Brian Earnest tells the tale of a 1967 Mustang that came back for an encore

The “gone but not forgotten” saga of Gene Leopold’s 1967 Ford Mustang GT was almost more of a “gone and good riddance” story.

But Gene’s son Kris was determined to change the ending.

It’s not that Gene, a resident of Superior, Wis., didn’t like the hot Acapulco Blue Mustang GT he bought new back in 1967. Heck, he custom ordered it exactly the way he wanted it, and he loved driving it for the first five years of the car’s life.

But when Kris wanted to play detective and determine if the car still existed many years later­ — and maybe see if he and his dad could somehow get it back — Gene wasn’t so sure.

John Norris takes us across the pond for the ‘Haynes Classic’ car show

In the world of motor enthusiasts, the name John Haynes looms large and is instantly recognizable among vehicle owners. A life-long motor enthusiast himself, he founded the internationally recognized Haynes Motor Museum in the U.K. in 1984, some 20 years after he had founded a publishing empire which printed easy-to-follow, do-it-yourself maintenance manuals for vehicle owners. John sadly passed away in February 2019 at age 80, leaving the museum which bears his name as one strand of his legacy in the small Somerset village of Sparkford in southwest England.

David Temple talks Motorama dream car Skylark

Buick turned 50 years old in 1953 and celebrated its birthday in style. The company delayed the release of its new V-8 until this model year, improved the Dynaflow (which some had called “Dyna-slush”), updated its B- and C-body cars for the final time in that styling cycle and released the new Skylark, a sporty-looking, limited-production, factory-customized model.

Old Cars reports on the best ‘Barn Finds’ from MCAN 2025

MCACN’s Barn Finds and Hidden Gems display of forlorn muscle cars is just as popular as the much larger display of restored and beautifully preserved muscle cars that share the floor of the Donald E. Stephens Convention Center. Here, in the barn finds display, gear heads can live out the dream of discovery and ponder the potential of about two dozen desirable but deteriorated muscle cars, from Shelby and Boss Mustangs to Hemi MoPars and big-displacement cars from “The General.” 

Al Rogers unearths the hidden history of a special 1970 Olds 4-4-2

On May 30, 1970, the Indianapolis Motor Speedway came alive for the annual 500-mile race with racing legend Rodger Ward behind the wheel of a muscular 1970 Oldsmobile 4-4-2, that year’s official Indy Pace Car. Ward paced a formidable lineup of race car drivers including Mario Andretti, Mark Donohue, A.J. Foyt, Dan Gurney and Al Unser, Sr. When the checkered flag dropped after 500 miles, Unser had claimed victory driving the Johnny Lightning Special.

As part of the post-race celebrations, Unser took a victory lap in the Indy Pace Car for all the spectators to see. He was met with the cheers of the hundreds of thousands of people at the speedway echoing across the race track. Unser forever became a part of Indianapolis Motor Speedway history with his win, as did the pace car that carried him.

More than 30 years after millions of people watched Unser’s post-win procession on their televisions at home and in-person at the track, the once-famous 1970 Oldsmobile 4-4-2 Indy Pace Car was left to decay in Michigan. 

David Burrows coverage of the Studebaker and Avanti dual meet

The 61st Annual Studebaker Driver’s Club (SDC) and the Avanti Owner’s Association International (AOAI) completed their joint meet at Meadowlands, Pa., near Pittsburgh, Sept. 16-20. Members of both clubs had been asking for renewal of a joint meeting with a full sharing of events, joint meetings and activities. It was two years in the planning with many of the activities finally taking place at the Washington County Fairgrounds, close to the host hotel.

Gregg Merksamer talks ‘Hearsemania 2025’

The 2025 “Hearsemania,” held in Lima, Ohio, from June 13-15, proved a truly epic experience marking the centennial of the Superior Coach Co. entering the hearse- and ambulance-building business. The firm was originally founded in 1923 to manufacture bus bodies for locally made Garford Motor Truck chassis.

AngeloVan Bogart talks about a fine 1933 Graham Blue Streak

Amid the depths of the Great Depression, Graham was on top with the most modern-looking American car in 1932. When the little-changed 1933 models returned to the streets in 1933, Graham could boast it had “the most imitated car.” 

Gregg Merksamer highlights some ‘weathered wheels’

Weathered Wheels has long been one of the most popular departments in Old Cars, and we’ve had a lot of folks contribute over the years. Ron Kowalke, Steve Isola, Ken Lorek and Coy Thomas have all shared dozens, even hundreds, of images with us over the years.

We simply can’t get enough cool “yard art” photos, and we know a lot of our readers share our affinity for colorful, rusty iron.

These articles and a whole lot more can be found inside the January 1, 2026, issue of Old Cars.

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The post A sneak peek of what’s inside Old Cars’ January 1, 2026, issue! appeared first on Old Cars Weekly.

In 2013, I was assigned to cover the Woodward Dream Cruise from Mustang Alley in Ferndale, Mich., where I observed a custom orange-metallic T-top 1988 Mustang GT. According to Bill McClelland, the vehicle’s owner, he personally completed all of its modifications, aside from the bodywork and paint.

A few days later, I invited Bill to have his 1988 Mustang GT photographed at a private airport near Flint for possible magazine publication. We met for the photo shoot on Oct. 12, 2013, and the article later appeared in Mustang Monthly. Afterward, Bill thanked me and mentioned he was looking for another Mustang GT for his son, Blake.

In 2015, Bill contacted me to share his enthusiasm about finding a 1988 Mustang GT convertible locally listed on Craigslist. The vehicle had previously spent much of its life in the southern United States before relocating to Michigan. The 50,000 miles on the odometer indicated it had only been modestly driven — but not babied — during the first 30 years of its life.

Despite moderate wear to the white paint, gray lower two-tone accents, convertible top and leather interior, the car remained structurally sound — ideal for restoration and customization.

Bill and Blake intended to completely transform the Mustang by replacing many factory components with advanced options from the automotive aftermarket sector. Their goal was to create a truly unique vehicle incorporating numerous custom elements designed personally by Bill and Blake.

Earlier this year, their 1988 Mustang GT convertible build was complete and ready for a photo shoot. We met at the same airport near Flint where I had photographed Bill’s 1988 T-top GT years ago. After photographing both cars together, I focused on Blake’s convertible — shooting it with the top up and down. 

Blake’s journey from inspiration to reality had unfolded over nearly a decade, a testament to both the persistence and strength of Blake and Bill’s father-son bond. At our photo shoot, I learned the McClellands’ garage became more than a workspace; it was a crucible for ideas, skills and shared memories. Through late nights, trial and error and countless cups of coffee, the vision for Blake’s Mustang GT convertible slowly took form. Each setback — whether a back-ordered part, a family matter or an unexpected obstacle — was met with new determination.

As months turned to years, Blake said his automotive knowledge grew alongside his ambition. He learned the subtle art of aligning body panels, the patience required for intricate wiring and the satisfaction of overcoming engineering puzzles. The Mustang GT became not just a car, but a canvas — one where creativity, resourcefulness and attention to detail shaped every decision. Even the smallest improvements were celebrated, with Blake and Bill refining their plans as new technologies emerged and tastes evolved.

By the time the project neared completion, the Mustang GT convertible bore little resemblance to its humble beginnings. It had become a rolling chronicle of lessons learned, skills mastered and the unwavering pursuit of a promise made years earlier. 

After completing our photo shoot of Blake’s GT, the pair drove away with the convertible top down, and the stunning Symbiosis Green paint glowing in the evening light. It was a perfect scene for a perfectly completed project.

We’ll leave the details of the Mustang GT’s build to Blake himself:

Building a Mustang GT

From an early age, I was immersed in a family environment that valued classic automobiles and fostered a keen interest in cars from the outset. Unlike my peers, whose preferences leaned toward action figures or sports, I gravitated toward Hot Wheels and LEGO sets — particularly the automotive-themed kits — which quickly became my favored toys. Prior to obtaining my driver’s license, my mother often collected me from school in either my father’s Mustang or her Nissan 300ZX, experiences I greatly anticipated after each school day. Car shows and weekend cruises were always enjoyable opportunities, despite my not yet being able to drive. 

At age 14, I expressed to my father a desire to undertake a car restoration project together, hoping to eventually own and drive my personal vehicle. He welcomed the idea, eager for a collaborative “father and son” endeavor, yet remained careful not to pressure me, understanding that could potentially diminish my enthusiasm. Our search began with considerations between a T-top Mustang and a 300ZX, reflecting my appreciation for both American and Japanese domestic market vehicles. Ultimately, practicality and affordability influenced my decision to pursue a Mustang. After an initial attempt to purchase a T-top model fell through, we located a solid 1988 Mustang convertible for $2,500 on Craigslist — a southern vehicle reportedly showing only 50,000 miles.

Initially hesitant about the convertible’s aesthetics, I proceeded with the acquisition for the sake of owning my own car. In September 2015, we purchased the Mustang GT convertible, at which point I underestimated the scope and complexity of a ground-up restoration. I envisioned using the Mustang as a daily driver following its refurbishment, but soon realized a more practical daily vehicle was necessary; I subsequently acquired a Saturn Aura from relatives in 2016 for that purpose.

