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Standard Equipment

There is absolutely no standard equipment at all! This superbly prepared FIA Spec Notchback Mustang race car has been stripped of everything that might add unnecessary weight and slow her down. She is a turn key car that is set up for 2 hour plus endurance races and she is road registered, MOT'd and taxed. Built to run in Period F (1962 to 1965) FIA Class CT10 Events she has the correct HTP Papers.

Additional Equipment

There is simply to much to mention in a list so please read our entire write up and description to get an idea of the lengths the builders have gone to produce a very competitive race car. The following highlights the most important: FIA 289Ci Ford V8 Engine, built by Cobra Automotive with Standard Cast Iron Headers, Quarter Master 10.5" Clutch, 4 Speed Top Loader Gearbox with Hurst Shifter, 9" Ford Axle with 3.50 gears and LSD, Full Stainless Steel Exhaust System with GT Exits at the rear and a pair of straight through racing pipes for un-silenced running, 6 Point Hauser Racecars Roll Cage, Kelsey Hayes Front Discs with Stainless Steel Brake Corporation Calipers, Brise 28 Gallon Fuel Tank (which will give two and a half hours running time) Koni Dampers, American Racing 5 Spoke Alloy Wheels with Dunlop 550 M Tyres.

Model history

Ford's design team launched the Mustang concept car in 1962 and although at this stage it was not meant for production it created such a stir that Ford decided that they should persue the concept and create a car for America's wealthy post war youth. Whilst Ford's designers worked tirelessly on their new baby the Marketing Department went into over drive working out exactly how they were going to target this new segment of the market. During the 18 months between concept and launch they came up with a number of names which included the Special Falcon, Cougar, Puma, Torino and even Henry's favorite the T Bird II before they finally settled on the all American 'Mustang’. On April 17th 1964 the Mustang tradition began with a price tag of just $2,320.96 it cost half as much as the Chevrolet Corvette. Just as Ford had earlier pioneered the production line with the Model T giving just one cheap choice the new concept was that the Mustang could be personalised straight from the factory. There were countless options available including 5 engines, 3 transmissions, 3 body styles and hundreds of trim and colour options. The power trains started with a 170 cubic inch inline six and went up to a 260 cubic inch V8. In 1967 the Mustang got its first redesign. The body work was made larger with wider arches and a higher roof line, the grille opening was enlarged and the side scoops were redesigned as two smaller scoops on each side along with a wider track and a redesigned boot lid and tail lights the Mustang took on a more butch stance. The engine line up was also changed the 6 cylinder was enlarged to 200 cubic inches and the largest V8 available was now 428 cubic inches! It was also in 1967 that Shelby started his long association with the Mustang as Ford launched The Shelby GT 350 and GT 500. Since 1967 the Mustang has gone through a further 8 revisions bringing the ultimate pose to young Americans for nearly 50 years

Exterior

Imported from California as a rust free restoration project this Mustang was completely disassembled and the body sent to Surface Processing in the West Midlands who use a unique chemical process to strip all old paint, under seal and general detritus from the shell before it was electrophoretically primed (If, like me, you have no idea what this means then follow the link and see how this is the ultimate process for preparing a shell before paint.) Once this was done the shell was fitted with a six point FIA spec Hauser Racecars Roll Cage and delivered to the paint shop who painted the car Sebring Red (or Orange to the rest of us) on the outside and Gloss Black on the inside. The bonnet and boot are held on with quick release split pins, the grills, trims, lights and re-chromed bumpers were then fitted and she is finished with a set of Matt Black Vinyl Daytona Stripes.

Wheels Tyres and Brakes

During the build the car was fitted with a new set of American Racing 5 Spoke Alloy Wheels which are 15 inches in diameter and 7 inches wide and are clothed in Dunlop 550 M Tyres. These are still in wonderful condition as you can see from the photographs. The hydraulic braking system similarly, is new and to FIA spec. The car has Kelsey-Hayes Front Ventilated Discs and Rear Drums, braided hoses all round and the front calipers are stainless steel items by Brake Corporation.

Engine and Transmission

This particular car has been built specifically for track use and as such has benefited from a 289 V8 by Cobra Automotive. The V8 has been built with a bore of 101.76mm and a stroke of 72.9mm. This engine produces 358 BHP with the standard cast iron exhaust and can be increased to 385 BHP with the tubular headers. The engine is feed by a four barrel Holley 650 CFM carb.  This amazing power plant is mated to a 4 speed Ford gearbox using a 3.5 : 1 gear ratio and a Limited Slip Differential.

Interior and Equipment

This interior of this car is totally stripped out. Everything from the seats, carpets and trim to the door cards and head lining have all been removed or replaced with discreet plates that cover where the big holes left by the lack of a glove box and radio! There is a full set of racing instrumentation by Racetech and Autogas and an aluminium fabricated box on the transmission tunnel which houses the switch gear for the wipers, horn, lights, starter and kill. There is a plumbed in Firesense FIA spec extinguisher and a Power Vamp Battery.

Road Test

Since its build the Mustang has not seen any significant use, it was put through it's paces at Silverstone where it produced times that would easily see it in the top ten of most series with a professional driver at the helm. The car is road registered and I have had the pleasure of giving it a short trip to the fuel station. Often these cars are pretty scary to drive as the clutch and brakes are heavy, the steering vague and the engine grumpy at low revs. By contrast this car is very well behaved. The engine idles well and settles down once warmed through and the clutch is light and precise. Extreme care needs to be taken with the throttle, you can steer it with the wheel or your right foot as there is far more torque than grip at low speeds! The brakes are to period specification and have plenty of feel and once aclimatised provide ample stopping power.

History File

The build file for this car is well over an inch thick and has copies of all bills, instructions for bespoke race parts and photos of the build. As previously mentioned there is a set of HTP Papers and current MOT and registration documents.