1967 Mustang Fastback Restomod For Sale
Vehicle Description
You are bidding on a highly modified 1967 Mustang fastback. I’ve owned the car since 1994, and due to health issues, it’s time to send her on to the next owner.
The body work was completed at a highly regarded shop in upstate NY – Highland Automotive. The work took about 9 months to complete, and includes fiberglass front fenders, hood, and nose, all block sanded to a very high standard before painting. The front fenders and rear quarters have been pulled out almost 3 inches, providing for good tire clearance on the lowered chassis. The rear quarter modifications are fiberglass on the outside, but all inner panel and inner fender work was executed in steel, resulting in a very strong and durable finished product. The car itself was stripped to bare metal before painting, and that was over 15 years ago. The proof of quality is in the longevity of the finished product, as it should be. Over $50,000 was invested in body work alone on this car.
Wheels are from Boze, in a 19x10 size out back, and 19x8 up front. Tires are 285/30/ZR19 out back, and 245/40/ZR19 in front. And no, they never rub.
The interior has been upgraded with custom finished orthopedic seats from Flo-Fit (now owned by Recaro), custom upholstery, custom door panels, and an upgraded sound system based on McIntosh amplifiers, MB Quart speakers, Kicker Solobaric 12” subs, and a Nakamichi 24/96 CD head unit.
The instrument panel is from Haneline, and includes a custom speedometer, tachometer, voltmeter, oil pressure gauge, and temperature gauge.
The engine is a 418 cubic inch stroked 351W, built to the following specifications:
Block:
1969 351 Windsor block, bored 0.030” with torque plates.
Deburred inside and out, polished lifter valley, notched for stroker crankshaft
Fitted with ARP main and head studs
Align honed, and decked for a 0.000” deck clearance
Fitted with DSS billet main stud girdle and DSS pro billet windage tray
Clevite bearings throughout
Speed pro HV oil pump / hardened oil pump drive
Milodon 8 quart pan and pickup
Billet harmonic damper
March billet pulleys and serpentine belt system
Custom Ross pistons
H-beam rods with 7/16” cap screws
Forged steel crankshaft
Heads:
AFR 205 heads, with:
8mm Bead Lock Intake Valve, 2.080"
8mm Bead Lock Exhaust Valve, 1.600"
Springs: 1.550" OD Solid Roller Dual Valve Spring – light spring pack for solid roller cams, matched to Crower camshaft
10° Steel Retainers
10° Bead Lock Valve Keepers
ARP 7/16" Rocker Studs
Adjustable 5/16" Guide Plates
Viton Valve Seals .600" O.D x .495" I.D
Hardened Valve Spring I.D Locator 1.550" O.D x .705"
Ductile Iron Intake Valve Seats 2.131" O.D x 1.680" I.D x .375" Deep
Ductile Iron Exhaust Valve Seats 1.650" O.D x 1.350" I.D x .375" Deep
8 mm Bronze Valve Guides .502" O.D x 2.100" O.A.L
Billet Fabrications fabricated and welded valve covers
Valvetrain:
Crower solid roller cam, model 290R:
Part #15459
Advertised duration intake: 290º Exhaust: 296º
Duration @ 0.050” Intake: 248º Exhaust: 252º
Lift Intake: 0.557” Exhaust: 0.546”
Lobe separation angle: 110º
Lifters: Crower “HiPPO” solid roller lifters, with a high-pressure pin oiling circuit machined into the lifter body to provide pressurized oil to the rollers at all times.
Smith Bros. custom pushrods
Competition Cams Pro Magnum steel roller rockers
Competition Cams stud girdle
Roller thrust bearing
Intake is an Edelbrock Victor Jr., port matched.
Carb is an actual Barry Grant Mighty Demon, 825 cfm flow rating.
Ignition is handled by a Mallory Unilite distributor, fitted with a melonized steel drive gear.
Accel Super Coil
Mallory Ignition Wires
Hooker Super Competition 1 ¾” headers, Jet Hot Coated.
2 ½” 304 SS exhaust system with stainless Ultra-Flo mufflers and X-pipe.
Edelbrock polished aluminum water pump and 4 core radiator.
Mallory electric fuel pump, billet filter housing, braided fuel lines.
Engine assembly was slow and meticulous, with all bearing clearances, ring clearances, and related tolerances individually checked and verified or adjusted before final assembly.
Transmission: Tremec 6 speed, updated with a Liberty billet 26 spline input shaft and a D&D Performance billet mainshaft (30 spline), and a UPR billet shifter.
Driveshaft is from Mark Williams, with 1350 u-joints, precision balanced.
The clutch is a double disc from Mcleod, and is mated to a billet flywheel.
The rear in this car is a slightly narrowed 9 inch, with a Strange Engineering 35 Spline 3rd member fitted with a Detroit Locker differential, and a Daytona billet pinion support. Axles are 35 spline, also from Strange. Housing ends are the late big Ford style, and the rear disc brakes are from Baer Corporation.
The rear suspension is from Global West, and includes their springs, Del-A-Lum bushings, and all associated hardware.
The front suspension is stock, so this is one area where the next owner should consider an upgrade. Everything is tight, but it does suffer from the factory design shortcomings. Steering is manual.
4 wheel disc brakes are power assist, with a complete vacuum booster and master cylinder combination from Master Power Brakes.
The car does have the original 1960s suspension design up front. I always wanted to upgrade to a modern front suspension but never got to it. It’s totally drivable, but a modern rack and pinion suspension would certainly improve the car.
That’s about it. I’m sure there’s more, but if you have any questions at all, don’t hesitate to ask. I have a stack of receipts several inches thick, along with instruction manuals for most of the larger upgraded parts, so those go with the car as well.
She’s also won a good number of trophies at local car shows, so she is a real crowd pleaser.
Again, I’ll try my best to answer any questions with a high level of detail. Good luck…
On Sep-25-25 at 07:22:48 PDT, seller added the following information:Additional Notes: The chrome trim, bumpers, etc. has all been powder coated black, not painted.
