1965 Mustang fastback, original *A-code*, coilover susp., 482 hp 331-V8, 5-spd.

Description

This is how the factory should have done it . . .

Many owners spend their money trying to 'customize' or 'personalize' their Mustangs, which is often based on vanity and sometimes a misplaced sense of style. By contrast, I believe the 1965 Fastback is a styling masterpiece that doesn't need the Pep Boys catalog thrown at it. But since the Mustang was based on the Falcon — and not a performance car — there's a massive gap between the '65 and a modern car (or even a minivan). The chassis is hilariously flimsy, the suspension geometry is prehistoric and the brakes . . . well, what brakes? To that end,more than 50,000 carefully spent dollars went to modernize every performance metric and driving dynamic of this A-code '65 Mustang. If it didn't make the car faster, turn harder or stop better, chances are it didn’t get put on this car. Period.

At first blush, you would never know this Mustang 2+2 sportback/fastback has undergone such a staggering level of modification (some of them motorsports grade) as they are so discreet. The idea was to have a completely factory look cloaking its high performance attributes, such as modern suspension, braking and steering technology — essential to fully enjoying the 482-horsepower V-8 — as well as more supportive seats, real gauges and aftermarket tilt steering.

BODY: It’s pretty. Completely stock restored, RUST-FREE 2+2 sportback, older paint but very presentable. This car gets used, so it has the odd stone chip here and there. It comes with the stock hood as well as a fiberglass hood (shown) with a later-style functional scoop (necessary to clear the carbon-fiber air-cleaner housing). There are numerous new reproduction parts such as door handles, emblems, bumpers and Cobra fuel cap. New rear glass (stainless trim not installed).

CHASSIS: Weld-in subframe connectors and forward torque boxes. Total Control Products engine-bay bracing package.

ENGINE: 331-cubic-inch stroker (based on a 302 block), featuring Scat forged crankshaft, connecting rods and Diamond pistons, AFR 160 cylinder heads, Canton oil pan, 10:1 compression, Edelbrock dual-plane intake with a Holley 800-cfm double pumper carb and NASCAR carbon-fiber airbox. This is a custom-built engine and not a crate engine: Dyno numbers are 482 horsepower and 440 pound feet of torque. This little monster is incredibly rev-happy with a healthy roller camshaft that can easily zing to 7,000 rpm. It sounds like a more pissed-off version of Eleanor. Sadly, I do not have the original 289 engine or the Toploader four-speed. About 700 miles on the engine since it was built.

MILEAGE NOTE: 53,000 was on the old odometer when it was removed in favor of the aftermarket gauges. It currently reads '0,000.0' since the speedo has not been hooked up.

EXHAUST: Hooker ceramic-coated four-into-one headers, 2.5” hand-built exhaust system with Flowmaster Super 44 two-chamber mufflers.

TRANSMISSION: Rebuilt T-5 five-speed manual with a CenterForce II clutch, Hurst Pro Billet shifter.

FRONT SUSPENSION: Total Control Products coilover conversion (see photo/illustration) with AFCO sway bar. Double-adjustable Aldan shocks. The geometry and sheer strength and rigidity of this system is light years ahead of the stock setup.

REAR SUSPENSION: Grigg’s Racing GR40 watt’s-link/torque arm with Aldan coilovers. This racing-style suspension provides stability (less nose-up/nose-down pitching when getting on/off the gas and on the brakes) and shocking levels of lateral grip. Check out the Grigg’s Racing web site for its competition videos showing the GR40 in action.

REAR DIFFERENTIAL: Ford Motorsports 8.8”, narrowed four inches total from stock width (to fit the offset of the wheels), Strange axles, 3.50:1 gears, Detroit Truetrac limited-slip unit.

BRAKES: Front; new 2004 Mustang Cobra 13-inch rotors with factory PBR calipers. Rear; 12.2-inch Wilwood rotors with polished four-piston calipers. Wilwood manual brake master cylinder.

STEERING: Flaming River manual rack and pinion with bump-steer correction, Flaming River tilt column.

WHEELS: 18x10 and 18x9 Bullitt style (to fit 2004 Cobra), narrowed by Weldcraft Wheel in Michigan, to 18x8.25 and 18x7 to fit the ’65. This is the only set of these wheels on earth.

TIRES: Bridgestone REO50A Pole position, 245/45-18 (80 per cent left) and 215/40-18 (brand new).

INTERIOR: Redone about seven years ago with modern materials, but to still look period correct. All trim painted, new chrome trim for the folding rear seat. Carpet showing some wear. New dash pad. Plastic surfaces such as the kick panels, console and rear trim panel are covered in the same vinyl material as the seats.

SEATS: Procar in front (heavily redesigned/refoamed) with additional bolstering, covered in red vinyl and cloth. Both the front and rear seats were done at the same time to match and also designed to appear period correct. Most people look at the seating/interior (the whole car, actually) and think it’s factory. Piping on the driver’s seat is worn in a couple of small spots.

GAUGES: JME stainless-steel bezel (and matching glovebox door) with Autometer ProComp gauges. Note the three-spoke woodgrain steering wheel.

AUDIO: Secret Audio head unit installed. Aftermarket kick panels with speaker cutouts come with car, but are not installed. No speakers included.

INSPECTION: I set this up as a 30-day listing to provide ample time to inspect if you so choose. However please note the the car is in heated winter story and will not leave the facility under any circumstances.

SHIPPING NOTE: From my own experience, I understand that it can take time to organize shipping (especially at this time of year). However, to assist you, the car can remain in heated winter storage while you make arrangements, but it must be collected by May 1. Full payment is expected within 14 days of the end of the auction, at which point you must have the vehicle insured.

I DO NOT ACCEPT CREDIT CARDS . . . no matter what the ebay listing says.