That February, my father and I began incremental upgrades, culminating in a manual transmission conversion, suspension enhancement, larger brakes and a five-lug conversion. Our first drive post-conversion occurred in May 2016. Although initially frustrated by the challenge of operating a manual transmission, practice with a pit bike improved my proficiency, which I then applied to smoother car operation. By June 2016, we continued customizations, including the addition of a spoiler, style bar and larger wheels. The car served reliably for events and exhibitions from 2017 to 2019, during which time I came to appreciate the benefits of the convertible configuration.

October 2019 saw the installation of a Cervinis Ram Air hood, aligning with my aesthetic preferences. When the COVID-19 pandemic rendered large gatherings unfeasible in December 2019, I elected to have the Mustang professionally repainted in lieu of a graduation party. This decision initiated a comprehensive tear-down and restoration process. By January 2020, we removed the engine, and upon inspection, confirmed the indicated low mileage. My uncle, Butch Kaznecki, assisted with bodywork, welding new inner fender panels, repairing trunk lid holes and accommodating a side-exit exhaust.

In May 2020, the vehicle was sent to Creative Autosports & Restorations (CAR) for painting, a process extended over 12 months due to workforce challenges, ultimately completed by the shop owner. The Mustang returned from paint in May 2021, and reassembly began. By July 2021, with guidance from my father, I successfully rebuilt the 5.0L V-8 engine. And it was my first. In June 2022, I started the engine independently, marking a significant personal achievement.

Visualizing the final result was aided by digital renderings and a racing simulator I assembled, allowing me to virtually drive the Mustang while physical work progressed from 2022 through 2024. Custom lighting and interior enhancements continued, and in October 2024, the car was roadworthy. Further modifications, including a custom exhaust by BAM (Barry’s Ace Maintenance) concluded in November 2024.

December 2024 brought the profound loss of my grandmother. In her memory, I incorporated her green flashlight into the car with custom trunk trim, ensuring a meaningful connection with her always remains present. By July 2025, all audio system components and trunk trim were installed, and in August 2025, the finished vehicle debuted at the Mustang Alley show during the Woodward Cruise.

This extensive project was only possible with the support of my family, notably my parents and Uncle Butch. The experience provided invaluable technical knowledge and served as a deeply meaningful father-and-son collaboration, one I will always hold in high regard.

The blessing of a ‘father and son’ project

A mother’s perspective

As Blake’s Mom, I couldn’t be more proud of all of his accomplishments, especially finishing his Mustang. Through all the delays and unfortunate family events, he was able to stay the course and get to the finish line. It wasn’t easy, and the struggles with this project were very real. Everything led to this point, and what an honor to be featured in a professional photo shoot for a magazine!

Blake and his dad worked tirelessly to make this build a very unique show stopper. His face lit up with such pride when he brought home a first-place trophy at his first judged car show. I am truly thankful and blessed to be the mom of such a special young man! Congratulations, Blake, and enjoy all your hard work! — Tania McClelland 

A father’s perspective 

The wish for any father is to have his son take interest in his hobbies and to spend quality time together in life with his son. As much as I wanted to have my son join me in the garage to work on cars, I did not want to force him and have him reject it. I knew he loved Hot Wheels and riding in my Mustang, so I knew there was a chance that he may someday get the car bug.

When going to car shows, he started telling the story of my Mustang when people came over to look at it. Once I built my wife, Tania, her Nissan 300ZX Twin Turbo convertible, I could see the excitement grow. One wonderful day when my son was 14, he approached me and asked if we could work on a car together. It was amazing to hear the moment that I was waiting for, and I had to hold back my excitement. I asked Blake, ‘What did you have in mind? Are you willing to get your hands dirty?’ He responded, “As long as it’s a car for me.” That is when the journey began to evolve, and I knew the car legacy would continue in our family.

Once we found the 1988 convertible Mustang GT, he was committed. The timeless hours, the stages of completion and the challenges we solved together built a bond that is priceless. My son has become a sponge for knowledge, and the projects became a great learning tool for him mechanically and electrically. Now that he is going to college, I see how he is developing into a tremendous engineer  His degree is in mechatronics, which is a blend of both. I’m extremely proud of Blake and grateful to have this once-in-a-lifetime experience with my son.

I thank my wife for her patience and time that she has given up for the hours we spent in the garage. This was a gift in our lives that brought us together, and I can only hope for others to experience this. I now realize how rare this opportunity was and know it was a blessing. — Bill McClelland

Love ‘Stangs? Here are a few more articles for your reading enjoyment.

https://www.oldcarsweekly.com/car-of-the-week-1966-shelby-mustang-g-t-350-h

https://www.oldcarsweekly.com/car-of-the-week-1970-ford-mustang-boss-429

https://www.oldcarsweekly.com/features/car-of-the-week-1981-mclaren-m81-mclarens-first-mustang

SHOW US YOUR WHEELS!

If you’ve got an old car you love, we want to hear about it. Email us at oldcars@aimmedia.com

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The post Car of theWeek: 1988 Mustang GT convertible appeared first on Old Cars Weekly.

Mustang enthusiast and collector Kelly Schultz has bought more than 100 Boss 302 Ford Mustangs since 1987, many of them after creating his side business, Kelly’s Muscle Cars, in Follett, Texas. In 2018, Schultz acquired a 1970 Boss 302 out of Shreveport, La., that appealed to him because of its Calypso Coral paint color that reminded him of a favorite Boss from his past. The seller advised Kelly that Calypso Coral was not the car’s original color, but that didn’t bother Kelly in the least. He preferred that bright orange shade on a Boss 302, and he planned to use this car as a driver rather than a show car.

“Whoever painted the car did a good job of stripping the original paint,” Kelly says. “But I did spot small remnants of metallic green from the factory paint.” 

The Boss’s certification label on its left door has a blank color code and six-digit District Sales Office (DSO) code, confirming that it had been specially ordered in a non-Mustang color; that makes it one of just 64 “Special Paint” Boss 302s built for 1970.

The Deluxe Marti Report confirmed Schultz’s suspicion as it lists “Special Paint, Ford # unknown,” and two sets of invoices show “Special Paint” at the bottom of the option list.

The Boss’s option list is long, but not in the usual Boss 302 way. Instead of the popular image items such as the Shaker hood scoop, rear window slats and rear spoiler, this Boss 302 was ordered from Detroit’s Stark-Hickey Ford with the Décor interior, power steering, console, electric clock, 3.91 Traction-Lok differential and Magnum 500 wheels, as shown on its Deluxe Marti Report and factory invoices.

Schultz kept the Calypso Coral Boss 302 for three years before selling it to one of his clients, collector Roland Rodriquez, who was intrigued by the car’s rare Special Paint status. As part of the sale, Rodriquez requested that Schultz oversee the Boss 302’s restoration to its unconfirmed original color. Schultz turned to his go-to restorer, Jason Billups, of Billups Classic Cars, in Colcord, Okla. Once the Boss 302 was stripped down and more samples of the original paint were revealed, Billups used a paint-chip color wheel to determine a match. The match was found to be “WT 7819 Green Metallic,” a fleet color listed in Ford’s 1970 Special Order Paint Selector. Fleet paints were available to buyers of multiple vehicles intended for business use. Seeing how the Marti Report shows the order type as “Fleet,” perhaps the original purchaser of the Boss 302 wanted his Boss 302 to match his fleet of green delivery trucks. Maybe it was even the boss’s company fleet vehicle!

As part of the restoration, the added rear window slats and rear spoiler were removed to match the Marti Report and factory invoices, returning the Boss 302 to its original no-frills appearance. The Boss 302 is even made more plain by its missing standard Boss 302 front spoiler, which was not installed at the time of our photography. 

During the restoration, Billups chose to retain the dual sport mirrors that were on the car when purchased by Schultz. (Special Paint 1970 Boss 302s came with a single driver’s door chrome rearview mirror, as confirmed by the window sticker’s “LH remote control mirror substituted for color-keyed racing mirrors.”)

Now restored to like-new in its original special-order paint, and detailed down to the correct Thermactor emission system and rev limiter, the Special Paint Boss 302 is now a prized part of Rodriquez’s private, 100-plus car collection. 

Building the Boss

The Mustang Boss 302 was built in 1969 and 1970 as a high-performance street car for Ford Motor Co. to homologate 302-cid V-8-powered Mustangs into the SCCA’s Trans-Am racing series. In the Trans-Am series, the Boss 302 initially raced against Chevrolet Camaros, the Mustang’s younger competitor. (Chevrolet had quickly developed its own Trans-Am race car, the Z/28, which was ready shortly after the model’s 1967 introduction.) The Boss 302s that raced on the SCCA circuit were specially prepped versions of the street cars, but Boss 302s nonetheless.

Both the Boss 302 and likewise-homologated Camaro Z/28 were powered by 302-cubic-inch V-8s to meet the Trans-Am series’ requirement of engine displacements of 305 cubic inches or fewer. The 302 engine used in the Boss was unique to that model in several ways.

