Dale Amy
November 1, 2007
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.