whale392

Dang, you guys work FAST! I am still in the 'Parts Gathering' and 'In my head' mock-up stages!

Nice 2010 Jonathan, the paint and overall look capture the car well!

Niko, this has been an open-ended build CBP since june of 2011...........you are more than welcome to join in. The original CBP target date was what you have quoted, but was done away with in and by request from several members and by myself. Bring the FOXes, they have a home here.

Hey Mike, I grew up and built/drove mid-60s B-bodies. Now, I have 4 FOX Mustangs (owned 5 total), so I know EXACTLY where you are coming from (both in real and in scale!).

Hey Chuck, glad to see you got her dug out! I told you the SN95 chassis would be a good donor for this car, as they were similar in length in the real cars. Good to see it here and look forward to seeing what you do with it! I have two of these kits, one I am attempting to convert back into a semi-stock configuration and the other...........................................well, let's just say it has some fuelish issues it has to work out!

NOT a turbo, that is a centrifugal supercharger. By the pics, it is driven on the left side by either an encased gear drive or similar belt system. Now, before all of you get your panties twisted, I am NOT attacking John, so cool it before it begins. I am merely stating WHAT the power adder is.

Happy Birthday, Brothers! HooRah!

Yes it would, Chuck. Considering that the Lincoln rode on a longer FOX chassis, and the 1994-2004 Mustangs are longer/wider FOX chassis, it fits! Besides, it was designed and build from Ford as a FOX, so it fits from that standpoint. Whenever you are ready, we will be here!

One of the guys in our car club had (might still have, as I moved away) a 78 King Cobra II that was stock looking until you really looked at it.......then it was just awesome! He built a roller 302 into a 347 stroker, converted a carbed intake to SEFI with the Ford EECIV controlling it, a WC T5, aluminum driveshaft shortened to fit, a narrowed Lincoln MKVII LSC 8'8" disc rear with trac-lok/3.73s, Heidts big brakes set-up for the Mustang II IFS, and a set of the Lincoln MKVII LSC Speedline 16" Meshes with the center webs painted Gold. Dual exhaust all the way back, short-throw shifter, and a lot of trick suspension bits..............looked stock until you looked at it! And that little 'Baby Snake' flat-out FLEW!

This is true Dave. The reason I bring the CV up was the double-sump pan, making a 351-into-FOX swap easier. The CVs still had a cam cut for torque versus HP, and had the smaller E6 intake throughout their SEFI days. Those two factors pretty much relegated the CV 351 to boring taxi/LEO duty. Now, drop in a 302 H.O (as it shared the 351 firing order) cam, a better set of heads (E7TE or GT40-40P factory goods), and the 87-up intake and she started to come alive! Throw in some 1993 Cobra 1.72:1 roller rockers and go. However, due to deck height differences (9.5" for the 351 versus 8.2" for the 260/282/302), you would need a different header OR use the 1993 mustang Convertible motor mounts to drop the engine 3/4" in the chassis and still have to finagle the 302 headers in. SEFI 351 lowers were pretty much only the GT40/Lightning piece or the 'truck' square-port set-up (great for an aftermarket upper/box-type intake set-up). Chuck, funny thing about the 2.3........it was designed as an implement/field pump drive to begin with. Early blocks had material issues that caused it to get a bad name. When Ford did the RF- castings and subsequent 1979-up castings, they used better materials and cured the cylinder tapering issues. Later turbo blocks are easily identified by the oil return boss cast/drilled on the passenger side center of the block. As far as I have found, the 2.3L LIMA block was used in the North American market only (Canada, States, Mexico).

Stephen, cool subject for a build. My sisters first car was an 84 Daytona, pretty used when we got it. Dad bought it from the dealership he worked for, they took it in on trade and were just going to wholesale it. Dad thought it would be a good first car for my sister. Once they got the car back to dads bay, he popped the hood to put a battery in it........and here sits a tubular header! Got looking at it, and the carb had been reworked with larger needles/seats/jets. Dad got it fired up and it idled with a lope. Someone had a cam ground for it! Look into the head and there were machine marks where the ports had been played with! Man, sis got a cool car! It was FAST for what it was, and she beat a lot of the unsuspecting boys with it. Her boyfriend later totaled the car, but dad kept the drivetrain out of it. I am watching this build with fondness!

Follow through Chuck! Do it, you know you want to! Being open-ended, you have time to plot, scheme, connive, and weasel your way into building it!

Let's look at that Scorpio, Chuck. In Europe, it could have the 2.0L Cossie based powerplant, but was saddled with the 2.3L non-turbo here. The XR4Ti here got the 2.3L turbo, in England/Europe it got the 2.0L Cossie mill. Europeans WERE NOT getting the bigger engines.