The Boss 302, available only as a fastback, was the ultimate evolution of the 260- and 289-cid Mustang V-8 introduced in 1965, with special cylinder heads that gave it a performance advantage over the previous small-block Mustangs. These “Cleveland” heads (so called because of their similarity to those used on the 351-cid engine made in Ford’s Cleveland, Ohio, foundry) used canted intake and exhaust valves that permitted the fitting of bigger ports and valves and a straighter-flowing fuel/air mixture that gave better volumetric efficiency. 

Boss 302 intake valves measured a massive 2.23 inches in 1969, and exhaust valves were 1.71 inches — incredibly large for a production-type small-block engine. “Semi-hemi” combustion chambers were also different from those of the earlier small-blocks, with an advanced wedge design that resembled the shape of the chambers in the Ford 427 racing engine. The camshaft had 290 degrees of duration for both valves, and a .290-inch lift. The crankshaft, balanced both statically and dynamically (with the rods and pistons in place), was made of forged steel to stand up to high rpm. It was anchored in place by five main bearings, of which the three center units had four-bolt caps. Forged steel connecting rods were used. Other features included a high-rise, aluminum intake manifold with a single 780-cfm four-barrel Holley carburetor; pop-up type pistons; a dual-point distributor; a high-pressure oil pump; lightweight, stamped rocker arms; screw-in rocker arm studs and pushrod guide plates (with specially hardened pushrods); an oil pan windage baffle; and screw-in freeze plugs. The Boss 302’s engine block was of a unique thin-wall, high nickel content casting.

After considering the car’s target audience, Ford wisely chose to install only manual transmissions (there were two to choose from) in the Boss 302, with a floor-mounted Hurst shifter handling shifting chores. Surprisingly, the wide-ratio four-speed was best suited with the 302 for street performance and drag strip use. The close-ratio option was better utilized for road racing.

According to published reports at the time, the Boss 302 out-classed “most of the world’s big-engined muscle cars.” Others reported a slightly modified G-code Boss 302 engine would keep increasing power clear up to 8,000 rpm, which suggests that some owners were bypassing the rpm limiter that kicked in around 5,800 rpm and randomly cut spark to the cylinders to keep the revs under about 6,150 rpm. Clearly, Ford’s peak horsepower rating of 290 at 5,800 rpm was conservative, although it was convenient for advertising, as the Camaro Z/28 advertised that number.

Three axle ratios were offered: a standard 3.50 non-locking version, plus the Traction-Lok 3.50 and 3.91. There was also a No-Spin axle available with a 4.30 ratio built by Detroit Automotive. To prevent buildup of stress points in the axle shafts, Ford installed fully machined units with larger axle shaft splines, an extra-strength cast nodular iron center section and larger wheel seals.

Handling of the Boss 302 benefit from a lower stance. Because it would be called upon to keep the Boss stuck to corners on the racetrack, the front suspension received high-rate (350 inch-pounds) springs; heavy-duty, direct-acting Gabriel shock absorbers; and a special steel stabilizer bar with specifically calibrated rubber mounts. The Hotchkiss-type rear suspension had 150 inch-pounds leaf springs and it used a staggered shock absorber arrangement. The left shock absorber was bolted behind the axle and the right one was ahead of the axle. Wheel hop, bounce and the tendency of the tires to break tread were substantially controlled with this setup. Ford also added a rear stabilizer bar for improved cornering. This induced a little oversteer, but helped keep the rear end from swaying.

The Boss 302 brake system included discs in the front and power assist. Power steering was available as an option to help with the quick 16:1 ratio — especially desirable with the wide F60-15 tires. Final details on the 1970 Boss 302 package included black taillamp bezels, headlamp bezels and tail panel; a black chrome backlight molding; black front spoiler; color-keyed, dual racing mirrors; dual exhausts; hubcaps with trim rings; black 3M tape stripes and Boss 302 identification; a 45-ampere battery; and a Space-Saver spare tire.

From the driver’s seat, the Boss was still basic Mustang in layout, with circular gauges, dash lamps to monitor oil pressure and electrical systems, and a tachometer. Two very desirable Boss options were an adjustable rear deck lid spoiler and rear window SportSlats. To qualify as a production model by Trans-Am racing rules, Ford was required to produce a minimum of 1,000 Boss 302 Mustangs; the car’s popularity racked up 1,628 sales in 1969 and 7,014 (or 7,013, depending on the source) were built for 1970.

The 302’s bigger brother, the Boss 429, was born because Ford had still another engine it wanted to place into competition — this time on the NASCAR circuit. The decision was made to install the new-for-1969 429-cid semi-hemi big-block in the popular Mustang platform after predictions that it would be easier to sell 500 such models than a Torino-based supercar. Kar Kraft, an aftermarket firm in Brighton, Mich., was contracted to build Boss 429s. Since the Mustang’s engine compartment was not designed to house such a wide powerplant, the job required a big shoehorn and a lot of suspension changes and chassis modifications.

The 1970 Boss 302 was a runner in its own right, and could accelerate from 0 to 60 mph in 6.9 seconds and cover the quarter mile in 14.6 seconds at a top speed of 98 mph. 

Love ‘Stangs? Here are a few more articles for your reading enjoyment.

https://www.oldcarsweekly.com/features/car-of-the-week-1981-mclaren-m81-mclarens-first-mustang

https://www.oldcarsweekly.com/features/car-of-the-week-1968-mustang-gt-r-code

https://www.oldcarsweekly.com/features/car-of-the-week-1967-ford-mustang-fastback

SHOW US YOUR WHEELS!

If you’ve got an old car you love, we want to hear about it. Email us at oldcars@aimmedia.com

If you like stories like these and other classic car features, check out Old Cars magazine. CLICK HERE to subscribe.

Want a taste of Old Cars magazine first? Sign up for our weekly e-newsletter and get a FREE complimentary digital issue download of our print magazine.

The post Car of the Week: 1970 Ford Mustang Boss 302 appeared first on Old Cars Weekly.

Marketing Corporation built a single M81 McLaren Mustang in white. With only 863 miles, Kendal Coker is the caretaker of this unique Mustang that had a historic role in reigniting the Mustang’s performance image during the 1980s.

After 10 bleak years of a Ford racing ban, leaving the company without any high-performance engines, a glimmer of hope peeked out from behind the dark clouds in 1980 with the emergence of the Ford Motorsports program. Brainstormed and spearheaded by Gary Kohs’ Marketing Corporation, its first high-profile project was the M81 McLaren Mustang. Ford bought into Kohs’ idea, because it served several purposes: to showcase the 2.3-liter turbo engine, to go racing in IMSA and to create renewed enthusiasm in the youth market for Mustang, which had been revamped in 1979 when it was newly based on Ford’s one-year-old Fox-body platform.

In the spring of 1980, Marketing Corporation built a Mustang 3-Door (hatchback)-based M81 McLaren prototype that appeared on the car-show circuit. Along with the prototype came the prospect of expanding the M81 McLaren into a limited-production offering in the high-performance niche vehicle segment. With wide-body fenders, widened and restructured quarter panels, a front air dam taken from the 1979 Indy Pace Car Mustang, brake ducting and a functional heat-extracting hood fabricated from metal, the M81 McLaren Mustang concept caught Ford brass off-guard when the finished model delighted and thrilled Ford fans who missed the Total Performance days of the 1960s. Encouraged by feedback, Kohs hoped to build 249 fiberglass-paneled McLaren Mustangs for the 1981 model year, thus the “M81” abbreviated from “McLaren 1981.” However, the combination of a projected $25,000 price tag and internal Ford politics ended the program before it got off the ground. Including the prototype, only 10 M81s were produced in McLaren Orange (one was repainted black and the feature car was repainted white), making the M81 McLarens among the rarest Mustangs ever produced.

Due to the high cost and internal politics, M81 McLaren Mustang production abruptly ended. As the 1980 M81s were being assembled, Ford was busy creating its own in-house Special Vehicle Operations (SVO) division, which became the Special Vehicles Team (SVT) in 1993. Shortly after its founding in 1981, SVO began further developing Ford’s turbo-four-cylinder vehicle, the result being the Mustang SVO from 1984-’86. The Mustang SVO was powered by an intercooled turbo 2.3-liter four-cylinder.

Creating the M81 McLaren

The M81 McLaren Mustang was cutting edge for 1980. Ford had introduced the Fox-body platform to the automotive world on the Fairmont in 1978 and expanded its use to the Mustang in 1979, and the industry was taking in the reborn Mustang. Among those who saw the Fox-body Mustang’s potential were Bob Fehan, Rob Fournier and Gary Kohs of Marketing Corporation. Under the leadership of Kohs, who turned his vision for a racy-looking Mustang into reality with the help of Fehan and Fournier, the visionary team of craftsmen seized the opportunity to create what many consider the first specialized custom version of the Fox-body Mustang with the M81.

