at my last event there (July 09). This is a respectable time and it was done on very used Goodyear Blue Dots. Surely a more experienced driver on fresh tires could do better. The fastest car that race weekend ran a 1:57:00, and it was Lola. The following are in car videos shot before I owned the car. So the motor in these shots was a lower output mexican 302 block motor *(_not_ the hi-po A-4 289 currently in the car)... and the exhaust sounds were prior to the installation of smaller SpinTech mufflers. The last video is from this car being raced at the Denver Grand Prix. http://www.youtube.com/watch?v=iu_zbuxTgc8&feature=related http://www.youtube.com/watch?v=t7LqcS_Yh8w http://www.youtube.com/watch?v=L2xOrgIaq2c&feature=related Please contact me with questions. This car has no rust. This car is obviously not street legal. As is often customary with race cars, the car was conveyed to me using a bill of sale, and I will convey it using a bill of sale. I absolutely hate to sell this car... but it deserves to go to someone with the time and resources to enjoy it to it's fullest potential.On Nov-30-11 at 10:33:19 PST, seller added the following information: This is a top shelf, highly prepared race car. It’s an eye-catcher, exceptionally fast, and highly predictable. I have owned this car for only a few short years, but I've loved every minute of it… This car was previously campaigned for a number of years in the Rocky Mountain Vintage Racing club here in Colorado. It has also traveled to numerous other vintage events in the Western US with the previous owner. This car is FULLY sorted out and ready to race today. A brief note about how meticulous this car is… I would love to take credit for building a race car of this caliber, but I cannot. It was built by the prior owner who is an aircraft mechanic for a major airline. No corners were cut. Only the highest quality parts, design, and fabrication were used.The details: This is a "Vintage Legal" car. Rocky Mountain Vintage Racing (our Colorado vintage club) is an extremely particular racing organization that insists on cars meeting the highest standards of authenticity and originality in order to pass "eligibility" (the strict process of verifying a car's authenticity). (to learn more see: www.rmvr.org )Drive train: This is a 289 ci motor built from an A4 block (legendary strength) with ported/polished World Products WindsorJr heads (vintage legal). This motor was dyno'ed at 509hp with 383 ft.lb's of torque (with a high flat torque curve coming on in the mid-3000 rpm range through the 7000s) (please see picture of dyno sheet). It has T&D competition shaft mounted rocker setup, 1.6 T&D roller rockers, brand new Isky double springs, Lunati custom grind roller cam, Lunati roller lifters and REV valves (1.94 intake, 1.6 exhaust) with Lunati titanium retainers. Extra-HD 4130 Chromoly .116" wall push rods. H-Beam Rods. Forged knife cut crank. ARP studs and fasteners. Aluminum flywheel. The sump is a Canton 8 qrt road racing oil pan. The engine was balanced and blueprinted. It has an RPM dual plan manifold with a Barry Grant carburetor (w/ Holly bowls). The spark is handled by an MSD box as well as an MSD billet distributor. Every part in this motor is 'best in class'. Exhaust system includes FPA coated headers with 2.5" exhaust through the X-pipe to SpinTech mufflers (During track events I was singled out on numerous occasions to be complimented on how well the car looked/sounded).The motor is mated (via a Lakewood scatter shield) to a freshly rebuilt (less than 4 miles on it) 4-speed Top Loader with new 2nd & 3rd gears. Rather than the old Z-bar clutch mechanism, this car has a hydraulic slave cylinder that operates the clutch fork. The clutch is a dual friction McLeod and McLeod three fork pressure plate. The driveshaft is a Coleman Racing aluminum driveshaft. The rear end is a Currie Enterprises 9" differential with 31 spline Currie race axles. It's currently setup with 4:11 gears. One of numerous cool features that was built into this car was a small removable panel from the trunk section that accesses a custom filler cap on the top of the differential for easy filling. (there is a separate similar access panel for the transmission as well)The car: No expense was spared when this car was built. INTERIOR: The roll cage is a 8 pt cage that has been fully gusseted and cross braced (the additional 2 points brace against the firewall for added safety). It was built for complete safety, yet the interior of this car has ample room to drive. Being a tall driver (6'4") I often