TCI Engineering's '67 Fastback project

[TCI Engineering]

Suspension:
Total Cost Involved Custom Independent Front Suspension
Total Cost Involved Torque Arm Rear Suspension

Engine:
427" (351W) built by Smeding Performance
570HP & 580TQ
Zoops "Posi-Trac" system
Holley fuel system
US Radiator cross flow
Flowmaster super 44 mufflers
K&N filters

Tranny:
Tremec TKO 600

Clutch:
McLeod RST dual disc
SFI scatter shield
Hydraulic T/O bearing

Rear axle:
Currie Enterprises
9” F9 fabricated housing
31 spline axles
54" width(A/F to A/F)
3.89 axle ratio
Tru-Track posi

Brakes:
Wilwood
Front = 14” w/6 piston
Rear = 14” w/4 piston

Tires:
Michelin Pilot Sport
Front = 295/30/18
Rear = 335/30/18

Wheels:
Billet Specialties “LeMans”
Front = 18 x 10
Rear = 18 x 12

Additional suppliers:

Inland powder coating
Lokar
Inland EmprieDriveline
Kicker
JME Enterprises
Ididit
Borgeson
EMJ Metals
Autometer
Vintage Air
Ricks Stainless
MSD Ignition
Pomona Valley Customs(PVC)
Danny's Paint Shop
Atlas Polishing

Before we tore the car apart we took it out to Fontana for some baseline numbers.




Stock engine compartment



We stripped the car, installed our front crossmember and sent her off to get the underbelly painted.

[TCI Engineering]

This is what the car looked like roughly a year ago. As you can see we were close to a finished product.

[TCI Engineering]

Somehow/someway our Camaro test car wheels & tires found their way on the Mustang. 18x9.5 w/275’s Front and 18x11 w/315’s rear











They didn’t quite fit so we began flaring the fenders.

[TCI Engineering]

Splitter still under construction






If you look closely you'll see welds/grinds on the bumper. It was narrowed to follow the body line more closely.




These will both eventually be brake ducts





We picked up some new seats.

[TCI Engineering]

Since we’re gluttons for punishment we picked up some even wider wheels than the Camaro had used. Billet Specialties “LeMans” 18x10 & 18x12









295/30/18 & 335/30/18 Michelin Pilot Sports

[TCI Engineering]

We went back to work on the fenders, only this time we made a fixture that mounts to the hub and starting cutting to make room.

[TCI Engineering]

The car was down off of the lift today so I snuck a few shots in.













-J

[TCI Engineering]

A little progress on the rear brake cooling ducts.

























-J

[TCI Engineering]

Wilwood sent over some 14" slotted rotors and their massive W6 calipers so we could manufacture the caliper bracket to fit our spindle.



-J

[Campindog]

Any updates?

[TCI Engineering]

Originally Posted by Campindog

Any updates?

The guys have been updating a bunch of existing products and designing some new stuff(unrelated to the Mustang) so progress has slowed.

We received a new hood the other day with a small cowl, I wanna say 2.5" tall. The sheet metal work is very time consuming plus they ended up making a new driver's side fender because it wasn't quite perfect enough(LOL). The engine is out right now getting an external oil pump(not dry sump) fitted. I am very excited to see the front valence come together but that may be another month or so until completion.

-J

[jfouge2]

Where are the strut tower/firewall braces from?

[TCI Engineering]

We made them in house.

-J

[BCS]

Can you post some more detailed pictures of how you tied the 'A' pillar into the front of the frame? It looks like you went straight down after the window/door point, and then back up to I would like to see how you tied everything in, including the 'cowl bar' with the tubes and heims supporting the engine bay.
Also why a solid 'B' pillar as opposed to a solid 'A' pillar with a top bar to receive an 'X' and crossbars to receive the shoulder harness. Easier packaging? Easier to line the 'A' pillar with the front frame rail?
Why a bolt in cage opposed to weld in? I can see why the 'feet' of the cage are essential, but why bolt in? Ease of instalation?

Sorry for all the questions, I'm new to cars and unibodys, but have built a few rock crawlers/tube buggys. Myself and my brother in law are building something similar, but in the '65 coupe flavor. Thanks for the help.

[TCI Engineering]

Originally Posted by BCS

Can you post some more detailed pictures of how you tied the 'A' pillar into the front of the frame? It looks like you went straight down after the window/door point, and then back up to I would like to see how you tied everything in, including the 'cowl bar' with the tubes and heims supporting the engine bay.
Also why a solid 'B' pillar as opposed to a solid 'A' pillar with a top bar to receive an 'X' and crossbars to receive the shoulder harness. Easier packaging? Easier to line the 'A' pillar with the front frame rail?
Why a bolt in cage opposed to weld in? I can see why the 'feet' of the cage are essential, but why bolt in? Ease of instalation?

Sorry for all the questions, I'm new to cars and unibodys, but have built a few rock crawlers/tube buggys. Myself and my brother in law are building something similar, but in the '65 coupe flavor. Thanks for the help.

The cage isn't tied to the Monte Carlo bar attachments at the firewall.

Packaging played a major roll in the design. I think Ed wanted a single leg cage simply for looks rather than an "X". I asked the R&D guys about it and they weren't 100% certain the current design would not be added to down the road.

Ed plans on having Ron Mangus do the interior so he didn't want to be welding anywhere near the headliner. The cage will be removed and powdercoated as well. Nice hardware will replace the random zinc in the pics.

I snapped a few pics to show more detail.

Door bar connecting to "A" bar




Under floor plate for "A" bar


Overview of the roof bars from the passenger side




A Couple shots of the "B" bar from different angles




Under floor plate for the "B" bar


The down bars will eventually connect to the coilover crossmember here so you won't see a reinforcement plate underneath.




-J