Everything built under the McLaren name was done so at Marketing Corporation on Delemere Street in Royal Oak, Mich., including the McLaren M81 Mustangs. The facility had a full fabrication shop, body and paint department with spray booths, and other state-of-the-art equipment.

In addition to the McLaren M81 street cars, two Cosworth-powered McLaren Mustang race cars were built and competed at both the Daytona 24-Hour and Sebring 12-Hour races, one car finishing first in the GTP races.

The efforts of Fehan, Fournier and Kohs with the McLaren M81 street cars proved the Fox-body Mustang was capable of great things with its design, handling characteristics and four-cylinder turbocharged power-train. The McLaren M81 Mustangs had a vital role in expanding the capabilities of the new Fox-body Mustang and in promoting its potential.

Fournier and Kohs have since passed away, but Fehan’s work continues through his Bob Fehan Motorsports, which builds award-winning concept automobiles. Following his work on the M81 McLaren, Fehan built several Ford concepts and show vehicles, including the Cosworth Capri, GE Lexan Mustang and the Motorcraft Mustangs. Later, in the 1980s, Fehan competed as a driver in SCCA and IMSA, including a ride in the Mac Tools Trans-Am Mustang. In 1986, he formed Bob Fehan Motorsports, which has produced many specialty vehicles and award-winning show cars for the SEMA Show. Among his many accolades is a prestigious SEMA Design of Excellence award for the Chrysler PT Cruiser Woodie in 2000.

An M81 survivor

This one-of-one white McLaren M81 Mustang survives today as a low-mileage and very original example in the hands of Kendal Coker, who has amassed an impressive collection of turbo-four Fords, including SVO and early McLaren Mustangs (not to be confused with the two-seater ASC McLaren convertibles from 1987-’90). Coker’s white M81 McLaren was originally sold to Pete DeSilva through John Glass Ford in Massachusetts. It passed through several other owners before Coker bought it nearly 20 years ago after chasing it down through a classified ad.

With only 863 miles, Coker’s white M81 McLaren Mustang, No. 9 of 10, remains as originally built right down to the paint, BBS wheels and even the Firestone tires. Like all M81 McLarens, Coker’s 1980 Mustang was assembled at the Dearborn Assembly Plant with the 2.3-liter four-cylinder turbo engine and Bright Caramel paint for delivery to the fabrication shop at Marketing Corporation in Royal Oak, Mich., where hot rodder Bob Fehan and fabrication whiz Rob Fournier built the cars to specs very similar to the first prototype. However, while the prototype was constructed with a custom one-of-a-kind front clip, the other nine cars were equipped with a one-piece front clip, and the heat extractor hood was made from fiberglass instead of metal. Air flow passing through the radiator was pushed out the hood openings through aluminum ducting behind the radiator.

Like most of the McLaren M81s, Coker’s white M81 doesn’t have a turbo boost controller. He notes that the four-cylinder in his car appears to be factory stock, other than a chrome valve cover, leading him to theorize that cars without the turbo boost controller came with untouched engines.

“My McLaren doesn’t feel any faster than my other turbo-four Mustangs,” Coker notes.

Although horsepower remains tame at 135 units, Coker’s white Mustang, like other McLarens, is an able handler thanks to adjustable Koni struts and shocks, higher-rate springs, Ford Fairmont police package sway bars and 255/55R15 Firestone HPR tires on BBS wheels. The interior utilizes Recaro LS bucket seats, a Racemark steering wheel, an SCCA-approved bolt-in roll bar and a Stewart-Warner instrument panel integrated into the factory dash.

According to a contemporary story in Motor Trend, Ford intended to offer the M81 McLaren parts, including the fiberglass body panels and instrument panel, through a dealer DSO (dealer special order) program.

As confirmed by this car’s deluxe Marti Report, the McLaren Mustangs were painted Bright Caramel at the Ford Dearborn Assembly plant, then delivered to Marketing Corporation. After installation of the fiberglass body components, the cars were custom painted by hand in McLaren’s Papaya Orange. Coker notes that there is orange paint underneath his car’s white finish and, upon inspection, there’s orange paint also hiding on the black car.

An everlasting impact

Today, nearly 45 years after its introduction, the Fox-body Mustang continues to thrive with collectors. It’s become a desirable Mustang with values on the rise. They’re highly sought after for their cutting-edge design, place within the Mustang story, overall value and nostalgic value.

Kendal Coker’s rare, original and low-mileage M81 McLaren takes us back to when the Ford Mustang was getting a fresh start in what would become a new performance era, one that continues to this day.

Author’s Note

I met Kendal Coker at one of the Mustang Club of America (MCA) Grand National Shows where he was showing an SVO Mustang. We talked about his SVO collection, then exchanged contact information. Soon after, an assignment came my way from a publisher who wanted to publish an SVO Mustang generational story and asked if I wanted to take the lead. I agreed to take it on and told him about an SVO Mustang collector I’d recently met and who’d be the right person to help. I made a call to Kendal and soon made trip to his home in Alabama where I photographed a few of his SVO Mustangs. It was during this visit that he showed me his original 1980 M81 McLaren parked separately from the rest of his car collection. I told him I’d be returning to shoot it and his Red Varsity Ford Mustang race car later in the year. As promised, I returned a few months later and Kendal transported the Mustangs to and from a private airport for our photo shoot.  — Al Rogers

Love Fox-Body Mustangs? Here are a few more articles for your reading enjoyment.

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Greg Pieczynski still laughs at the thought that he’s held onto his 1979 Mustang Cobra since it was new.

And he says the fact that he even stumbled onto it and bought it in the first place is even harder to believe.

The Plover, Wis., resident just happened to be driving through the tiny nearby town of Milladore one day and spotted one of the hot new Mustangs sitting on the small Ford dealer lot. The next thing he knew, he was driving it home.

“I heard every Ford dealer was going to get a Cobra — at least one — to start off with, and I happened to be coming through Milladore, and I spotted this one that was sitting out there underneath their sigh,” Pieczynski recalls. “It was just dumb luck…. They had just gotten it in not too long before that.”

“I wasn’t a big fan of the Mustang II. I had owned a couple of the original Mustangs. Then they came out with the Fox body and I kind of got interested in it because of the turbo-charged four-cylinder. That was new technology back then. That was state-of-the-art, high-tech stuff… I just stopped in and took it for a test drive, and said ‘Yup, I’m gonna buy this one.”

As is often the case for vehicles that spend many decades with their original owners, the Mustang started off as daily transportation, but then got elevated to summer car and then finally hobby machine. After almost 45 years it’s only got 34,000 miles on the clock and remains a nearly perfect specimen. At the time that he bought it, Pieczynski said he would have wagered plenty on the long odds of ever owning the Cobra this long, or keeping it in such pristine shape.

“I was 23 years old when I bought it. I just liked the car and thought it was cool — great for going out and chasing around,” he laughs. “I just thought it was cool. Then after I had it a few years I started thinking it’s really a fun car and I paid it off, and I thought, well, I’ll just hang onto it. Then I wound up getting married and I thought about selling the car, and my wife convinced me not to. She just said, ‘You may regret that. You ever think about just keeping one car for you whole like?’ And I thought that wasn’t a bad idea. There aren’t many people who get a new car and just end up hanging onto it, so that’s what I decided to do.”

“I drove it that first winter, of course. I got it on December 11, and of course it was the start of the winter and I drove it through the winter, and when the next winter came around I decided I just park it and save it. I remember my dad saying, ‘Are you kidding me? You just bought a new vehicle and you’re going to park it in the wintertime and not drive it?’ [laughs] But I bought an old Chevy pickup and that’s what I decided to drive in the wintertime.”

Dawn of the Fox body

If the second generation lacked some of the magic and broad appeal of the original pony cars, the dawn of the new “Fox body” ‘Stangs for 1979 gave the model a chance to reclaim some of its former glory. All-new sheet metal created an all-new machine, at least in the looks department. The chassis came from the Fairmont, but was shortened and modified for the new body. The new model was 4 inches longer than the 1978s and was said to offer 20 percent more passenger space. Soft urethane bumpers added to the longer look, but weight was actually cut by 200 lbs. The aerodynamic wedge design featured a sloping front and hood and sculptured roofline. A lowered window gave the Mustang great glass area for improved visibility. As in the prior year, a two-door notchback and three-door hatchback were offered in base and Ghig trim levels. There was also a sport package and a Hi-Po TRX package.

In addition to the German-built 170-cid (2.8-liter) V-6 and 302-cid V-8, both carried over from 1978, there was a new 140-cid (2.3-liter) turbo four-cylinder. The base engine remained a non-turbo four. Later in the year, Ford’s inline six replaced the V-6 as the first option above the base model. The turbo was optional on other Mustangs.

For buyers wanted some fun, the Cobra package was the way to go, but at $1,173 it wasn’t cheap! The Cobra goodies included the 2.3-liter turbo four-banger, turbo hood scoop with “Turbo” nameplate, 190/65R x 390 TRX tires on metric forged aluminum wheels and a special suspension. Cobras had blacked-out greenhouse trim, black lower bodyside tape treatment, and wraparound bodyside moldings with color-keyed inserts. The Cobras also had color-keyed grilles and quarter louvers, dual sport mirrors, black bumper rub strips with dual color-keyed inserts, an 8000rpm tachometer, engine-turned instrument panel, sport-tuned exhaust and bright tailpipe extensions. Rocker panel moldings were deleted on Cobras. Optional hood graphics were an extra 78 bucks. All of the 17,579 Cobras sold in 1979 carried a manual transmission.

