Before computers managed traction and fuel injection metered every drop of gasoline, horsepower was raw, mechanical, and dangerous. We analyze the engineering behind the 1967 Mustang, the challenges of the FE Big Block engine, and why modern tires are the single most important safety upgrade for this classic.
1967 marked the first major redesign of the Mustang. Lee Iacocca knew the competition was heating up (the Camaro arrived that same year), so the Mustang had to get bigger. It grew 2 inches wider and added massive engine bay clearance. Why? To fit the "Big Block" engines that would define the muscle car era.
While the 289 Hi-Po small block was nimble, 1967 was all about torque. The star of the show was the 390 cubic inch (6.4L) FE V8. This cast-iron monster produced a gross rating of 320 horsepower and a pavement-wrinkling 427 lb-ft of torque.
Unlike modern engines, these powerplants used carburetors (typically a Holley 4-barrel) to mix air and fuel. This is mechanical physics at its finest: the engine creates a vacuum, sucking fuel through calibrated jets. It’s visceral and responsive but requires precise tuning.
Driving a '67 Mustang is a physical experience. The rear suspension uses a solid live axle suspended by leaf springs—technology dating back to horse carriages. While great for drag strip launches, this setup is prone to "axle hop" under hard braking or acceleration on uneven surfaces.
The front suspension uses coil springs on upper and lower control arms. A common issue is the "positive camber gain" during cornering, which reduces grip. To fix this, modern restorers often perform the "Shelby Drop"—lowering the upper control arm mounting points by 1 inch to improve geometry.
🛠️ Shop Suspension Rebuild KitsThis is the most critical safety section. In 1967, Mustangs rolled off the line on Bias-Ply tires (like the F70-14 Firestone Wide Oval). These tires had stiff sidewalls and a narrow contact patch. They "wandered" on the highway, following every groove in the road.
Today, almost every owner switches to Radial Tires. Radials offer superior grip, better wet weather performance, and highway stability. However, they transfer more stress to the suspension components.
Standard 1967 Mustangs came with 4-wheel drum brakes. While adequate for 1960s traffic, they are terrifying in modern driving conditions. Drum brakes are prone to "brake fade"—after one or two hard stops from 60 MPH, they overheat and lose 50-80% of their stopping power.
If you own one, the single best upgrade is a Front Disc Brake Conversion Kit. This reduces stopping distances dramatically and prevents the car from pulling sideways during emergency braking.
*Modern traffic stops much faster. The original setup is unsafe for highway tailgating.*
The 1967 Mustang Fastback isn't just a car; it's a time machine. It smells of unburnt hydrocarbons, vibrates with mechanical harmony, and demands your full attention to drive. It doesn't have ABS, traction control, or airbags.
Maintaining one requires a different mindset. You are the computer. You adjust the carburetor for altitude. You pump the brakes. But when that 390 FE roars to life and the rear end squats on those leaf springs, there is no modern car that can replicate the feeling.