Dale Amy
November 1, 2007
This is where it all began: a $15,995 replacement body shell from Dynacorn International. It took several months, a huge shopping list of readily available aftermarket parts, and CDC's talented and motivated build team to transform it into what you're seeing on these pages.

By now, many of you are aware that California-based Dynacorn International has started stamping out new, complete '67 (and some '68) fastback replacement body shells under the licensing approval of Ford Restoration Licensing. This is creating quite a stir throughout the Mustang community, as folks begin visualizing how they might now be able to build the '67 Mustang of their dreams from an all-new sheetmetal foundation instead of a worn-out, rusty hulk. In this build-it-as-you-want-it vein, a number of Dynacorn unibodies have become the basis for a veritable fleet of diverse project fastbacks destined for this year's SEMA show in Las Vegas. These projects, crafted by some of the most respected aftermarket firms across the country, will range from comparatively mild to decidedly wild. They will only scratch the surface when it comes to the diversity of rides that can be created by revisiting the future of model-year '67. For these builders and interested enthusiasts, the only limiting factors will be imagination and budget.

Why did Dynacorn choose the second-generation body style instead of starting off with a '65 or '66? There can be no argument that the '67 and '68 models are sought-after classics in their own right. Perhaps more important, they were the first factory Mustangs with an engine bay of sufficient width to swallow a big-block. This fact will no doubt result in some creative "new" '67s, as the choice of potent Ford powerplants available these days-either in pushrod or overhead-cam form-far exceeds what the factory had on hand back in the day.

That brings us to our striking Brittany Blue cover car, one of a mild/wild pair of '67s from Classic Design Concepts in Novi, Michigan. The seed was planted when Ford announced the approval of the Official Licensed Product designation to Dynacorn. Immediately, everyone's thoughts turned to SEMA, and a quality builder was targeted by Ford Restoration to make the dream come true.

Perhaps best known for OEM-quality enhancements for Fox-and-up Mustangs, CDC is headed by George Huisman, a dedicated vintage Mustang/ Cougar guy of long standing. He just happens to be possessed with one of the finest senses of style in the automotive aftermarket. George is obsessed with getting the details right. This particular car-by far the more stock of CDC's two SEMA project '67s-was spec'd out by Ford Component Sales, yet it clearly illustrates George's eye for detail with what might be described as an "enhanced factory" appearance. Ford Restoration Licensing, a part of Ford Component Sales, is essentially the company's licensing caretaker, and most of the parts used on or in this vehicle comes from a Ford licensee. The rumor is, the company doesn't issue that sanction lightly, nor without due consideration of a supplier's quality standards.

At a glance, CDC's creation could easily be mistaken for a code 63B GT fastback, fresh off the '67 assembly-line, with only the sharpest eyes noting that its Styled Steel wheels are 15 inches in diameter instead of the original's 14s. Then again, the hand-rubbed finish is clearly (pun intended) unlike anything the factory was capable of applying in 1967. Just a step beyond stock was what was sought during this project, and the cornucopia of original-style parts flowing from the licensed aftermarket went a long way toward making it happen. Equally important were the skills and dedication of Classic's build team, who worked long and hard to bring it together in the nick of time for our photo shoot.

Not content to simply slap together a nonfunctional show queen, the crew at CDC took great pains to make this repro-GT as driveable and reproducible as it is handsome, with such amenities as power rack-and-pinion steering, power disc brakes on all four corners, and A/C from Vintage Air. Even so, the overall visual impression is that of a factory-fresh '67 GT miraculously recovered from a time capsule.

The finned-aluminum Cobra oil pan looks right at home as a period modification, though the steering rack and Tremec five-speed gearbox are far superior to Ford's '67 counterparts. In the end, it's all in the details. As you can clearly see, this chassis is detailed to the hilt.
In contrast to CDC's Flashback project (see sidebar), our feature '67's chassis could easily pass for a restored original, right down to the red-oxide primer. The short-tube headers in the exhaust system are likely the furthest departure from stock in this view. The fuel tank is also from Dynacorn, sized at 16 gallons. Larger tanks are also offered.
One of several structural enhancements on the Dynacorn unibody is in the seat area of the floorpan, which features double reinforcement humps over the transmission tunnel. On original '67s, these were a convertible-only feature intended to provide necessary additional stiffness. This is one example of where Dynacorn has chosen to go more robust than the original stampings, knowing that these new bodies will be subjected to power levels not even remotely contemplated in 1967.

That said, things have certainly strayed from originality under the louvered and turn-signaled hood. While the Dynacorn engine bay provides sufficient acreage for either big-block or modular (with shock tower modification) motivation, Ford Restoration opted for what might best be termed a big small-block for this project: Ford Racing's latest 347 Boss crate motor (M-6007-Z47), a 450-plus horsepower stroker now built around the ultra-stout four-bolt Boss 302 block. With Ford Racing's high-flowing Z304 aluminum heads and a pleasantly lumpy (0.580/0.602 lift and 232/240-degree duration) hydraulic-roller camshaft, we think this thing earns the right to wear its one-off "Boss 347" air-cleaner decal. In the spirit of the GT's period-retro theme, the long-block is dressed with an aluminum Cobra dual-plane intake and oil pan and topped with a 750-cfm Holley Street Avenger carb. Down-stream sits a thoroughly modern Tremec TKO 500 five-speed manual, feeding a Currie Nodular Sportsman 9-inch axle with 3.70:1 gears and a Detroit TrueTrac limited-slip diff. In all, it's a potent, yet thoroughly driveable, powertrain.

The front discs and their vented rotors are from Stainless Steel Brake Corporation, having notably better stopping power than a factory setup, but also small enough to fit behind the 15-inch Styled Steel wheels. Disc brakes are also found out back.

As with its exterior, there's nothing overly radical on the belly side. It has a suspension that, while certainly upgraded in hardware and agility, reflects the same basic layout as the four-decade-old original. Ride height is about an inch lower than stock, and the 215/65R15 Goodyear Assurance radials are the right proportions to carry out the modern stock theme.

We're really taken by the blue and parchment interior combination. Once again, the overall approach doesn't stray far from a factory Interior Dcor Group look, though the reupholstered Fox-body GT seats and '65 Shelby-style rear seat eliminator add a discreet custom feel, as does the custom gauge cluster from Classic Instruments. Perhaps the crowning detail is the stock-style shifter topped with the black knob wearing a five-speed shift pattern. It's subtle, but effective.

If you've ever daydreamed about being able to ride the time-tunnel back to 1967 and custom-order a new '67 GT fastback, the means may now be within your grasp. You can "option" it with a drivetrain and other hardware far, far beyond those available the first time around.

Thanks to Dynacorn and the growing list of Ford licensed Mustang aftermarket suppliers, we're now able to construct a sort of full-scale version of one of those classic old AMT three-in-one model kits. You know, the ones where you could build it stock, custom, or wild. Just be prepared to bring a checkbook instead of pocket change.