Car and Driver magazine gave a resounding thumbs-up to the new Mustangs when they came out, and although the writers didn’t offer a report on the Cobra specifically, they put a nicely equipped turbo Mustang through its paces. “Although a V-8 that performs like this one is news, the turbo motor is News [with a capital N],” one writer commented. “ Ford has fitted a Garrett AiResearch turbo to the basic 2.3-liter four-cylinder, and with the extra help the engine produces 132 horsepower, a nice increase from the standard version’s 118. And it’s smooth, unobtrusive power. There’s no neck-snapping surge when the turbo is doing its job: just a steady pull as the revs rise and the engine feeds on its own gases. In our early testing this engine was good for zero-to-sixty times of 9.1 seconds and ran the quarter in 17.4 seconds at 82 mph… Ford, obviously, has done a Very Good Thing with its Mustang. These cars are not only what we’ve been asking for, they’re an indication of things to come throughout the domestic industry. And that is indeed good news.”

Defying Father Time

Pieczynski had to pony up $6,533 for his new Cobra before he could take it home, but the hit was softened when he traded in his Jeep CJ-5. 

“I think the difference with tax, title and license was $3,677,” he recalls. “Back then in ’79, $7,000 was a lot of money for a car. It was a really expensive option for that car, but you did get quite a bit. You got the special tuned suspension, the metric wheels, the turbocharged four-cylinder 2.3, or you got the 302 V-8. You couldn’t’ get an automatic with the turbo engine, but you could get an automatic with the V-8… It’s got the low back bucket seats — cloth and vinyl, the accent group, power steering, power brakes, AM/FM, tinted glass.”

Other than a couple of belts, some spark plugs and regular oil changes, Pieczynski says the only thing he’s ever really done to his black Cobra is swap out the wheels. The rim and rubber switch was more for convenience and practicality than anything else. 

“The original tires that were on there were the Michelin TRX and they were an oddball size. They were a pretty good tire, and I didn’t have very many miles on the tires, but after about 30 years they started getting so weather-checked that I didn’t feel safe driving on them anymore. I did buy another set (of tires and wheels). They re-popped the Michelin wheels and 16-inch tires … They were only like $1,000, $1,2000, so you could buy tires and wheels in one shot. The only thing is they are about an inch bigger than the originals. But if I had to, I could throw the originals on there — if I was getting it professionally judged or something.”

Pieczynski insists that the main reason his ’79 Cobra still trips his trigger today is the same reason he liked it to begin with — it’s frisky! By modern standards it might be a trail horse, but it was plenty fast for its time and still feels and sounds quick when the turbo starts howling.

“They have a warning system on ’em that tells you when you are getting over-boost, and it lets you know about it! [laughs],” says Pieczynski. “That’s fun. I’ve gotten those bells and whistles going! Those turbos, they want you to hammer on them if you want to get power out of them. You’ve gotta just go, and they are built to take it. The turbo motors were definitely beefed-up over the regular four-cylinders.”

Pieczynski has three other hobby cars that are all older than his ’79 Mustang Cobra. He certainly still views the Mustang as the youngster in his stable, even as the Cobra passes gracefully into middle age.

“I can’t even believe it’s been 44 years!” he says. “To me it still almost seems like a new car. It’s still got the new car smell… It feels like, ‘I just bought this thing, didn’t I?’”

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In 1989, Henry Isaksen, an architect from Sturgeon Bay, Wis., received a phone call from Roger Strege, a local building inspector and longtime friend who told him there was a white 1968 Shelby sitting in a barn only minutes away.

“I don’t know a whole lot about its condition,” Strege told Isaksen. “A client told me about it, but he’s never been to the barn to see it in person.”

During a prior conversation, Isaksen had mentioned to Strege that he had an interest in buying a Shelby.

“I’ll come by, pick you up and we can go check it out,” Strege said. “It might be worth your time to see it in person.”

Isaksen asked Strege for the location, and when his Strege shared the address, Isaksen couldn’t believe it.

“Are you kidding me?,” Isaksen asked. “I’ve known the owners of the property for years; they live less than 10 miles from me.”

Isaksen and Strege drove to the property. When they arrived, Isaksen said, “I can’t believe we might have found a ’68 Shelby here.” They walked into the barn and were greeted by a man, and when asked, the man confirmed he was the owner of the car. He’d recently bought it and needed a place to store it. The owners of the barn were family friends and offered to store it for him.

An R-code surprise

From a distance, Isaksen looked at the weathered, white rolling body shell and immediately knew that it wasn’t a ’68 Shelby. Instead, it was a rusty, disassembled 1969 Mustang GT hardtop coupe missing the engine and rear end. Even though it wasn’t what he was looking for, Isaksen looked at the car’s VIN and something caught his eye. The VIN contained an “R,” indicating this coupe left the factory as a Ram Air 428 Cobra Jet car. He asked the owner what had happened to the engine and rear end. His response was, “I bought it like it is, pretty much a rolling chassis, and my plan was to put a 390 engine into it and make it a daily driver.”

The Shaker hood was lying flat across a few bales of hay; the scoop and a four-speed transmission were nearby. Before leaving, Isaksen asked if the car was for sale, and the owner indicated he might be interested in selling it.

“I left that day with a lot of unanswered questions, my curiosity piqued,” Isaksen recalled. “The car had intrigued me; I knew it was a rare Mustang. I returned to the barn a few days later with Jim McKuen, a knowledgeable Ford mechanic who knew a lot about these Cobra Jet Mustangs. We looked around for a while, then Jim poked me in the ribs and pointed at the four-speed transmission. Jim said, ‘That’s the right four-speed for this car.’ We stepped aside and he said, ‘If you can buy the car, do it. This is a rare Mustang and worth restoring.’”

Upon hearing McKuen’s recommendation, Isaksen made the owner an offer and he accepted, but before handing over any money, Isaksen wanted to make sure everything came with the car, including the four-speed transmission. Reluctantly, the seller agreed to include it with the car. It turned out to be the first step to a decades-long journey from a rolling chassis to a concours-restored 1969 Mustang GT hardtop.

Documenting a Ford test car

After getting the Mustang home, Isaksen knew that he’d made the discovery and purchase of a lifetime. Once he started researching the car and breaking down its VIN, the rarity of the ’69 Mustang GT hardtop started to become much clearer. According to the 428 Cobra Jet Registry, for the 1969 model year, Ford produced a mere 86 GT hardtop coupes with the R-code 428 CJ and four-speed transmission. He also learned the district sales office (DSO) code of “89” in the car’s VIN represented “Transportation Services,” indicating that the car was ordered for Ford use, perhaps for testing or as part of an in-house fleet.

Fortunately for Isaksen, Lois Eminger, a Ford employee who sold copies of original Ford invoices for many years, provided copies of the hardtop’s factory invoices, so Isaksen quickly learned that his GT hardtop had originally been sold to Ford Division Product Engineering on Sept. 20, 1968, for delivery to the I.R. Building Garage in Dearborn, Mich. The invoices also confirmed the car’s original options: GT Equipment Group; 3.25:1 Traction-Lok differential; F70x14 white-letter tires; Wimbledon White paint with red Interior Décor Group; AM Radio; front head restraints (headrests); power steering and brakes; and Power Ventilation.

Isaksen continued his fact-finding mission to learn the GT hardtop’s history. He sent a letter to the editor of Old Cars, who published his plea for information in the “Letters to the Editor” column. Isaksen knew he had found the needle in a haystack when he was contacted by Old Cars reader Tom Sherman, who told Isaksen that he had purchased the Mustang GT hardtop with 6,800 miles in March 1970 from Van Drisse Lincoln-Mercury in Green Bay, Wis.

“At the time of the purchase, the dealership told Tom that they had received the CJ GT hardtop with other cars ordered from Ford,” Isaksen said.

“In order to get cars they wanted, dealerships were occasionally required to take cars Ford wanted to get rid of,” Sherman told Isaksen.

A pair of Ford invoices, one dated Sept. 20, 1968, and the other dated Oct. 17 with updated pricing, each listed a code number and a name: “306-T-763, C. Jones.” That information provided Isaksen with another clue to chase, leading him to Utah restorer Armond D’Agostini, who also owns a 1969 R-code hardtop with a “T” number and “C. Jones” on the invoice. 

Armond explained, “His name was Chet Jones, and he was the Ford engineer who ordered the car. He passed away, but I managed to get to know one of his younger engineers.”

Through the contact, Isaksen came closer to discovering his 1969 GT hardtop’s original use at Ford. 

