Greetings!
I have read & done a lot, know a little but hardly enough and still have doubts and questions.
Here’s today’s conundrum…
BACKGROUND: 1967 Mustang convertible (late build; June 1967)
ORIGINAL EQUIPMENT: 289 2bbl, AT (C4), factory AC, PS, PDB (4-piston iron calipers), motorized top and what I think 8” axle (see below to explain that one). The engine is being replaced with a 1969 351-W that has a Stage I rebuild (probably less than 350 HP) and a 1989 AOD from a Mustang GT.
ANOMOLY: Both the Body Style and Axle Tag Numbers do not match the 1967 factory Ford shop manual concerning:
Color: “D” is on the tag; the book lists no such letter.
Axle: “0” is on the tag; the book lists no such number.
Axle Tag: “WCZ V1” [top line] “2 79 FA 930” [bottom line]
The shop manual skips this series, going from “WCZ-V” (conventional 8” 2.79:1 ratio) to “WDY-C1”(conventional 8” 3.50:1 ratio). The axle ends have the flattened oval depression in the center, so I assume it is an 8”. If there was any reference to the bottom line of the axle tag, I have not found it [yet]. The bottom line is that I cannot be sure what is under there until I get some concrete references.
The real reason for all of this information is that I want to square away my brakes for the last time. I have an opportunity to purchase a complete rear end from a Lincoln Mark VII LSC and need to know if this is the smart way to go.
I purchased a Grenada/Monarch/Versailles rear disc axle but sold it because of the useless unsprung weight issue. I know about the UltraStang bracket approach to adapting Lincoln Mark VII rear disc brakes and that seems to be the best bet; however, I have also read about using Explorer brakes in a similar manner. There is also a Ford Motorsport kit using late model (SN95) Mustang rear brakes.
Does anyone out there have any objective experience based on my requirements of achieving a reasonable balance of economy with safety & performance?
FRONT BRAKES: I converted the front spindles, brakes & tie-rod ends to Grenada/Monarch/Versailles for extra strength & cheaper maintenance; although I have questioned this “sidegrade” as in my experience, 4 pistons from both sides of a caliper perform better than one single-sided caliper.
Did I screw up a good thing by fixing something that wasn’t broken? Should I keep this setup or go to something better? I am at a point where I have to decide how to proceed NOW and having some words of wisdom would really be a comfort.
Thank you in advance for sharing your experience, my friends!
Mark from Maine
I have read & done a lot, know a little but hardly enough and still have doubts and questions.
Here’s today’s conundrum…
BACKGROUND: 1967 Mustang convertible (late build; June 1967)
ORIGINAL EQUIPMENT: 289 2bbl, AT (C4), factory AC, PS, PDB (4-piston iron calipers), motorized top and what I think 8” axle (see below to explain that one). The engine is being replaced with a 1969 351-W that has a Stage I rebuild (probably less than 350 HP) and a 1989 AOD from a Mustang GT.
ANOMOLY: Both the Body Style and Axle Tag Numbers do not match the 1967 factory Ford shop manual concerning:
Color: “D” is on the tag; the book lists no such letter.
Axle: “0” is on the tag; the book lists no such number.
Axle Tag: “WCZ V1” [top line] “2 79 FA 930” [bottom line]
The shop manual skips this series, going from “WCZ-V” (conventional 8” 2.79:1 ratio) to “WDY-C1”(conventional 8” 3.50:1 ratio). The axle ends have the flattened oval depression in the center, so I assume it is an 8”. If there was any reference to the bottom line of the axle tag, I have not found it [yet]. The bottom line is that I cannot be sure what is under there until I get some concrete references.
The real reason for all of this information is that I want to square away my brakes for the last time. I have an opportunity to purchase a complete rear end from a Lincoln Mark VII LSC and need to know if this is the smart way to go.
I purchased a Grenada/Monarch/Versailles rear disc axle but sold it because of the useless unsprung weight issue. I know about the UltraStang bracket approach to adapting Lincoln Mark VII rear disc brakes and that seems to be the best bet; however, I have also read about using Explorer brakes in a similar manner. There is also a Ford Motorsport kit using late model (SN95) Mustang rear brakes.
Does anyone out there have any objective experience based on my requirements of achieving a reasonable balance of economy with safety & performance?
FRONT BRAKES: I converted the front spindles, brakes & tie-rod ends to Grenada/Monarch/Versailles for extra strength & cheaper maintenance; although I have questioned this “sidegrade” as in my experience, 4 pistons from both sides of a caliper perform better than one single-sided caliper.
Did I screw up a good thing by fixing something that wasn’t broken? Should I keep this setup or go to something better? I am at a point where I have to decide how to proceed NOW and having some words of wisdom would really be a comfort.
Thank you in advance for sharing your experience, my friends!
Mark from Maine