Roger, as I stated earlier, the first time the COBRA (read: not COBRAII) name made it to the Mustang nameplate was 1979. I know well the CobraII and King CobraII monikers, so do not try and lecture me on them. You are stepping into my area of cars. They also made a Mach1 version in those years (74-76 if memory serves me right) and it was just a sticker package. As to FOX engine choices; 2.3na, 2.3Turbo (both draw-through carb and EFI), inline-six, 4.2L V8 (80-81), 2.8L V6, 3.8L V6 (83-86), and carbed/cfi/SEFI 5.0s FROM THE FACTORY. 5.8s never made it into production FOXes as they would not clear the stock hoods. Now, the Crown Vic got the 351s for police duty, and can be used in a FOX (because of the double-sump pan). Also, 88 Cali and 89-later SEFI MUSTANGS went Mass Air, while the 5.0L Vics, Birds, and Lincoln MKVIIs stayed Speed Density. As to the 'Special Overseas Export' garbage.................yes things have been done to appeal to European markets. BUT, most times, we had our cars adapted to fit European tastes (See the SVO). Funny that it didn't get a big engine, and instead was fitted with a 2.3L Turbo4. Why? Weight, balance, and fuel economy. Ford Europe had the Focus RS, a 2.0L Turbo Zetec car that NEVER made it to America. So why would America make a special 5.0L T-Bird for Europe when we were getting the 3.8L Supercharged to fit European tastes? Sounds a little dumb in that light doesn't it? As to the battery location: Ford did some weird things with these FOX cars. My 83 GLX V6 is on the drivers side, my 84 TurboGT 4cyl is on the drivers side, and my 86GT is on the drivers side. Somewhere in the 82 year, Ford moved the battery from the passenger side to the drivers side, but not on all models. The GTs had the Dual-snorkel air cleaner, and so the battery could be on either side (look at any 82-93 FOX and you will see two round holes, one in each fender apron. This was for the Dual-snorkel set-up). The 83-84 Turbo4 cars drew air in from the passenger fender apron (the hole on the drivers apron will be plugged on all 83-up cars) and for the reason of air cleaner clearance, the battery was moved to the drivers side. Now, the SVO had the same arrangement as the TurboGTs, so again drivers side battery. The CFI and Carbed cars could draw from either side, but more often that not were from the passenger side. Once 1986 SEFI hit, all Mustangs drew from the passenger side. Interior for the 84 Annys was one color...........Red. It was to correspond with the Red decaling on the White car. Also, the Annys got the SVO treatment as to the thin body moldings as well.

Dang, Zipper. That looks EXACTLY like my 1991GT 5.0/5spd! She now has 273,000+ miles on the original drivetrain, but I have since converted it to 5-lug and 1996 Cobra wheels.

5.0L were cheaper, less hard on parts, and less complicated to work on. Same reason many SVOs lost their sexy 2.3T.

Honestly...............2, and that is stretching it. One AA/FC body car, and one chassis research bar car (but even that was a longer chassis than the DD kit). Honestly, I see a lot more Tony Nancy, Ivo, and Hippie Hemi/Hemis-Phere/Ramcharger/Garlits builds here. Dads' car was a 150" car built by Logghe Stamping from a Chassis Research bar. It wore a 23 'T' roadster pick-up body later in life and ran in the AA/FR and later A/GR classes. Then dad got it and it was a weekend bracket/comp eleiminator car. Added: this is dads car in 1976-77....before the accident that destroyed the engine/floorpan/dads left leg. , , . As you see in the pics, the rollbar area is a Chassis Research bar, and the front rails (firewall forward) are smaller diameter tube. The car was built in 1964 as a 120" car, and in 1965 it was stretched to 150".

And since I have a feeling that a 'prove you own it' is coming................ , , This car is an early-84 production car, with every option available at the time (included was the customer-requested/Cars and Concepts fitted) sunroof. Originally Oxford White exterior with the Regatta Blue interior. 145HP 2.3L non-intercooled Garrett T3 .60-.63 turbo and the WC T5 trans, 7.5" trac-loc rear, TRX suspension/handling package..........

Rob, as an owner of a 1984 GT Turbo I can tell you how rare the Turbo4 83-84s are. In 1983, there were less than 500 GT Turbos built, and less than 4,000 84 GT Turbos. These cars ushered in SEFI and the EECIV system. I have an early-84 GT Turbo sitting in my garage, awaiting restoration. And less than 10,000 TOTAL SVOs for the 84, 85, 85.5, and 86 production runs.

C'mon Ron, as good as you are, you couldn't scratch a chassis for this?

Well Roger.............the Mustang Cobra line was from 1979-81, with the 82GT taking the helm as top performer. Then again in 1993, SVT, as a parting gift to the outgoing FOX Chassis line, birthed the 1993 Cobra and Cobra-R models. As to the Canadian Cobras.........they were actually badged as GT Cobras. But then again, who cares as they aren't the elusive 1-of-1 SC 5.0L

Looks good, Mike! Getting closer to a finished piece every day!

OK, since we have love for all of the other generations of Mustang going on, let's open our arms for the MustangII and its' derivatives! Let's have 'em in guys, give 'em some much deserved love (after all, if it hadn't been for the MustangII, all the hot-rodders of the 70s-80s and up to/including now wouldn't have a decent front end for their cars!). As with the other Mustang CBP threads going, this one will be open-ended so as to not exclude any who may want to participate after it closed. So build away and show/talk about them here!

To all of my fellow brothers and sisters (those who tread before me, and those who will carry the torch after I am gone) in the Armed Forces, HooRah and Happy Veterans Day. AD3 Emery USN 1997-2001 VAW-120

Stephen, the tires you have listed (225/45-18) are the ones that most guys use to replace the kit tires. Also, for a SERIOUSLY thin sidewall, I will use the 19" Ultra Low Profile tires and stretch them to fit the various rims. Nice '06 BumbleBee GT by the way. The article showed taking 1/16th" off both the front and rear springs to lower the car an appropriate amount. Jonathan, thanks for showing us what you did for the ride height. Rick has a good way to do it as well!