Back in the 1960’s, Classic Mustangs were popular “ecomony cars” for their time. Forty years later, they may suffer from some electrical issues. Here are some items to check when troubleshooting your Mustang’s electrical problems:
- Turn signal switch (located in the steering column).
- Voltage regulator (located in the engine compartment).
- Condenser (located in the distributor).
- Small voltage regulator (located on the back side of the instrument cluster).
- Grounding wires (located under the dash).
- Grounding wire located on the back of the right hand cylinder head (this wire grounds to the firewall).
- All plugs and other connections.
Make sure to clean all of the grounding terminals with a quality spray corrosion inhibitor and clean every plug connection. You might also want to replace the parking and marker lights and sockets. Replace all under-dash bulbs regardless of appearance. Check all of the connection points for continuity. You might also want to replace the flashers. When it’s time to hook up the battery, make sure the ignition key is in the “off” position while the battery is being hooked up. Failing to do so can overheat the ignition wire from the starter solenoid to the ignition switch.
If your wiring system has seen better days, check with FastbackStack, LLC and see if a better one is available.
All automatic C3, C4, C6 FMX as well as Ford Top loader 3 speed, 4 speed and peanut 3 speed manual transmission bellhousings are casted with a Ford factory casting number, followed by a date code.
To find the date code, you need to remove the bellhousing from the transmission. The date code is located on the back side of the bellhousing. Look for a small circle with a number in it. For example 64, 65, 66 and so on. A series of very small bumps appears around the number in a circle. Each bump numerically represents one month of the year. A 68 with 4 bumps is decoded April 1968. 11 bumps would be November 1968.
Decoding Tip: Most cast aluminum engine and transmission parts, as well as brackets, are decoded in this same manner.
The D Code 289 Mustang engine with the Autolite 4 bbl carburetor is a rare engine. It was only offered as an option in 1964 1/2 Mustangs dated March – September of 1964. Some of the characteristics setting this rare engine apart from other early V8’s include:
- The air cleaner decal was black, white and red in color (rather than black and orange). It read “289 cubic inch 4-V premium fuel”.
- The timing chain cover had three variations: 1. an oil filler neck; 2. a hole for an oil filler neck with a plug in it; 3. no oil filler neck or oil filler hole.
- All D Code engines used an aluminum water pump.
- D Code 289’s used an Autolite 4100 4V 1.08 Venturi carburetor.
- D Code 289’s had 5 bolt holes for attaching the bell housing (later engines had 6 bolts).
- Early D Codes utilized a generator and later D Codes utilized an alternator.
Most 1964 1/2 and 1965 Mustangs equipped with power steering utilized the Eaton-style power steering pump. The 6 cylinder models used different brackets, but still used the same Eaton power steering pump. These 6 cylinder models also used a different center link and control valve.
In the middle of the year 1966, use of the Eaton power steering pump had been phased out. The Ford-built power steering pumps then made their way to the assembly line and replaced the Eaton pumps. These Ford pumps had a large filler neck (about 1 1/2″ diameter) and were only used for about one year. Ford then changed to the Ford pump with the narrow filler neck. These narrow necked pumps were commonly used on 1967, 1968, 1969 and 1970 Mustangs and Cougars.
The Boss 429 engine was designed and used in 1969 and 1970 Mustangs. Ford had to produce at least 500 Mustangs to qualify for the NASCAR Grand National Racing. Virtually all of the parts on a Boss 429 are unique. Here are some of the characteristics:
- The spark plug holes are in the center of the cylinder heads.
- Boss 429 heads require a very rare, one of a kind, valve cover.
- Boss 429 had two different length rocker arms.
- Boss 429 heads had crescent shaped combustion chambers.
- The exhaust manifold was unique.
- There was a special oil filter and fittings for an optional drag pack external oil cooler.
- The air cleaner had an extra long snorkel to bridge the very wide intake and cylinder heads.
- Used a Carter fuel pump, part number C9AZ-9350A.
- Used a Rev. Limiter, located on the left hand fender apron. The Rev. Limiter was set at 6150 RPM.
- The Autolite battery was relocated to the trunk on the passenger side to better distribute the weight.
- The spare tire was moved to the driver’s side.
- The Boss 429 required a Big Block FoMoCo radiator, part number C8ZZ-8005-C.
