Those wanting to get started in the vintage Ford hobby face a different market than we did ten years ago. It's getting more and more difficult to find first generation V-8 Mustangs that are good entry-level cars. The supply of unrestored convertibles and fastbacks is growing ever smaller, especially for those equipped with the desirable V-8 engine. Enthusiasts who own many of these Mustangs are interested in working on and making the most of their car, and they're not interested in selling. More and more it seems as if the $7,500 '65 fastback with a few rough edges for sale in the want ads of the local newspaper has become a $20,000 beauty listed in Hemmings Motor News.
Even the far more numerous hardtop models have gotten more expensive as the popularity of all vintage Mustangs just keeps going up and up. many folks are finding the only way to get into the game is to try and find a six-cylinder version in good shape. Very often this is the only affordable option for those looking for a convertible or fastback, with the value of the hardtops following closely behind. The good news is there are still many good deals out there on the small-engine version of the Mustang, and if the six doesn't float your boat then installing a V-8 is very doable. Much of what you'll need is available new. Other parts such as axle assemblies and front spindles aren't available new, but can be found at a reasonable price if you shop around. Let's look at the steps we took getting this '65 Mustang convertible ready for a 289.
1 Here's the underhood situation on our '65 Mustang project. We picked this up for a song compared to what a V-8 car would have cost us. The original 170-cube inline six-cylinder engine and C4 automatic transmission still reside there. The car was wired for several different aftermarket add-ons, such as cruise control and air adjustable rear suspension. These were removed straight away.
2 A V-8 conversion starts...
2 A V-8 conversion starts at the suspension. These V-8-type spindles should be installed as a first step on any V-8 conversion. Don't try and get away with using the smaller six-cylinder spindles with the V-8 engine. It's not worth the risk.
3 Although the control arms...
3 Although the control arms are the same for both six-cylinder and eight-cylinder cars, the coil springs are different. Replace the whole front suspension with new hardware. This new suspension hardware came to us from Mustang Country of Paramount, California.
4 The steering components...
4 The steering components for the straight-six and V-8 cars are quite different. The V-8- style drag link and pitman arm (shown here) are bigger and heavier than their six-cylinder counterparts. They will need to be accompanied by new tie-rod ends and sleeves.
5 Five-lug wheels are needed...
5 Five-lug wheels are needed for the V-8 suspension; as long as the five-lug conversion is needed why not convert to disc brakes in the process? The whole kit will bolt right onto the stock V-8 spindles, and you'll be adding a great deal to the operational safety of your car. You can buy this complete and excellent kit from Stainless Steel Brakes.
6 Buy a complete 8- or 9-inch...
6 Buy a complete 8- or 9-inch axle assembly from a local salvage yard. Look for one that specializes in used Mustang parts. We found this 8-inch axle from a '66 Mustang complete for $300. It has everything we need to get into the V-8 game, including the five-lug axles, brakes, and the strength required to stand up to a healthy V-8 engine.
7 Cooling requirements are...
7 Cooling requirements are a big consideration any time you dramatically increase displacement. Here, the original radiator core comes out of the car. It will be good to have it out of the way when the time comes to pull the engine, and now we'll be able to compare this unit to the V-8 part.
8 On the left is a new V-8...
8 On the left is a new V-8 three-row radiator from Mustang Country. The OE six-cylinder unit is shown on the right. As you can see, one important difference is the lower hose port is relocated for the V-8 engine. Both radiators have the built-in heat exchanger to accept lines from an automatic transmission.
9 In this photo you'll notice...
9 In this photo you'll notice another important difference. The additional core thickness on the new V-8 radiator is easy to see. It is needed to help radiate the extra heat created by more than 100 ci of additional displacement.
10 To avoid a horrendous...
10 To avoid a horrendous mess when we pull our old six-cylinder engine, we decided to raise the nose of the car as high as possible and drain the automatic transmission out the tailshaft housing.
11 To pull the engine and...
11 To pull the engine and transmission as an assembly, we must remove the transmission rear crossmember. We are going to be using an AOD automatic transmission behind the new engine, and so a different and specially made crossmember will be required. With the crossmember gone, we'll support the transmission with a floor jack.
12 The factory crossmember...
12 The factory crossmember will be replaced with this Mustang AOD custom-made unit from Mustang Country. The correct setback for the different transmission mounting boss location is figured into the new design. This makes the AOD installation in an early car a bolt-in affair.
13 It's easy to get at these...
13 It's easy to get at these six-cylinder motor mounts compared to those found on a V-8 equipped car. Here, the engine is loosened from the mounts in preparation for the big pull.
14 In this photo, the engine...
14 In this photo, the engine and transmission both come out of the car. We've got our straight-six hanging high on the cherry picker, which is extended for its entire travel. Having the front end of the car jacked up so far allows us to pull the engine and transmission as a unit rather than separately.
15 With our engine out of...
15 With our engine out of the car, we were able to remove the OE six-cylinder motor mounts. They are shown at the bottom of the photo and are comprised of two pieces--one for each side of the engine. The V-8 arrangement is seen at the top; four pieces are required to secure the engine to the car underhood. The new motor mounts are from Mustang Country.
16 The only other major concern...
16 The only other major concern was the difference in throttle linkages. The six-cylinder part is much longer and must travel down the right side of the engine to reach the carburetor. The shorter linkage (shown here) will service the V-8 engine in the original factory manner, except the kick-down mechanism used on the C-4 transmission won't be needed here. The new AOD transmission functions, including downshifts, will be governed by throttle position with the information transmitted to the transmission by cable. Hence, we may remove the kick-down arm from the throttle linkage for a clean installation. Check with us next time when our engine and transmission arrive. We'll be in good shape for our power train installation. One more thing to keep in mind is the use of the AOD transmission will require a slightly shorter driveshaft. Rather than shorten a 40-year-old driveshaft, we'll opt for a new unit to go along with the more powerful engine.