1968 Mustang Fastback Build Part 2 - Mo' Mustang Metal

...and removing their self tapping alignment screws as they go.

The fastback quarter-panel-to-roof-skin-seam was plug-welded first and then followed up with stitch welds for increased strength and to reduce panel flex when power is applied to the rear tires.

While we'll get into the complete inner structure installation next month, we did install the fastback roof structure's rear reinforcement at this time. This panel is not only what the fastback's headliner attaches to, but also the rear headliner header panel and is a major roof support member.

When the buzz and crackle of the MIG welders had subsided, our coupe's transformation to a fastback was almost complete--with the outside of the body now looking like a fastback. Before the body shell can be sent off for its final round of mediablasting, all of the welds were ground down, as you can see here in this shot of the taillight panel.

The last new item to be installed on our body shell before heading out for blasting were the reproduction drip rails from Dynacorn. Ramon carefully measures their location, clamps them to the roof structure, and welds them into place. We thought of going with the shaved drip rail look, and we can still trim these back later before paint if we decide to go that route.

Using their two-post lift, Ramon, Jesse, and Ray fit their custom rotisserie...

...to the body shell for transport to the mediablaster's in the morning.

Dropping off the body shell the next morning at AR Custom Fab just down the street meant we had the fully stripped body back in just a few hours. The mediablasting gives the bare metal a perfectly clean finish that is a dull gray (there's no primer applied to the body shell in this photo).

While still on the rotisserie Len and Ramon went to task, fixing any small pinholes that are now visible, as well as stitch welding all critical areas for strength--torque boxes, framerails, outer rockers, and so forth.

Here's why mediablasting is so important on very rusty cars. Years of paint, undercoat, and other crud can hide small rust spots, pinholes, and metal cracks/fatigue. These small rust holes found on the firewall could easily have festered under moisture-laden layers of dirt and continued to weaken the metal and cause great problems years down the road. Now, it's simply a matter of a few minutes with the MIG welder closing these holes up or possibly making a small patch to replace the rusty area.

While Len and Ramon spent the better part of two hours stitch welding everything, Jesse worked our Dynacorn doorskins into place on the used door shells Drake had prepared for our project. Just folding over the skin's lip doesn't create a crisp line, so a little hammer and dolly work is required to shape the doors properly.

As many parts as are available to repair our Mustangs, there are still a few items that you have to reuse or create from scratch. The window glass channel, which runs parallel to the driprail, is created by hand at Drake Customs. Ramon uses a metal shrinker to create the proper shape of the channel.

Once Ramon has created the channels, he welds them into place and then grinds down the welds.

On original fastbacks, there's a stainless beauty cover for this area around the glass which fits between the body and the weatherstrip retainer (which is available in reproduction). Drake customs usually recommends to its customers to simply bodywork this area and paint it body color, but if you like the thrill of the hunt, you can try to find a set of the beauty covers or possibly fabricate your own from stainless sheet stock.

We finished up our day's work by plugging several holes in our original firewall. Since the modern 4.6L Three-Valve modular engine we're using is drive-by-wire, there's no need for a throttle cable hole or mounting holes for a mechanical throttle linkage. Welding this all up will make for a smoother looking custom firewall. Next month, we wrap up our major metal work with the Drake Customs inner structure, front inner fender aprons, and our Heidt's front suspension crossmember.