Cant wait to see what you are going to do with this one.
I'm sure you have a good plan for it already. But incase you want to compare notes, let me know.
I used to have a '64 Sprint V8, and my wife still owns a '63 Sedan ( a 6 cyl car that I converted to v8 spec)
There are some things I learned the hard way, building these. And there are some things I'd do differently, if I was ever going to do one again. ( specially on the '64) For example, what did work was the Shelby drop ( relocating the upper A-arm pivot points ) And what didn't ( Shelby quick steer parts, horrific bumpsteer on a Falcon...)
A big learning curve for me as these is my first yank tank and the first car I've imported. We had originally discussed exploring importing an californian e-type but the overall costs involved made it a daft plan. Then started to look at mk1 jaguars, but swmbo didn't like them and i was not impressed with parts costs and the general "these are pricey to maintain and a bit fragile".
I basically needed a 4 seater, 2 door classic and looked right, had good parts backup and made the right noise and fizzy feelings.
So I reverted back to looking at 64-66 notchback mustangs, but have never been comfortable with certain design aspects of the mustang. Then I spotted a dark green 65 falcon hardtop at the NEC resto show in march and preferred the style, the much better stance options and the great parts support (as its all mustang). Then I got contacted by a seller in tennesse via the falcon uk facebook group. Saw a load of pics, watching some video, did the deal, arranged a shipper then it arrived last week!
So, basically what i've bought is model year 1965 Falcon Futura 'Hardtop' with the 'RPO bucket seat' option. It is wearing some 'sprint pack' trinkets but its not a factory 'sprint', although its a genuine factory 289 v8 with manual gearbox. Basically the same as a 'sprint' as the sprint pack was a dress up kit rather than a performance option. Built in august 1964 in New jersey and dispatched to Atlanta.
At some point the car has been fitted with a complete engine and auto tranny from a 68 car. The 289 has it factory cast iron manifold and 2 barrel carb, so 200bhp and probably a c4 auto box (a guess).
Warwick Classic Car Show organiser Cov MotoFest hanger-on
1964 Ford Falcon Sprint Hardtop 1922 Ford Model T speedster project
The 4 footwells are gone but the transmission tunnel, sills and bulkheads and both areas under the seats are rock solid. Replacement panels are $64 each and i need 5, plus shipping and duty. I'm ordering these today as the car is booked in to get the floorpan done in mid september. That gives me 6-8 weeks to sort out the running gear.
As far as it being all Mustang, that is true, except for the steering.
The lower boxsections in the engine bay are a different distance apart. So the '63 1/2, '64, '65 V8 parts are really rare and were only used on the Falcons and Comets.
I think I've read that Ford was pushing people to buy V8 Mustangs ( "you could have had a V8" ), and dealers were told to not sell the V8 Falcons unless a buyer specifically asked for it.
Also 6cyl suspension parts ( including the steering ) are different. A couple of parts like the front A arms are the same, but everything else is much beefier.
So V8 steering parts are extremely rare ( unless somebody started reproducing them ) You have them, treat them like gold...
Apart from that ( and if I remember right, the front swaybar ) all '64 Mustang parts fit.
For a front disk brake conversion, complete Granada ( the US version, not the UK version, which is a completely different car ) front uprights ( complete with disks, calipers, etc ) are a bolt on. But the steering arm on them is slightly different, which gives a litte bumpsteer. And if I remember right, the taper on the balljoints is different too.
Since you are unlikely to find one of those in a British junkjard, you are probably better of getting a diskbrake conversion from one of the Mustang specialists anyway. ( make sure you tell them you have a V8 Falcon, cause your spindles might be different )
For the booster& master cylinder, the pivot/mounting bracket from a Torino can be made to fit ( move two holes, and move the crossbrace in the enginebay. To get some clearance from the brake booster to the LHS valvecover. I used a ( US) Granada master & proportioning valve. Or get the disk brake master that matches the disk brake conversion. ( probably a good idea to get rid of the single "fruit jar" master anyway...)
Companies like PST can put suspension rebuild kits together, if you tell them what parts you are using. ( in rubber or poly ) I think I got my front swaybar from them too, get the thickest one they sell... ( combined with a aftermarket rear swaybar for a '64 Mustang )
A complete dual exhaust system for a Mustang fits with very little modification ( almost a straight bolt in ), and can be laughably cheap if you shop around.
I had lower/stiffer springs and shocks on mine, and you could throw it around like a Mk1 Escort.
Yours probably came with the 260 cubic inch V8, like mine did. Ford put some 289's in them, but those are super rare. ( even some 289 HiPo's, but you probably had to be Holman, Moody or Mann to get one...)
Even the Works '64 Sunbeam Tiger LeMans team didn't get any 289's although they asked for them ( they ran the race with 260's) I thought my '64 felt a bit underpowered with the 260. But yours already has a later 302, which is great. They bolt in, but they are a bit tight around the bellhouse area. The 221/260, and very early 289's had a 5 bolt bellhousing, which limits transmission choices. ( the 5 bolt bell 289 is very desirable, its the only "big" engine that will fit a Tiger, and they only made them for a couple of months ) Mine came with a "3 on the tree" ( column shift), but I put a 4 speed in it. I put a T5 in the '63, which absolutely transformed the car. Absolutely worth doing, although you do have to modify the top of the tranny tunnel quite a bit to fit it, and make your own tranny mount. Driveshaft length & splinecount might be the same as C4, but I'm not completely sure about that anymore.
Sorry about the long post, I hope you'll have lots of fun with the car...
As far as it being all Mustang, that is true, except for the steering.
it came from the factory with a manual 289, not the earlier 260 as its the 65 model year build spec . All the steering linkage components are the same as 64.5-66 mustang. the only main component that needs replacing is the idler. steering box has minimal play. track rod ends are goosed but got some moog ones on order. For front discs, i'm using a wilwood falcon/mustang drum to disc kit that using the v8 drum spindles....pretty straight forward. The jampot master cylinder is being swapped out for a 74 ford maverick dual bowl non-servo'ed unit as thats the preferred swap for disc/drum set ups. no servo to avoid fouling the upright (with an adjustable proportioning valve on the rear brake pipe).
front suspension will get the shelby 1"drop with a half coil chop on the front springs. new upper balljoints and moog problemsolver complete bottom arms. front 5/8" sway bar will get uprated to a mustang 1" with poly bushes with a 3/4" rear sway bar. the exhaust system is a 2" ID pipe with a single cherry box style silencer each side.