have a difficult time entering/exiting and generally fitting into race cars. This mustang however, fits me perfectly for a few reasons. The seat shelf was lowered 2" towards the floor and the seat tracks were lengthened back for the Cobra Imola 2. So not only can a tall driver fit in the car, but my 5'8" co-driver also fits very well (with the seat cranked forward). Visibility is superb through the front and rear Plexiglas. The Autometer Pro-Comp gauges are highly visible. There is even an ATL fuel gauge on rear deck lid visible while re-fueling. The Halon fire suppression system is ideally located within immediate reach (3 nozzles: engine, driver compartment, trunk). All the penetrations through bulkheads were all done with AN fittings. Also, the break/clutch pedals are a Tilton racing pedal set. The reservoirs are located in the engine compartment and a manual bias adjuster is located just below the shifter for simple in race adjustments. The pedal set is precise and smooth.The shift light is pinned for 7200 rpm, which I maintained for engine longevity although this engine spins over 8000 rpm.The trunk area is fire-walled off, and fitted with a 16 gal. ATL fuel cell with double pick-ups. What's so amazing about this setup is the incredible custom filler system that the prior owner fabricated to mount the original style 67 Trans-Am filler cap for external fueling through the rear trunk lid (See photos). This was the signature trademark of the Terlingua Mustangs in '67 Trans-Am series (that they won). The custom stabilizing bracketry was meticulously machined and perfect… The engine is cranked over by a ultra-small/ultra-light "Bat" battery. If the battery were to ever fail sitting on the grid preparing for a race, there are positive/negative terminals run through the rear valance of the car (again see photos) that allow for a simple jump start.This is also a very light car weighing in around 2850 lbs.Cooling: This car runs very 'cool' compared to other equivalent cars in B-Production and A-Sedan classes. It has a dual oil cooler setup with one built into the radiator and a remote cooler located in the driver side headlight shroud. This produces tremendous oil cooling. On the hottest July race last year the oil temp never got above 215 degrees. The aluminum radiator maintained the water temp under 205 degrees. Suspension: The front suspension utilizes upper/lower control arms that have been boxed and otherwise reinforced. The key suspension points such as strut rods, lower control arms and tie rod ends were replaced with heim joints for maximum articulation without binding. Key front suspension elements also include: upgraded heavy duty spindles (they were originally a weak point on these cars) and adjustable 1" sway-bar, front springs are approx. 600lb and re-valved Koni shocks on all 4 corners. The rear leaf springs come from EPS (Walt and Chip Hanes shop). Walt was the 1966 BP Champion. He and Chip developed this narrow rear spring that has found its way onto the fastest vintage mustangs and falcons (www.eps-hane.com for more info).The front brakes are the large 12" Cobra Automotive vented (vane) rotors with Kelsey-Hayes 4-piston calipers, providing incredible stopping power that does not fade.The wheels are 4 Minilite 8x15 wheels (and included in the sale are 2 additional spares). The rubber is currently Goodyear Blu dots.Proof is in the lap times… At High Plains Raceway, Denver's newest premier track this car ran a 2:04:7 at my last event there (July 09). This is a respectable time and it was done on very used Goodyear Blue Dots. Surely a more experienced driver on fresh tires could do better. The fastest car that race weekend ran a 1:57:00, and it was Lola.The following are in car videos shot before I owned the car. So the motor in these shots was a lower output mexican 302 block motor *(_not_ the hi-po A-4 289 currently in the car)... and the exhaust sounds were prior to the installation of smaller SpinTech mufflers. The last video is from this car being raced at the Denver Grand Prix. http://www.youtube.com/watch?v=iu_zbuxTgc8&feature=related http://www.youtube.com/watch?v=t7LqcS_Yh8w http://www.youtube.com/watch?v=L2xOrgIaq2c&feature=relatedPlease contact me with questions. This car has no rust. This car is obviously not street legal. As is often customary with race cars, the car was conveyed to me using a bill of sale, and I will convey it using a bill of sale. I absolutely hate to sell this car... but it deserves to go to someone with the time and resources to enjoy it to it's fullest potential.