|Address||Waterville, QC J0B3H0
|For Sale By||Owner|
|Trim||Sedan 2 Door|
|Drivetrain||Rear-wheel drive (RWD)|
|No. of Doors||2|
|No. of Seats||5|
Here is a great example of a fresh, strong and dependable 1964 Fairlane 500 Two-Door (post-er) Sedan with few kilometers driven since its restoration. This car was not built to win trophies at the local Show 'n Shine and I don't care about reproducing factory chalk marks or overspray. It has modern base/clear paint work, not post WWII lacquer (thankfully) but it is my idea of a dream muscle car and maybe you'll agree when you see it.
It features a period-correct 390 FE engine, estimated at 427 HP, a C6 3 speed automatic (with 2500-2800 stall speed torque converter) and a 9 inch locking differential with 3.25:1 gears.
Will accept partial trade: example-- low kilometer Lexus or Infiniti sedan and balance in cash. (No more calls from sales marketers, please)
Details: Regular Fairlanes were of monocoque design but when Ford sent 100 Fairlanes on flatbeds to be assembled at Dearborn Steel Tubing, the two-door sedan was chosen due to its strength adding window posts. The Thunderbolts received a full frame and this Fairlane has also been fully framed, making it resistant to twisting and flexing, even in high engine torque scenarios. Additional bracing under-hood and at the radiator support adds strength but very little weight.
The build began with a 6 cyl. manual car imported from Dearborn Michigan in the early 2000's. A complete and professional body and floors restoration followed. Many Thunderbolt body, frame and chassis components were sourced and integrated. The front shock towers, for example are designed to support the big block FE much like those found in the 100 original Thunderbolts. The teardrop fiberglass hood, the fiberglass trunk lid and fiberglass bumpers...etc were also featured back in '64. The fenders and doors, however are steel. For safety, all windows are glass with new seals.
The engine block (a D3TE 390 chosen for its strength-adding "webbing") was rebuilt for the long run with 8 cylinder sleeves. This expensive extra step ensures consistent cylinder wall thickness and perfect alignment. The block was then bored .060 over and now displaces 401 cu.in. The former owner never got to drive the car but listed a few engine build specs. I have not opened the engine to verify. It has been flawless. Among those details were: steel 427 crank, forged TRW pistons, Lunati cam shaft, 2" stainless steel valves, Milodon windage tray, 8 quart Moroso oil pan, oil filter relocation kit, 2" long-tube headers and more.
In the past 7 years, I've installed a brand new Holley 4160, 750 cfm, added a quick-change secondaries spring feature, re-sprung the vacuum secondaries, re-jetted the carb and added a 1" phenolic spacer and a PCV system until I was satisfied with power, economy and drivability. The Holley sits atop an F-427 Edelbrock aluminum intake. A modern Lokar accelerator cable replaced the clunky original throttle linkage. I re-sprung and dialed-in the Mallory dual point distributor's mechanical advance to get 38 degrees in @2400 rpm, which yielded instant power results. An AutoGage instrument cluster displays oil pressure, coolant and voltage information.
With the new engine optimized, the Ford 9" axle housing was removed and aligned by a top local machine shop. With new seals and bearings, the axles slip in and out like new. A Howe high performance aluminum radiator sits up front, and with a small manually activated electric fan, keeps everything cool, even in heavy traffic. A dedicated B&M transmission oil cooler keeps the C6 safe.
The original front suspension is upgraded to a height-adjustable QA1 coilover system (with custom-built control arms). 12 position shocks and 400 lb/in coil springs were matched to the application. The front disc brake upgrade and rear drums work well together with a new adjustable proportioning valve for front/rear balance. 3 point seatbelts were added in front and the battery was located in the huge trunk, with on/off switch and integrated battery charger. The heater was left out for weight savings, but has been completely refurbished and has a new core.
Shifting for the C6 is a B&M Quicksilver. Kickdown is done manually.
Dyna Max mufflers and 3" mandrel-bent extensions take the exhaust all the way to behind the rear wheels. It sounds fantastic.
This car has never seen a drag strip, though it might be a serious contender. It was not built to be a trailer queen either, but to drive and enjoy. It retains that wonderful 60's look and feel but favours functionality wherever practical.
With only partial throttle input, it easily chirps the tires when shifting to 2nd. Its tags read "427" as that was the estimated engine horsepower at the time of the build. I have no reason to doubt this estimate. To add to the drag racer effect, the front stock Ford rims were narrowed two inches and fitted with tires to match.
The sale includes original steel bumpers, steel trunk lid, extra metal side and window trim, the rebuilt heater box with original motor and a brand new core and duct, the original front control arms, coil springs and upper shock mounts. The removed chrome clutch fan is also included, as are huge Thunderbolt style rear traction bars.