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This month I went with a very well known member...GT289. We have all seen snippets of and heard bits and pieces of information regarding his experience and his seemingly test mule for Global West. However, I don't remember ever seeing a full story or many detailed pictures of his car. So here it is...enjoy.


The Details....

1966 MUSTANG GT

• Dupont Imron Wimbledon White (painted by Northglenn
Mustang), Maier Racing fiberglass fenders, relay operated
55/100 headlamps and 250,000cp “fog lights”

• Interior décor group, visibility group, remote trunk release, outer
sill plates, factory tinted glass, floor console, locking glove box,
Rotunda 8K tach, Bendix AM/FM, Dallas Mustang wood steering wheel

• 289 4bbl built by Madcap Racing, ported and polished heads, magnafluxed internals, prepped crank & rods,
Boss 302 windage tray, Gemini Racing oil pan, Manley 289HP cam, CompCams steel roller rockers, Buddy Bar
valve covers, Edelbrock Performer RPM intake, Autolite 1.12 custom 4100 carb, Jacobs computer ignition

• MCCI ceramic coated JBA prototype full length headers and custom
2 ½” exhaust with Flowmaster 3 chamber mufflers & mandrel tailpipes

• Cobra NHRA scattershield, Centerforce 10” dual friction clutch, McLeod lightweight flywheel, Tom’s Systems
custom ratio Toploader, roller bearing pedal support and heavy duty custom clutch linkage

• 9” Lincoln Versailles rear with SSBC disc, 3:1 limited slip

• C9ZZ large bearing spindles, Global West upper & lower arms, front & rear springs, spherical bearing spring setup,
Koni double adjustable shocks, 1” front Stam Bar, adjustable front strut rods with hybrid Moog bushings, Shelby
quick steering, modified P/S (idler arm, control valve and pump), GW subframe connectors, Ford export brace,
16x8 Vintage 45 wheels, 225 50ZR 16 Bridgestone RE-71tires

• Stage III Boss 302 Trans Am front disc brakes, aluminum 1” master cylinder, Russell Speed Bleeders,
Kelsey Hayes dial adjustable proportioning valve, front & rear braided brake lines


The story...


I started driving my GT hardtop upon graduating from college in 1983 with about 70,000 on the odometer. It was originally purchased in Denver at Hover Motors, which no longer exists. Pretty much totally stock, I was using it to commute to my first job as a vehicle damage appraiser for American Family Insurance in Englewood. That happy picture came to a crashing end after a few months when my girlfriend at the time and I were rear-ended, requiring a couple of new quarter panels and some expensive metal-work. Initially restored for use as a daily driver, my grand plan was for a slow transformation on the GT, with each upgrade taking on more and more characteristics of the classic “sleeper” - vehicles that appear totally stock but aren’t even close. I hung some of the first fiberglass fenders that Maier Racing had started to sell and James Abeyta in Northglenn shot the car in Dupont Imron. When I first attacked the suspension, I went with standard Moog pieces and some 620 coils and 200# Maier leaf springs. In fairly short order I discovered I had created a very uncomfortable ride- that although fitted with Koni Shocks, really didn’t handle that well. I began to read up on and investigate other schools of thought on suspension.

During the mid-80’s, the GT saw street duty in San Diego during a brief active duty stint in the US Navy and made the occasional trek back to visit family and friends in Colorado. Around this time I came across a mysterious company calling itself Global West. I drove up to LA to check them out and initially had them install a pair of subframe connectors. These made such a difference that I dropped the car off the following month and they went front to rear on the car, replacing everything stock with what they called a Negative Roll suspension. I was hooked after driving their concoction. With the significant improvements made to the GT’s suspension and employing the best performance tires available in the mid-80’s, the car could generate close to 1g on the skidpad - handling that surprised many drivers who only saw what appeared to be just another old Mustang.

Ultimately, although really fun to drive, the cost of registration, emission testing, insurance and licensing on the low-usage car resulted in retiring it from daily street use in 1989. Back in the civilian world now, I started a new job at Global West and I soon discovered a fresh pastime, when I decided in 1994 to investigate club “racing.” As a result, the GT enjoyed numerous outings at open track events held at Willow Springs International Raceway and California Speedway from 1994-2005.

Also in my garage I’m fortunate to have the car I learned to drive on, a ’68 Mustang hardtop that my parents bought new back in Long Island, NY.



















 

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Congrats ! !
 

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Welcome to the ROTM club, GT289! For some reason, all this time I thought you had a Fastback. Nice looking car, and a great list of mods there. That has to be one fun car to drive.
 

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Congratulations and welcome to the R O T M club.

Nice write-up! Sounds like this would be a blast to be throwing through some road course twistys!!

John
 

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A beautiful car and I appreciate the knowledgeable that owns it!
 

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Thanks everybody.
I've had a rough 60 days or so health-wise, so it was a pleasant surprise to hear from Patrick and be honored with Ride Of The Month.
 

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Welcome to ROTM club, Nice pic Patrick.
Any chance the winner could supply a pic of how/where the other end of this spring is mounted
Here ya go.....
I think the earlier cars were set up with this type of upper spring. I didn't care for the regular '66 method.
(heavy spring between the clutch release fork and the chassis and that over-center spring under the dash)
I also have a smaller tension spring between the lower portion of the equalizer bar and the clutch fork,
keeping the lower adjustment rod in place.
 

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Here ya go.....
I think the earlier cars were set up with this type of upper spring. I didn't care for the regular '66 method.
(heavy spring between the clutch release fork and the chassis and that over-center spring under the dash)
I also have a smaller tension spring between the lower portion of the equalizer bar and the clutch fork,
keeping the lower adjustment rod in place.
perfect ,thank you. So simple I laughed at myself, Been trying to think of some kinda L bracket tab to mount to the master cylinder bolt
 

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@GT289 - Tell me more about your fire extinguisher mounting. I like it.
I don't think I drilled any extra holes for the bracket either ..... it's a dual strap bracket
for 2.5 & 3 pound Amerex bottles, part number 817s
The extinguisher is the Amerex B417 (2.5 # ABC bottle).
 

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