It strikes me as to how a casual conversation here can quickly turn into a food fight. Instead of sharing and discussing something, all start the EGO TRIP and begin measuring their genitals and their point is the only point allowed in discussion. I gave two forums that have direct knowledge of this subject and not one swingin' chicken' here acknowledged and/or referred to it. I have more information but there is no use bringing it forward as most here have demonstrated it is their way or no way. And during this exchange you have upset 55blacktie and he has demonstrated on several forums as to how sensitive he is.
Ya know, I’ve been reading this thread as I see it pop up. The only one who has seemed upset, is yourself. You accused one member of yelling at you. He didn’t and now inferring another member is upset. Are you actually reading with full comprehension that the replies posted are saying, or maybe skipping a word or two to get a reply in?
The mystery deepens.... I wonder if this was something only done at the San Jose plant? You can occasionally run into differences on Ford products depending on which plant it was built at. Although for me, I find it extremely interesting that virtually none of the cars I've seen had one even though I live on the west coast. Surely at least a few of the cars I saw originated out of San Jose. I'm assuming this was a bolt-on part, not welded in. The other anomaly I spotted in your pic is the lower control arm pivot. It appears to be set up as an eccentric to adjust camber (a feature I know the later cars used) with the capture plate shown with the square washer in it. None of my cars had that ('64-65), camber was done old school with shims at the upper arm. This was reflected in the factory service manual also. Ford recommended defeating this for track use on the later models because the eccentric could move under hard usage. And @MOONRNR , I did read the two threads you linked to. Both were by owners lamenting the lack of a factory lower crossmember and were looking for a solution, available in the aftermarket. One guy showed a supposedly factory crossmember, but mentioned it required mods for use (six crossmember in a V8 application).
Why are you yelling about genitals? Casual conversation? Not hardly. There’s a big difference in an exchange of information and ideas vs bludgeoning people with them.
Gimpy swears that all Falcons built in San Jose had the crossmember.... Where was yours built? Second character in the serial # will tell you that. San Jose was 'R'.
On later cars the crossmember bolted to the frame rail behind the lower control arm. When the Mustangs went Trans-Am racing, the suspension mount flexed so they added an angle to to the crossmember mount for better support of the LCA. Mustangs and Fairlanes that had FE power added a reinforcement to the upper control arm mount. 66-71 Fairlane and 71-73 Mustang went to an integral welded channel crossmember.
I put the adjusters on the lower control arms. My Falcon no longer has radius arms, and has a decidedly non-stock alignment.
Bought an unmolested 47K mile 65 Falcon 289 many years ago. Later modded for autocross w/ coil overs, 3 link rear, Watts link, subframe connector etc, and direct bolt-in cross member from 6 cylinder. Point being the cross member is inherently factory 6 cylinder
So any chance you'd care to share some info on your Falcon? Sure enjoyed seeing details on your other project!
Sure: 11.25:1 Compression 200 L6. Digital engine management, including spark control. T56 6-speed transmission from an LS-equipped F-body. Core ultra-short throw shifter. Hurst stick and knob. Spec Stage-3 Kevlar clutch, originally intended for a Mercedes 190E race car, on a modified stock flywheel. Circa 1990 Forrd 8.8 rear, 5:14:1 gears (keep in mind that top gear is 0.50:1, making that rear gear work like a 2.57:1 gear with a 4-speed), 1541h axle shafts, redrilled to 4-lug. Boregeson power steering. Hydroboost brakes. Wilwood front brakes, with 6-piston calipers, and 12.1" rotors (actually inside of 15-inch wheels). Custom front hubs, also 4-lug. SVT Cobra rear brakes, vented 11.65" rotors. Vintage Air Gen IV AC/heat. Electric wipers, with electric washer. 1600W sound system. 1960 Frontenac grille. Flared hole punched hood. Filled cowl vent. Completely replaced transmission tunnel, to fit the T56, and 3" driveshaft, with a hand hammered top designed to fit a 1960 Thunderbird console. 3-point inertial reels in all four seating positions. 1970 Mustang 22-gallon fuel tank. Original gas cap has been deleted, and replaced with a Jaguar flip cap on the driver's side, by the rear window (Jag location). First-generation Falcon front fender arches, reduced in diameter, and mounted 2.5" lower as rear wheel arches. Custom outer wheel mini-tubs. 1963 tail light surrounds (the sheet metal), 1963 tail lights, with integrated factory backup lights. Eaton Spring lowered leaf springs, with an extra leaf, built at the Ranchero/Wagon rate. Shelby GT-350 front springs (reproduction). 1965 Mustang upper control arms, with ball joint wedges, to accommodate the 1.25" Shelby-drop. Opentracker roller spring perches. CPP lower k-member and tubular control arms. Shortened outer shock towers, with shortened bump stops. 1" front anti-sway-bar. A whole mess of extra metal in strategic locations where flex and cracking is known to happen. Subframe connectors. I am leaving out a whole bunch. Only the roof is not modified. It is on the way to tinted glass and one-piece door windows.