All Windsor engines were manufactured at the Windsor plant in Ontario, Canada. The following is a list of Windsor style engines:
* 221 V8
* 260 V8
* 289 V8
* Hi Po 289
* 302 V8
* 351 W
The first 351 Windsor was first available in 1969, with either 2V or 4V induction. The 4V induction was not offered in 1970. The 2V Windsor and the 2V and 4V Cleveland were offered in 1970.
The engine code for 351 Windsor was “H” for a 2V and “M” for a 4V. The 351 Windsor has a 4.00 inch bore and a 3.5 inch stroke. The same is true for a 351 Cleveland. The 351 Windsor connecting rods are longer than the 351 Cleveland rods.
The 351 Windsor looks similar in appearance to a 289 or a 302, but the 351 Windsor has a wider intake and taller cylinder heads.
The Ford heavy duty top loader 4 speed transmissions were, and may still be, the toughest and most reliable manual transmissions ever built.
How have they changed over the years?
The early (1963, 1964) top loaders had a small input shaft with 10 splines and a 15/16″ diameter. The output shaft on these early transmissions had 25 splines.
In 1965, these early 4 speeds were upgraded to a 28 spline output, while the input remained the same.
During the 1967-1968 era, Ford had to come up with a strong, bullet-proof 4 speed for NASCAR competition. This became the NASCAR Big Block 4 speed transmission and it had an input shaft with a 1 3/8″ diameter and a 31 spline output shaft. A select few of these transmissions were used in NASCAR grand national racing.
The NASCAR transmission was also used in 1969 and 1970 Boss 429 cars.
Vintage Mustang Windshield Wiper Motor Assembly Information
- 1964 1/2 and 1965 Mustangs used a single speed wiper motor assembly.
- 1966 Mustangs used a two-speed wiper motor assembly.
- 1967 and 1968 Mustangs used a two-speed wiper motor assembly. The operation switch was relocated to the instrument cluster.
- 1969 and 1970 Mustangs also utilized the two-speed wiper motor assembly with the optional (and rarely seen) intermittent wiper delay system.
In 1970, Ford began installing Hurst High Performance Shifters on Top Loader 4 Speed Transmissions. Hurst shifters were mainly used in special edition high performance models. These high performance models included the Boss 302, Mach 1, 428 Cobra Jet, 429 Cobra Jet and I believe even the Boss 429 manual transmission model.
These Hurst Shifters were offered as an aftermarket upgrade to the stock Ford shifter. They featured quick shifting, short throw shifters that were used with Ford heavy duty shift linkage. This combination achieved a quick shift engagement.
In 1971, 1972 and 1973, the Hurst shifter was used in the Boss 351, 351 CJ, 351 SCJ, and 351 Cleveland H.O. high output engine.
Scrapping a Shelby Mustang?
A good friend of ours owns the “003” Shelby Mustang, which happens to be the 1st street Shelby (“001″ and “002” were race models). We received this great email and photo from him and are reprinting it with permission.
As a response to the current political and economic changes in the U.S. within the past year, I thought I should do my part in evaluating my carbon footprint as well as thinking it may be worthwhile to turn a slight shade of “green”. So I took 003 to the emission testing area on Monday morning, it is a very short drive from my house, so the car had only been on the road for a little more than 5 minutes. A blast on I-5 for a few miles may have suited the car to run better, but at 9:00 in the morning I thought the traffic would be pretty congested. When I entered the vehicle emission testing center, I could read one of the attendant’s mouth saying, “What the #&^*?” That alone was worth the price of admission. With nearly straight side exhaust pipes, people are aware you have arrived ………from a couple blocks away. Thirty years ago, I would have liked the attention, now I don’t want it, but look what you are driving on the street. I was thinking/hoping the car would fail horribly in every section, but it passed! Just my luck, feeling kind of rejected, I drove the car over to the local Ford dealership since the sign outside stated “Cash for Klunkers”. If memory serves me correctly, 003 was sold as a used car to Bill Moir in July-August of 1965 through Ed Leslie’s dealership for $4,350.00. I had heard that the “cash for clunkers” program was giving out $4,500.00 for the trade-in allowance. I thought, “How many 45 year old cars today could actually sell for what they cost new, not very many”. Seemed like a good idea to me at the time. A Ford salesman approach and seemed quite happy with the car, but he told me the program ended two weeks ago and the car was too old anyways. Someone also told me the car was too old at the emission testing facility as well, so much for trying to lessen my carbon footprint and becoming more “green”. At least I can say I tried.