The engineer wrote, “Chet Jones was an engineer in Car Vehicle Development in the Experimental Vehicles Building at the Dearborn Proving Grounds. He worked in Powertrain Development where we tested prototypes with future engines, transmissions and drivelines to verify that they performed acceptably and met Ford’s Acceptance Specifications for drivability. Chet ordered production vehicles for development departments. Usually, these cars were tested to verify that the production cars met the same standards as the prototype vehicles, which had been tested months prior to normal production start-up.”

The engineer further explained, “Our test vehicles, whether prototypes or normal production, had a ‘T’ assigned to them, like the 306-T-763 on your invoice and on the brass tag that would be attached to your car’s radiator core support. The ‘T’ stands for test vehicle; pool cars had a ‘P’ in their number. After the development department was finished with the vehicle and since it was still a valid production vehicle with a VIN, it was transferred to the ‘B-lot’ where used company vehicles were sold to employees or Ford dealers. Apparently, your vehicle was bought by a Ford dealer, maybe the one in Green Bay, WI, where the first owner bought it.”

Bringing back the Mustang GT

Isaksen’s persistence and fact finding had discovered far more than he expected. As if the hardtop didn’t already have enough going for it as a rare GT R-code 428 Cobra Jet muscle car with a four-speed, Isaksen had also uncovered an intriguing back story to the car. As such, the rough Mustang doubly deserved the restoration that Isaksen had already begun undertaking. One of his first steps was to employ the services of Jim Cowles from Shelby Parts and Restoration, who agreed to collect the necessary parts to build a date-code-correct 428-cid V-8 Cobra Jet replacement engine.

In 2016, some 27 years after acquiring the Mustang, Isaksen gave Cowles the green light to start a complete restoration to return the rest of the car to its factory-built condition, as delivered to Ford Engineering in 1968 as a test vehicle. For body and paint, the hardtop was sent to Troy Kuyoth Body and Custom in Strafford, Wis., where it was completely disassembled and mounted on a rotisserie for sheet metal work and paint application. Later, in the fall of 2020, with the reassembly well underway at Shelby Parts and Restoration, Isaksen got a call from Jim Cowles.

“Jim wanted me to know that he had been diagnosed with a cancerous brain tumor,” Isaksen said, “As a result, he had sent my car and several others to Troy Kuyoth for completion. Jim passed away on January 4, 2021.”

Kuyoth completed the restoration last May. Because the brass tag was missing when Henry purchased the car, an accurate replacement was recreated and obtained from Mustang expert Ed Meyer. Kuyoth delivered the GT hardtop to Isaksen on June 11.

 “That was the first time I ever sat in the car,” Isaksen said.

After 33 years of research, documentation, fact finding and many years of looking at the rusty and weathered Mustang GT hardtop in his garage, Isaksen can finally enjoy the results of his dedicated investigation and relentless determination to add an intriguing backstory to a rare and interesting Mustang muscle car.

A familial fondness

Isaksen and his wife, Jean, have two sons, Jeff, and Marc. When the boys turned 16, they were allowed $5,000 for a car. At least one of their sons was inspired by the 1969 Mustang GT coupe to own a Mustang of his own.

“In 1986, Jeff asked for a new Chevy Cavalier,” Isaksen said. “In 1988, Marc requested a 1969 Mustang Mach 1. We finally located one in Kansas City.

“Ultimately, Marc spent a lot of time and money on the Mustang, but eventually ended up selling it to a local mechanic, who finished it and resold it,” Isaksen said.

Although his Mach 1 is gone, Marc still shares a passion for Mustangs with his father. He helped his father prepare the car for its photo shoot, and during the process, the two shared stories about the journey the family had been on with the ’69 Mustang GT hardtop from the time it was discovered and purchased and the decades it took to see it returned to its factory form. 

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“This car was found on Craigsist by my wife. She was looking for a car like the one I had when we dated in 1982. It had been abandoned for over 20 years in a shipping container after an aborted restoration attempt by the original owner’s son. We drove from Nazareth, PA to Somerset NJ to look at it . What we found was a structurally sound, sort of running orphan, in need of a lot of love!”

“After a 3 year restoration, we finally attended our first show with it on Father’s day 2014. I did all the work in my garage, with the help of my wife and a friend who showed me how to do bodywork. The only thing farmed out was the final paint finish, accomplished by another friend with a body shop. It was built as a driver and has since accumulated about 22,000 miles on the odometer. It has won several trophies at local car shows, several 1st place awards at AACA shows and a North Carolina AACA Redbird award.”

“It the original 302cid engine and c4 automatic transmission and is very drivable, even with the original 10” drum brakes. The engine sports some “day 2” modifications, including a 4 bbl carb and a dual-exhaust system with headers. Likewise, the interior is still original with the addition of a period Sun Super Tach and a factory console. The exterior has been treated to some additions as well. The car now sports factory “GT” rims, front and rear factory spoilers, a flip down gas cap, surrounded by an OEM honeycomb panel, a “short boss ” hood scoop, and 1969 factory style hood pins.”

“The car has been a trip down memory lane for my wife and I, bringing back visions of our youth and dating!”

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Mustang Homecoming 

August 17th, 2023, 10am-2pm

Dearborn, Mich. – Celebrate the Ford Mustang during Woodward Dream Cruise weekend. Talk with members of local Mustang clubs, view Mustangs on display, and meet John Clor of Ford Performance, former Ford Vice President Neil Ressler and SVT Designer Doug Gaffka.

10 – 11:30 a.m. – SVT Homecoming Cruise-In with the top 5 celebrity favorites awards (AHF parking lot)

11:30 a.m. – noon – SVT Videos and Visuals Reveal (AHF Theater)

Noon – 1 p.m. – SVT Team Panel Discussion and Meet & Greet (AHF Atrium)

1 – 2 p.m. – SVT Cake & Coffee with autographs & AHF museum tour

Automotive Hall of Fame | 21400 Oakwood Blvd., Dearborn, MI 48124

AutomotiveHallOfFame.org

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Among all of the gleaming cars at the National Automobile and Truck Museum (NATMUS) in Auburn, Ind., there’s a little 1965 Mustang 2+2 that might appear to be “just another red Mustang.” Even I looked past the unique car the first few times I scoped out the museum, and I have been active and in the Mustang community for 40 years and was once a Ford corporate employee. In my years of travels, I have seen Mustang prototypes and one-of-a-kinds, some of which have been kept hidden from public view for decades. Yet this red Mustang at NATMUS remained right under my nose until something about it caught my eye during a visit in 2021.

That year, during one of my regular visits to NATMUS in search of story subjects, I decided to change things up by starting at the rear of the gallery and working my way toward the front. While scanning the automobiles, my eyes locked on the uniquely different front fender emblems on the red Mustang fastback that I’d glanced over so many times before. Even from afar, I could tell the car’s “RC2-60” emblems were unlike any I’d ever seen. Most other passersby had probably done exactly what I had done on earlier visits and scanned past the unique emblems since they are the same size and general shape of the “V-8” emblems they replace on a production Mustang.

Upon approaching the Mustang, I noticed weathered “Curtiss-Wright” parking stickers on the front and rear bumpers, indicating it was a one-time employee or company car and making me further wonder what I had stumbled upon.

In the past, I’ve taken part in the automotive archaeology of one-of-a-kind Mustangs and Shelbys, and there were too many unique items on this Mustang to ignore. It was time to dig deeper, study the clues and look at the evidence that lied within this unique automobile.

The front of the Mustang seemed to be higher than normal. I walked up to the front of the car and raised its hood, only to find an engine bay minus the power plant. Even though the Mustang was void of an engine, I could tell this engine compartment was unlike any other I’d ever seen on a Mustang. The car had an unusually thin radiator with heavy-duty steel brackets that were unlike those on a factory Mustang. The compartment also had a large metal container resembling an oil or water cooler mounted in front of the shock tower on the driver’s side, and like the front and rear bumpers, the passenger side shock tower had a Curtiss-Wright decal. This decal read, “Rotating Combustion Engine — A New Shape in Power.”

A stalled Wankel

I put the Mustang’s hood down and sought out Don Monesmith, NATMUS’ Youth and Adult Volunteers Coordinator. Monesmith oversees the volunteers who help him maintain the museum’s collection of 175 automobiles.

Monesmith said a museum benefactor by the name of Steve Estes had donated the red ’65 Mustang to NATMUS back in 2005, and that it’s powered by an unusual RC2-60 Wankel rotary engine, but the Mustang was not road-worthy when the museum received it. The rotary engine in the Mustang would start up, but then it would stop running.

John Taller, a volunteer at NATMUS who heads the museum’s engine maintenance and rebuild department, along with one of the youth volunteers, pulled the engine in 2019 with the idea of rebuilding it. Once the rotary engine was out of the Mustang, they ran into issues with damaged O-rings and other one-of-a-kind components.

I asked Monesmith if NATMUS still had the engine and he said, “Yes, it’s in our engine room. Follow me and I’ll take you there.”