I'm curious, is part of the heavier suspension spindles ? I bought an Anglia axle & spindles once. It came with 4 lug hubs and ~9" drum brakes. Bearing wise, they fit. The seal was going to take work. As close as I can tell, they are early Falcon. Bearings were a little different on one end (25mm/.985" or 25.4mm/1.00") the races were the same. If so, they are pretty puny, even for an early 6cyl Falcon. An other place you find these sizes and bearings is the rear of '78-'80 Mk1 Fiestas (with 12" wheels). I fitted '57 100E Anglia hubs & brakes to the straight axle Anglia spindles. Now, I have a '57 Anglia with no hubs or brakes. I'm hoping to use the Falcon hubs. There are disc brake kits that are supposed to fit the early Falcon spindle, if I can figure out what rotor & caliper they use, I could make brackets to fit the 100E's struts. It's a back-burner project but, you guys seem to be well versed in the finer intricacies of matters regarding early Falcons. Mike
Infinity G20 front rotors with 1990 Chevrolet Celebrity calipers. The outer edges of the front hubs will need to be cut back a little to fit in the rotor.
I have had both Mustangs and Comets , all of mine had the “ belly bar “ bolted in with nuts and bolts , no anchored nuts . My Comet was one owner , by a 92 year old woman , V8 car , it was a sedan with Cyclone trim . I have not one clue if any of mine had the bar added , but I doubt anyone added the trim or bar to the 92 YO , Comet
Could be wrong, but it is my understanding that, on the V8 Comet at least, all were single exhaust, including Cyclones. The driver side ex-manifold points straight down and the space for a "belly bar" is actually taken up with the exhaust pipe looping under the engine and into a joint just behind the exit of the "regular" shaped ex-manifold on the passenger side. No room for a "belly bar" unless you modify to a dual exhaust......
Damn... serious business! And the extra efforts to keep a six and the four-lug puts it over the top. Thanks for sharing all the info.
Yep, all came with single exhaust, there was no dual option. Even the '65 B/FX cars left the factory with single exhaust... but those did have a set of headers in the trunk along with the 4 Weber carb set-up.
Yes. Exactly. My Cyclone had single exhaust when I bought it, it was the original factory system. The cross over pipe was under the oil pan just behind the sump.
I've had a chance to look at these parts. The Infinity rotor is .87"/22mm thick. The Celebrity has a 1.035"/26.3mm thick rotor. Are you sure about this combo ? Thanks, Mike
That was the last listing from Scarebird. https://www.scarebird.com/shop/fal-...ang-mercury-comet-4-lug-front-disc-3018#attr= If I remember correctly, when I had their front brakes long ago, the rotors were from a Nissan Stanza, and possibly Chevy Caviler calipers.
Calipers can have a surprisingly wide self-adjustment range. A local conversion kit to run VW Polo MkIV vented rotors on a Golf MkI consists only of a pair of brackets to place the stock calipers further from the hubs to accommodate the larger rotor diameter. The calipers self-adjust to the rotors despite a ±10mm difference in thickness.
The Jalopy Journal
