It's not fair to lump this in with setbacks, but it's just one more thing that got tacked on to a build that creeped. The V8 obviously speaks "roar" and the inline 6 does not. The rear end needed to be replaced, so I used the rear end out of the donor car -- a 1994 Mustang GT. In 1994, the differential was four linked. There's not enough money in the budget to make it that way in the '67 Mustang, so I cut all the brackets off it and smoothed it out for leaf spring mount plates.
The original rear end needed to come out to make room for a V8 axle so I took off the drums and disconnected the parking brake cables. I also undid the u-bolts that were holding it onto the springs.
So I'm left with the leafs and shocks sitting back here. You can see the '68 'Stang in the next bay over through the wheel well openings.
After I set the weld in plates on the springs, I hoisted the shaved '94 rear end up there.
And, lastly.. the driveshaft is going to need to be lengthened just a little bit. And after I raise the transmission mount a tiny bit, the driveshaft won't scrape the tunnel bottom at full droop.
I have a feeling you're correct. The same number are present on this one as are on the 68 Mustang GT in the next bay.. but the 6 cylinder springs are thinner. Not by a lot, but I'm sure it matters. There's a whole list of things that need upgrading really..
I'm hoping to put all the parts on the workorder tonight and see what's left to order (tranny cooler lines, brake lines, fuel filter/possibly fuel line fittings) and see if there's anything left over on the budget. If not, I'll have to call him in for a quick chat about what will still need to be done and how big of a priority it is..
Brian Hobaugh SCCA National Tour June 2014
First Hemi 'Cuda Convertible Ever Built
Short clips: Goodguys Pleasanton autocross and pit videos
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