When we walked into the engine room, Monesmith pointed to the back where I saw the entire Curtiss-Wright rotary engine and its components strategically spread on shelves and a work bench. Monesmith pointed to several O-rings on the work bench and mentioned he’d never seen a Teflon-and-silicone O-ring like the ones in the rotary engine. A search to find replacements or a company to produce them had been a major issue with reassembling the engine. To date, they had not found replacements or a company to produce them.

The following week, John Taller directed me to the NATMUS engine room and walked me through the RC2-60 rotary engine disassembly process. As Monesmith explained earlier, Taller had discovered issues with the rotary engine. It would start up, run briefly, then shut down. During the engine tear down, Taller noticed the Apex seals had been overtaken by carbon and collapsed. But the major issues were the damaged O-rings and worn main bearings. These components were one-of-a-kind experimental parts, and he said finding replacements has been impossible. This lack of available replacement parts had derailed the engine rebuild and presented a major setback to getting the Mustang running again.

An experienced electrical engineer, Taller has spent his career specializing in mechanical practices and manufacturing operations. For more than a decade of that time, he’s successfully worked with several private companies to find unique and rare parts for special or unique automobiles. Unfortunately, none of his contacts could produced an O-ring that would work as a replacement for the Curtiss-Wright original. He continues to search for replacements, reaching out to manufacturers in hopes of finding replacement O-rings for the rotary engine.

As Taller explained the challenges of the rotary Mustang project, something inside me said this car is an important part of automobile and Mustang history. The passion that Taller and Monesmith have for this project greatly inspired me. Even with all the roadblocks and obstacles, Taller continues his mission to see the ’65 Mustang up and running with its RC2-60 Wankel rotary engine. He’s determined to one day drive it in downtown Auburn. Wanting to see the RC2-60-engined Mustang drive under its own power influenced me to get involved in the project and start the fact-finding journey with him and the NATMUS team.

It also helps that NATMUS is a dynamic museum. The collection is diverse and not just one person’s dream. There’s also a team approach involving adult and youth volunteers who work together to learn, mentor and educate each other, a process unlike anything else I have seen within the automotive industry or community. Simply put, NATMUS has a system that stresses hands-on learning through mentoring and team work. It’s a proven model for success.

Installing a Wankel in a Mustang

Under the leadership of William “Bill” Figart, manager of advanced programs at Curtiss-Wright and founder of RPI (Rotary Power International), the Wankel rotary engine Mustang project was developed. According to sources, Curtiss-Wright purchased a red 1965 Mustang 2+2 fastback from Dockery Ford in Morristown, N.J., in 1970 for the purpose of replacing the car’s factory-installed 289-cid V-8 engine with the RC2-60 rotary engine. A team of Curtiss-Wright engineers helped with the rotary engine conversion. The project was done off-site at a private automotive body shop belonging to the father of one of the engineers. It’s fair to say the engine swap was small scale by today’s standards.

Apparently Curtiss-Wright didn’t have the facilities nor the resources of an automotive manufacturer and the installation was relatively crude. However, it demonstrated that the team’s engineering knowledge and expertise could adapt and rise to the challenge of installing an aircraft engine into a Ford Mustang, and make it perform much like a factory-built 289-cid V-8-powered production car.

The RC2-60 twin rotor engine was mated to the Mustang’s stock torque converter and Cruise-O-Matic transmission with no adjustment for the rotary engine’s different characteristics. A Rochester two-barrel carburetor from a Buick 401-cid V-8 was used, and the exhaust from the rotary engine’s peripheral exhaust ports was routed into the Mustang’s original single exhaust system.

The RC2-60 was a light engine, weighing 237 pounds, including the alternator and other accessories — significantly lighter than the approximately 600-lb. 289-cid V-8. The RC2-60 was also more compact than the 289-cid V-8, and when installed, there was a 15-inch gap between the fan and the radiator with a plastic shroud installed to bridge the large space. The power output for the rotary engine was 185 bhp compared to 200 bhp for the 289-cid V-8 engine it replaced.

The interior of the Mustang also has a few clues that it’s not a factory-stock Mustang. Starting with a sheet-metal panel installed below the dash on the passenger side for accessory gauges, there are two gauges recording pyrometers. Additionally, there’s a small knob under the driver’s side of the instrument panel that controlled which of several pickups were to be monitored. These gauges were installed to record the performance, durability and overall operation of the RC2-60 rotary engine during real-world driving. There’s also a “Curtiss-Wright Rotating Combustion Engine — A New Shape in Power” decal on the instrument panel that’s identical to the one on the passenger side shock tower. Except for the gauge panel, knob on the driver’s side and decal, the interior is all Mustang.

Why a Wankel?

It’s not clear if Curtiss-Wright intended to get into the automobile industry. This ’65 Mustang served as a platform for its research center and to likely license its technology. I’ve discussed the rotary-powered ’65 Mustang with retired Ford Motor Co. (FoMoCo) power train engineers, some of whom mentioned how the 289-cid V-8 engine had been in high demand during the 1960s. Back in the ’60s and ’70s, the company stretched itself thin by offering its small-block engine (initially the 289, then the 302) in just about every Ford and Mercury model. The engineers indicated the company was looking at alternative small-displacement engines to power their automobiles. It was also known within FoMoCo that emission standards were going to get tighter, and rumors of an oil embargo were on the horizon. Being a major manufacturer of aircraft engines, it’s possible the management team at Curtiss-Wright looked at the demand that the government and the buying public was putting on the automobile industry for small-displacement, energy-efficient engines with low emissions, and tested whether it could produce a small-displacement rotary engine for automotive use in cars such as the Mustang. If successful, the RC2-60 engine might entice Ford or other American automobile manufacturers to use the engine. However, the project doesn’t seem to have gotten farther than the Mustang inside NATMUS.

NATMUS’ RC2-60 Wankel rotary engine-powered Mustang was last registered by Curtiss-Wright in 1973. The company sold the rotary branch and license to John Deere in February 1984. During the transaction, Jim Barricella, owner of Mazda 17 — an Upper Saddle River, N.J., automobile dealership — purchased it and added it to his automobile collection where it was displayed for several years. It’s believed that during the acquisition process, Barricella (or someone from his organization) requested an endorsement for the Curtiss-Wright Mustang, and William Figart obliged by signing the glove box door.

Back in 1971, William “Bill” Figart had given an interview to the New York Times in which he discussed the Curtiss-Wright RC2-60-powered Mustang and how the company had an interest in possibly providing rotary engines to automobile manufacturers. He personally used the ’65 Mustang as his company car. This explains the Curtiss-Wright-issued stickers on the car’s bumpers.

During his career at Curtiss-Wright, John Deere and RPI, Figart consulted on rotary engine programs for NASA and the U.S. military. He remains a major presence within the rotary engine community, although he’s since retired and living in New Jersey.

The rotary Mustang’s future

Under the leadership of John Taller, NATMUS intends to rebuild the Curtiss-Wright RC2-60 rotary engine and reinstall it into the 1965 Mustang with the purpose of making it safe, drivable and road-worthy. However, generating the resources to complete the Mustang project has been challenging.

A fund for donations for this project has been set up at NATMUS with all money going directly into a dedicated account for the rotary-powered 1965 Mustang. (Contact Dave Yarde at NATMUS with questions: info@natmus.org or 260-925-9100.)

Old Cars intends to follow the Curtiss-Wright RC2-60 engine rebuild process. Research and fact finding also continues for this historic Mustang. Stay tuned for the latest developments when this project gains traction.

Epilogue

When I began researching this unique car, some of my contacts within the Mustang community said that, during the 1970s, they’d heard about a rotary-powered ’65 Mustang. Those contacts referred to it as the “Phantom Mustang,” as not one of them had ever seen the car in person. They thought it was just an urban myth. We’re here to say it exists and resides at NATMUS in Auburn, Ind., and is a phantom no more. 

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You’d think Paul Stewart would have some bad memories of his 1994 Ford Mustang GT convertible. Sure, it was his first new car, and it was a very cool ride for a young car geek to get his hands on. But the car didn’t have a very long life, and its last day on the road was not a pleasant one.

“I bought it brand new in the spring of 1995. It was a dealer demo car, had 6,000 miles on it,” recalls Stewart, a resident of Greendale, Wis. “… It was one of the Indy Pace Car festival cars, so it was one of 1,000 cars that they made just to take celebrities around and what-not during the race an then distributed them to dealerships to sell.”

“I drove it almost 9,000 miles that first summer and fall, and I drove it that entire next summer and I was getting ready to put it into storage and an 84-year-old guy ran a stop sign and T-boned me. He hit me on one side and pushed me into another car. So I got hit by an F-150 on one side and another guy on the other side, so the car was completely totaled out.”

Stewart is a consummate car guy; he figures he’s bought and sold about 40 of them over the years. He’s done meticulous ground-up restorations and resurrected hot MoPars to concours quality. He’s had beaters, drivers, show cars, and everything in between over the years. He’s had several hot Mustangs, too, but he never realized how much he wanted to replace his bright red ’94 Mustang GT convertible a friend told him about one he had seen for sale.

“As you get older you start getting nostalgic and that was my very first car I bought brand new, and it was the first convertible I ever had,” he says. “So finally a friend of mine said, ‘Hey, there is one for sale on Facebook Marketplace, you should check it out.’ So I went and looked at it and the rest is history. I bought it and drove it home.”

“I hadn’t really been looking, that one just came out of the blue. I couldn’t pass it up. It was an original owner car. The guy I bought it from, his mother-in-law bought it brand new. When she couldn’t drive it anymore he took it over from her. It was a small town just east of Indianapolis. It was about a four-hour drive one way to get there. This was in October of 2021. I hadn’t really been looking, but this one was the exact same color combination, same options, everything, as my other one. It just fit the bill perfectly. I got real nostalgic real fast!”

Ironically, Stewart says he wasn’t really looking for a ’94 Mustang GT the first time he bought one, either. Both of them have sort of turned out to be impulse buys.

“I was always in love with those Fox bodies, but when they redesigned this car, it was completely different. I fell in love with it. This was on the lot [back in 1995] when I was going to look at a Fox body that they had, and I looked at both of them together and just fell in love with this. It was ‘Car of the Year’ back in 1994… but it’s completely different from the Fox body, and it drives like a Cadillac.”

The Big 3-0

Automakers don’t often want to “mess with a good thing,” but for 1994, Mustang’s 30th anniversary, FoMoCo decided to end the Fox body’s run and unveil a whole new high-tech pony car.

“Team Mustang,” a group of Ford employees dedicated to the new car’s concept and design, set up camp in an old Montgomery Ward warehouse south of Dearborn late in 1990. While the project was referred to as “SN-95” (sporty, North American market, concept no. 95), the platform on which the new car was designed was known as the Fox-4. Of the SN-95’s 1,850 parts, 1,330 were new. The new bodies were made stiffer in a variety of ways, including bonding the windshield and backlight to their frames with a rigid urethane adhesive and by enlarging certain box sections as the rocker panels and roof rails. On the GT V-8 models, there was a bolt-in brace tying the front strut towers and cowl/firewall together. This was supposed to take the flex out of the car under during hard cornering. The open-air convertible used a thicker gauge of metal in the rocker panels (from 0.8 to 2.3 mm) as well as other stress-bearing panels. To reduce noise, a 25-pound tuned mass damper was installed inside the right front fender well.

The Mustang’s new appearance was not radical in any particular way and the hope was that it would appeal to almost any potential buyer. Aerodynamic headlights sat on either side of a curved grille cavity that, when combined with the smooth bumper cover and integrated air dam, provided a pleasant, smiling face. The sloping hood was in better proportion to the rest of the car, and the curvy top complemented the rounder body. Three-element taillights (lying horizontal on the 1994, unlike the 1965’s vertical units) recalled some of the Mustang’s early heritage and contributed to the impression of great body width when viewed from directly behind. A classic twin-cockpit theme ran throughout the new interior.

The 1994 Mustang measured 2.4 inches longer (181.5 inches bumper-to-bumper) than the first Fox car. Wheelbase increased between the two models by 0.9 inches to a total of 101.3. The most striking dimension change was in the width, wherein the 1994 was a muscular 71.9 inches compared to the slab-sided 1979’s 69.1 inches. The 1994 Mustang’s roofline was 1.4 inches higher than the 1979 at 52.9 inches.

Engines were upgraded slightly, with the four-cylinder now gone, replaced by the same 3.8-liter 145-hp V-6 that was already doing duty in Ford’s Taurus, Thunderbird, and Lincoln Continental. The 5.0-liter H.O. V-8 grew to 215 hp at 4200 rpm thanks to a low-profile intake manifold and lighter pistons.

Buyers of the base V-6 cars received 15-inch steel wheels with plastic covers and 205/65-15 all-season black sidewall Goodyear Eagle GA tires. As an option, those tires could be mounted on three-spoke, 15-inch alloy wheels. Standard GT wheels were five-spoke, 16-inch rims wearing 225/55-16 Firestone Firehawk rubber. An optional upgrade for the GT was a set of three-spoke 17-inchers shod with 245/45-17 Goodyear Eagle GTs. Four-wheel disc brakes were applied to factory Mustangs for the first time in 1994 on both base and GT cars. This piece of standard equipment had been long in coming as far as Mustang fans were concerned. ABS was an extra-cost option.

Convertibles also had a power retractable soft top with a hard convertible top boot, illuminated visor mirrors, power deck lid release, power door locks and power side windows. The 1994 was Ford’s first post-1973 Mustang convertible to be built as a topless car on the factory assembly line; earlier ragtops started life as coupes and had their roofs removed. A glass backlight was standard, with a built-in defroster costing extra. Convertible tops came in black, white, or saddle.

The automotive trend toward bright, vibrant colors was not lost on Ford’s planners. The 1994 Mustang could be ordered in one of 11 eye-catching hues, including Canary Yellow (GT only), Vibrant Red (GT only), Rio Red, Laser Red, Iris, Bright Blue, Deep Forest Green, Teal, Black, Opal Frost, and Crystal White. Interiors were available in five colors: Bright Red, Saddle, Opal Grey, Black, and White (convertible only).

In addition to (or in place of) standard equipment, the GT coupe ($17,270) and convertible ($21,960) had front and rear fascias with GT nomenclature and black finish on the lower rear end; Mustang GT fender badges; fog lamps; a single-wing rear spoiler; 16×7.5-inch wide five-spoke cast aluminum wheels with locks; a 150-mph speedometer; GT bucket seats with cloth trim, cloth head restraints, adjustable cushions, power lumbar support, and a four-way power driver’s seat; a leather-wrapped steering wheel; a Traction-Lok rear axle; handling brace to stiffen the engine compartment (“similar to those utilized by Ford NASCAR teams,” said the brochure); stainless steel dual exhaust system; GT suspension package with variable-rate coil springs, unique-calibrated gas struts and shocks, and Quadra-shock rear suspension with strut lever brace; and illuminated visor mirrors with hard covers.

One option that will be of particular interest to collectors is the short-lived removable hardtop offered to convertible buyers. Supply problems and the high cost of the option killed the company’s enthusiasm and only 499 were delivered—all on the pricier SVT Cobras, and not until the 1995 model year.

The 1994 Mustang was also the first Ford to offer a dealer-installed mini-disc sound system, as well as a new Mach 460 system that used eight speakers to put out 460 peak watts of sound. The all-new Mustang readily won Motor Trend magazine’s “Car of the Year” award, and it became the Indianapolis 500 pace car for the third time since 1964.

The model year closed with a total sales run of 123,198 units. That number included 42,883 base coupes ($13,355), 18,333 base convertibles ($20,150), 30,592 GT coupes ($17,270), 25,381 GT convertibles ($21,950), 5,009 Cobra coupes ($21,300) and 10,000 Cobra convertibles ($25,605).

Return to the ’90s

Stewart’s second 1994 Mustang GT is exactly like his first one, except for the Indy Pace Car graphics — which he never stuck on his first one, anyway. It’s a convertible with an automatic transmission, leather interior, and Mach 460 Sound System. The only change he has made to the car is swapping out the rims and tires. 

“The original Tri-Bars were cool back in the day, but they are heavy and kind of clunky, and the tires that were on it were clunky tires, so I definitely thought we needed some new shoes,” he says. “I got all new rotors, calipers, rims and tires. These are larger 19-inch [rims], so it has a little nicer ride, and these tires are much nicer than the ones that were on it. It’s more of a modern Shelby-style rim, that’s why I opted for that.”

Stewart is one of those super-tidy, uber-organized guys who keeps everything squeaky clean. You could eat pancakes off his garage floor. He pretty much treats his red Mustang the same way, and it is in impeccable shape.

“I’m done with it. There is not much more I can do to it,” he laughs. “I’ve got the engine cleaned up, got the interior cleaned up. Buffed the paint really well. It’s looking a heckuva lot nicer than when I got it. Just a lot of cleaning and detailing, that was really all that needed to be done to the car. It’s looking good.”

Stewart has had more than his share of rough, rowdy 1960s and early ’70s muscle cars over the years — cars that you frankly wouldn’t want to drive too long or too far these days. His ’94 Mustang GT is totally different. It’s a car he’s eager to jump in any day there isn’t salt or snow on the road and drive pretty much anywhere.

“It’s so comfortable. You can ride it in all day,” he says. “It’s a beautiful car to drive. They always had a nice sound, and it’s aerodynamic when you are on the freeway with the top down; you don’t get any turbulence in the cabin. It’s just a pleasure to drive.”

Stewart chuckles at the thought that 1990s Mustang GTs, which seemed hot and new not that long ago, have now graduated into the collector car realm. It makes guys like me enjoy them even more — both as hobby toys and regular transportation.

“Now they are getting past 25 years old — once you get to that 25-, 30-year mark you start getting people wanting to relive their old days,” he says. “Back when I was young and single. Young and single, and a fat wallet!” 

SHOW US YOUR WHEELS!

If you’ve got an old car you love, we want to hear about it. Email us at oldcars@aimmedia.com

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The post Car of the Week: 1994 Ford Mustang GT convertible appeared first on Old Cars Weekly.